Cirrus SR22T, N930RH, registered to and operated by a private individual: Fatal accident occurred August 30, 2014 in Wallops Island, Virginia

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Washington, DC
Continental Motors; Mobile, Alabama
Cirrus Aircraft; Duluth, Minnesota

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf

Ronald M. Hutchinson: http://registry.faa.gov/N930RH

Location: Wallops Island, VA
Accident Number: ERA14LA415
Date & Time: 08/30/2014, 1517 EDT
Registration: N930RH
Aircraft: CIRRUS SR22
Aircraft Damage: Substantial
Defining Event: Miscellaneous/other
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis

The airline transport pilot was conducting a cross-country personal flight. Radar data indicated that the airplane took off from the departure airport and then climbed to an altitude of 21,000 ft mean sea level before leveling off and maintaining that altitude for about an hour. Subsequently, the pilot contacted an air route traffic control center and requested and received several descent clearances over the course of about 45 minutes. The pilot’s communications over the next 10 minutes were consistent with impairment. During this time, he reported that he was having some difficulties but did not state the nature of the problem. Near the end of the communications, the air traffic controller advised the pilot to descend, and the pilot replied, “hang on a second”; this was the last communication received from the pilot.

The airplane subsequently traveled into restricted airspace near Washington, D.C., and was intercepted by two military aircraft. The intercept pilots confirmed that the accident pilot was unconscious, and attempts to contact him were unsuccessful. The airplane continued on its course off the coast of Virginia and then descended into the ocean. After impact, the airplane sank, and it was not recovered.

The pilot’s body was also not recovered; thus, an autopsy and toxicology testing were not conducted. A review of the pilot's medical history revealed no evidence that he had any medical conditions or used any medications that would have impaired his ability to control the airplane. However, it is possible that the pilot suffered impairment, as evidenced by his communications with air traffic controllers, and subsequent incapacitation from a stroke, cardiovascular event, hypoxic event, carbon monoxide exposure, or neurologic decompression sickness.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The pilot’s impairment and subsequent incapacitation for reasons that could not be determined because the pilot and airplane were not recovered.

Findings

Personnel issues
Other loss of consciousness - Pilot (Cause)

Not determined
Not determined - Unknown/Not determined (Cause)

Factual Information

On August 30, 2014, at 1517 eastern daylight time, a Cirrus SR22T, N930RH, registered to and operated by a private individual, impacted the Atlantic Ocean about 35 miles east of Wallops Island, Virginia, after air traffic controllers lost contact with the pilot, who was the sole occupant. The airline transport pilot was presumed fatally injured and the airplane sustained substantial damage. Visual meteorological conditions prevailed for the personal flight conducted under the provisions Title 14 Code of Federal Regulations Part 91. The flight, operating under instrument flight rules, originated from Waukesha County Airport (UES), Waukesha, Wisconsin, at 1043 central daylight time, and was destined for Manassas Regional Airport (KHEF), Manassas, Virginia.

A review of radar data and voice transcriptions revealed that the airplane took off from the departure airport and climbed to an altitude of 21,000 feet mean sea level (msl) before leveling off. The airplane maintained this altitude for about one hour. At 1200, the pilot contacted air route traffic control center (ARTCC) and requested to descend to 17,000 feet At 1220, the pilot contacted ATC and again requested to descend to 15,000 feet, and was cleared to descend and maintain 15,000 ft. At 1228:20 the pilot contacted ATC and requested to descend to 13,000 ft., ATC advised the pilot to standby and he would get him lower shortly. At 1229:19, ATC cleared the pilot to descend and maintain 13,000 ft., and the pilot acknowledged. At 1249, the pilot contacted ATC and requested to go down to an unspecified altitude. The air traffic controller asked the pilot what altitude did he want to descend to, but for the next 2 minutes the pilot just keyed the mike with no answer. At 1251:12, the pilot advised ATC that he was having some difficulties, and was cleared to descend and maintain 9,000 feet. At 1252:35, the pilot again advised that he had a problem and ATC advised him to descend. The pilot responded that he'll try and repeated his call sign. At 1256:32, the controller asked the pilot if he had oxygen onboard in which he responded "I do", which was followed by the microphone being keyed with no speech. The air traffic controller asked the pilot if he was wearing his mask and did he have the oxygen working and the pilot responded "yes, affirmative sir." He then asked the pilot to turn his oxygen to 100 percent, and the pilot replied that "he was showing 100 percent at that time. Finally, the air traffic controller advised the pilot to descend and the pilot told the controller to "hang on a second," which was the last transmission made by the pilot.

About 1340, the airplane traveled into restricted airspace near Washington, D.C., and remained about 13,000 ft., before being intercepted by two North American Aerospace Defense Command intercept aircraft. The intercept pilots indicated that the pilot was unconscious, and attempts to contact him were unsuccessful. The intercept aircraft continued to follow the airplane until it impacted the Atlantic Ocean off the coast of Virginia.

The pilot, age 67, held an airline transport pilot certificate with ratings for airplane single engine land and multi-engine land. His most recent FAA second class was issued August 7, 2014. The pilot reported 3,360 total hours of flight experience on that date. The pilot's logbook was not available for review; however a review of the pilot's Cirrus Training Profile May 21, 2014 revealed the pilot reported 3,330 total hours of flight experience of which 3,216 hours were as pilot in command and 2,780 hours were in single engine airplanes. The pilot declared approximately 500 hours of experience with both the Avidyne Entegra Avionics and Garmin GNS 430/530 GPS systems.

The pilot had accrued approximately 50 total hours of flight experience in the accident airplane make and model.

The pilot's wife was asked to provide a statement describing the pilot's routine during the 72 hours prior to the accident flight. She stated that nothing out of the ordinary had occurred and that the pilot had a full nights rest the night before the flight. She stated that no traumatic events or incidents had occurred that would have resulted in any stress.

The four-seat, low-wing airplane, serial number 0813, was manufactured in 2014. It was powered by a Continental model TSIO-550 series engine equipped with Hartzell PHC-J3Y1F-1N/N7605B propeller. Review of the factory logbook records showed that a fixed oxygen system was installed in accordance with STC SA01708SE, on June 14, 2014. The production test flight was completed on July 7, 2014, and an Airworthiness Certificate was issued on July 8, 2014.

The recorded weather at the Wallops Flight Facility (WAL), Wallops Island, Virginia, located approximately 59 miles from the accident site, at an elevation of 40.2 feet, at 1554, included wind from 150 degrees at 10 knots, 10 statute miles visibility, a scattered ceiling at 4,800 feet above ground level (agl), temperature of 27 degrees C, dew point temperature of 19 degrees C, and an altimeter setting of 30.20 inches of mercury.

According to the Coast Guard, they were launched on a report of a downed airplane approximately 50 miles off the shore of Wallops Island, Virginia. When they arrived on scene they noted that a fishing vessel was present at the impact location. They boarded the vessel and the occupants reported the incident from their point of view. They stated to the Coast Guard officer that they heard a loud "fighter jet" and began to scan the sky. Once they had eyes on the jet, they watched as the jet was flying in circles around a small airplane that was flying low towards the water. The witness said that the airplane got really low to the water and eventually impacted the water. He went on to say that his boat was the first to arrive on scene, and upon arrival, the tail of the airplane was still above the water. They attempted to put "lines on"; but within seconds the airplane was completely submerged. He said that they looked in the cabin and did not see any signs of a struggle. They picked up the floating debris and waited to see if more debris or fuel sheen would rise up, they found neither.

Examination of the floating debris revealed that it was a main landing gear strut with the wheel attached and the engine cowling. The rest of the airplane remained submerged and was not recovered.

The pilot's body was not recovered so neither autopsy nor toxicological testing were performed. 

History of Flight

Enroute-cruise
Miscellaneous/other (Defining event)

Uncontrolled descent
Collision with terr/obj (non-CFIT) 

Pilot Information

Certificate: Airline Transport; Commercial
Age: 67, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 08/07/2014
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 3330 hours (Total, all aircraft), 50 hours (Total, this make and model), 3216 hours (Pilot In Command, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CIRRUS
Registration: N930RH
Model/Series: SR22T
Aircraft Category: Airplane
Year of Manufacture: Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 0813
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 07/08/2014,
Certified Max Gross Wt.: 3600 lbs
Time Since Last Inspection:
Engines: Reciprocating
Airframe Total Time:
Engine Manufacturer: Continental Motors Inc.
ELT: C126 installed, not activated
Engine Model/Series: TSIO-550-K
Registered Owner: Ronald M. Hutchinson
Rated Power: 315 hp
Operator: Ronald M. Hutchinson
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: WAL, 40 ft msl
Observation Time: 1554 EDT
Distance from Accident Site: 59 Nautical Miles
Direction from Accident Site: 112°
Lowest Cloud Condition: Scattered / 4800 ft agl
Temperature/Dew Point: 27°C / 19°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 10 knots, 150°
Visibility (RVR):
Altimeter Setting: 30.2 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Waukesha, WI (UES)
Type of Flight Plan Filed: IFR
Destination: Manassas, VA (HEF)
Type of Clearance: IFR
Departure Time: 1043 CDT
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude:  37.560556, 74.426667 (est)

NTSB Identification: ERA14LA415 
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 30, 2014 in Wallops Island, VA
Aircraft: CIRRUS SR22, registration: N930RH
Injuries: 1 Fatal.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On August 30, 2014, at 1517 eastern daylight time, a Cirrus SR22T, N930RH, registered to and operated by a private individual, impacted the Atlantic Ocean about 35 miles east of Wallops Island, Virginia, after air traffic controllers lost contact with the pilot, who was the sole occupant. The airline transport pilot was presumed fatally injured and the airplane sustained substantial damage. Visual meteorological conditions prevailed for the personal flight conducted under the provisions Title 14 Code of Federal Regulations Part 91. The flight, operating under instrument flight rules, originated from Waukesha County Airport (UES), Waukesha, Wisconsin, at 1043 central daylight time, and was destined for Manassas Regional Airport (KHEF), Manassas, Virginia.

A review of radar data and voice transcriptions revealed that the airplane took off from the departure airport and climbed to an altitude of 21,000 feet mean sea level (msl) before leveling off. The airplane maintained this altitude for about one hour. At 1200, the pilot contacted air route traffic control center (ARTCC) and requested to descend to 17,000 feet At 1220, the pilot contacted ATC and again requested to descend to 15,000 feet, and was cleared to descend and maintain 15,000 ft. At 1228:20 the pilot contacted ATC and requested to descend to 13,000 ft., ATC advised the pilot to standby and he would get him lower shortly. At 1229:19, ATC cleared the pilot to descend and maintain 13,000 ft., and the pilot acknowledged. At 1249, the pilot contacted ATC and requested to go down to an unspecified altitude. The air traffic controller asked the pilot what altitude did he want to descend to, but for the next 2 minutes the pilot just keyed the mike with no answer. At 1251:12, the pilot advised ATC that he was having some difficulties, and was cleared to descend and maintain 9,000 feet. At 1252:35, the pilot again advised that he had a problem and ATC advised him to descend. The pilot responded that he'll try and repeated his call sign. At 1256:32, the controller asked the pilot if he had oxygen onboard in which he responded "I do", which was followed by the microphone being keyed with no speech. The air traffic controller asked the pilot if he was wearing his mask and did he have the oxygen working and the pilot responded "yes, affirmative sir." He then asked the pilot to turn his oxygen to 100 percent, and the pilot replied that "he was showing 100 percent at that time. Finally, the air traffic controller advised the pilot to descend and the pilot told the controller to "hang on a second," which was the last transmission made by the pilot.

About 1340, the airplane traveled into restricted airspace near Washington, D.C., and remained about 13,000 ft., before being intercepted by two North American Aerospace Defense Command intercept aircraft. The intercept pilots indicated that the pilot was unconscious, and attempts to contact him were unsuccessful. The intercept aircraft continued to follow the airplane until it impacted the Atlantic Ocean off the coast of Virginia.

The pilot, age 67, held an airline transport pilot certificate with ratings for airplane single engine land and multi-engine land. His most recent FAA second class was issued August 7, 2014. The pilot reported 3,360 total hours of flight experience on that date. The pilot's logbook was not available for review; however a review of the pilot's Cirrus Training Profile May 21, 2014 revealed the pilot reported 3,330 total hours of flight experience of which 3,216 hours were as pilot in command and 2,780 hours were in single engine airplanes. The pilot declared approximately 500 hours of experience with both the Avidyne Entegra Avionics and Garmin GNS 430/530 GPS systems.

The pilot had accrued approximately 50 total hours of flight experience in the accident airplane make and model.

The pilot's wife was asked to provide a statement describing the pilot's routine during the 72 hours prior to the accident flight. She stated that nothing out of the ordinary had occurred and that the pilot had a full nights rest the night before the flight. She stated that no traumatic events or incidents had occurred that would have resulted in any stress.

The four-seat, low-wing airplane, serial number 0813, was manufactured in 2014. It was powered by a Continental model TSIO-550 series engine equipped with Hartzell PHC-J3Y1F-1N/N7605B propeller. Review of the factory logbook records showed that a fixed oxygen system was installed in accordance with STC SA01708SE, on June 14, 2014. The production test flight was completed on July 7, 2014, and an Airworthiness Certificate was issued on July 8, 2014.

The recorded weather at the Wallops Flight Facility (WAL), Wallops Island, Virginia, located approximately 59 miles from the accident site, at an elevation of 40.2 feet, at 1554, included wind from 150 degrees at 10 knots, 10 statute miles visibility, a scattered ceiling at 4,800 feet above ground level (agl), temperature of 27 degrees C, dew point temperature of 19 degrees C, and an altimeter setting of 30.20 inches of mercury.

According to the Coast Guard, they were launched on a report of a downed airplane approximately 50 miles off the shore of Wallops Island, Virginia. When they arrived on scene they noted that a fishing vessel was present at the impact location. They boarded the vessel and the occupants reported the incident from their point of view. They stated to the Coast Guard officer that they heard a loud "fighter jet" and began to scan the sky. Once they had eyes on the jet, they watched as the jet was flying in circles around a small airplane that was flying low towards the water. The witness said that the airplane got really low to the water and eventually impacted the water. He went on to say that his boat was the first to arrive on scene, and upon arrival, the tail of the airplane was still above the water. They attempted to put "lines on"; but within seconds the airplane was completely submerged. He said that they looked in the cabin and did not see any signs of a struggle. They picked up the floating debris and waited to see if more debris or fuel sheen would rise up, they found neither.

Examination of the floating debris revealed that it was a main landing gear strut with the wheel attached and the engine cowling. The rest of the airplane remained submerged and was not recovered.

The pilot's body was not recovered so neither autopsy nor toxicological testing were performed.

NTSB Identification: ERA14LA415 
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 30, 2014 in
Aircraft: CIRRUS SR22T, registration: N930RH
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On August 30, 2014, at 1517 eastern daylight time, a Cirrus SR22T, N930RH, registered to and operated by a private individual, crashed into the Atlantic Ocean about 35 miles east of Wallops Island, Virginia, after air traffic controllers lost contact with the pilot, the sole occupant. The airline transport pilot is presumed fatally injured and the airplane sustained substantial damage. Visual meteorological conditions prevailed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91. The flight, operating under instrument flight rules, originated from Waukesha County Airport (UES), Waukesha, Wisconsin, at 1043 central daylight time and was destined for Manassas Regional Airport (KHEF), Manassas, Virginia.

A review of preliminary radar data revealed that the airplane took off from the departure airport and climbed to an altitude of 21,000 feet msl before leveling off. The airplane maintained this altitude for approximately one hour before descending to an altitude of approximately 13,100 feet msl. According to air traffic controllers, communication was lost with the pilot at 1300 EDT. The airplane traveled into restricted airspace near Washington D.C., and was intercepted by two North American Aerospace Defense Command intercept aircraft. The intercept pilots confirmed that the pilot of the aircraft was unconscious, and attempts to contact him were unsuccessful. The intercept aircraft continued to follow the airplane until it impacted the Atlantic Ocean off the coast of Virginia. Within 30 seconds after impact, the nose of the airplane submerged below the surface of the water. Nearby boaters attempted to assist the downed airplane but the airplane began to sink below the surface. Debris from the airplane was collected and turned over to the Coast Guard.

Ronald M. Hutchinson 

"Hutch"

Obituary for Ronald M. Hutchinson "Hutch"

Died unexpectedly doing what he loved. 

Adoring husband of Maureen for 47 years. 

Cherished father of Cheryl Blackstone, Michelle Schofield and Patrick Hutchinson. 

Beloved father-in-law of Joe Blackstone, Dave Schofield and Stephanie Hutchinson. 

Proud Pop Pop of Meghan Molly, Abigael, Shannon, Emma, Anna Rose, Rachel, Joseph, Catherine, Mackenzie, Logan, Sean Patrick and Kyle. 

Deeply loved by his brothers and sisters from Cincinnati, OH. 

Hutch will be dearly missed by friends the world over.

Hutch lived his life's passion for 35 years at Harley Davidson and mastered his love of flying.

A gathering will be held at the Funeral Home Friday, 21600 West Capitol Drive, Brookfield, September 5, 2014 from 4-8PM. 

Additional gathering time will be held Saturday, September 6th from 9-11AM at CHRIST KING PARISH, 2604 N. Swan Blvd., Wauwatosa, WI.   A Memorial Mass will follow at 11AM.

In lieu of flowers, memorials appreciated to: Beyond Vision, 5316 W. State St., Milwaukee, WI 53208; or Vietnam Veterans of America, Chapter 324, PO Box 18631, Milwaukee, WI 53218. 

- Source:  http://www.krausefuneralhome.com/obituary

Ronald Hutchinson 
~

Sportfishing Boat “Tied Up” Witnessed Plane Crash; Fishermen Watched As Jets Escorted Cirrus SR-22T (N930RH) Into Ocean

OCEAN CITY — The crew on an Ocean City sportfishing boat was the first on the scene last Saturday when a small private aircraft crashed into the ocean after flying across the Eastern Shore from the Washington D.C. area with an unconscious pilot and an F-16 fighter jet escort.

Shortly after 3 p.m. last Saturday, a private Cirrus SR-22T crashed into the Atlantic just over 50 miles due east of Wachapreague, Va. in the Washington Canyon just south of Ocean City.

The private plane, piloted by Ronald Hutchinson, 67, was on a flight plan from Waukesha, Wis. to Manassas, Va. last Saturday when it flew into restricted air space over Washington at about 13,000 feet.

According to the Federal Aviation Administration (FAA), the Cirrus SR-22T plane had not been responding to radio calls since about 1 p.m. Under the protocol for an unresponsive plane flying in restricted airspace, two U.S. NORAD F-16 aircraft were sent up and came along the Cirrus to investigate and observed the pilot to be unconscious in the cockpit. Hutchinson was the only occupant of the plane.

The two F-16 jets escorted the Cirrus SR-22T on autopilot along its course across the Eastern Shore until it ran out of fuel and crashed into the ocean in the Washington Canyon about 50 miles or so off the coast of Wachapreague, Va. around 3:17 p.m. The Coast Guard in Portsmouth launched an MH-60 Jayhawk helicopter and an HC-130 Hercules airplane from Air Station Elizabeth City in North Carolina and the Coast Guard cutter Beluga from Virginia Beach to respond. The Coast Guard searched the area until sundown on Saturday and resumed the search on Sunday morning before calling it off.

According to Bob Builder on the “Tied Up,” based out of Sunset Marina in Ocean City, the search was in vain because the Cirrus SR-22T went down so quickly in about 85 fathoms, or over 500 feet, in the Washington Canyon. Builder and the “Tied Up” crew were fishing in the area and the incident unfolded just about a quarter of a mile from their location.

“We were fishing in the area and we saw the fighter jet on the horizon flying slow and at a low altitude,” said Builder this week. “As the jet got closer and closer, we could see there were two of them and they appeared to be escorting a small private plane. The jets and the smaller plane kept getting lower and lower toward the ocean and we were about a quarter of a mile away. As the fighter jets got closer to us, they fired off signal flares in a synchronized pattern, maybe about five of them.”

Builder said the entire incident unfolded in a matter of a couple of minutes from when they first spotted the F-16 on the horizon until the private plane crashed into the sea.

“As the small plane got closer to the surface, the jets peeled away and went up to a higher altitude,” he said. “The Cirrus SR-22T just kind of glided into the ocean with a huge explosion of water. It crashed into the west wall of the Washington Canyon in about 85 fathoms.”

Builder said the “Tied Up” cruised over to the crash site to offer any assistance if needed or if possible, but the small plane went down quickly and there was not much anyone could do.

“We rode over to it in time to see the fuselage go under the surface and disappear in the deep water,” he said. “The entire plane went down in less than 10 minutes. There was minimal debris and it completely disappeared. The jets circled over the crash area for about five minutes and then peeled off and flew away.”

Builder said the “Tied Up” crew did not know of any of the events leading up to the crash they witnessed from just a quarter mile away or so.

“It was a very somber moment,” he said. “We weren’t sure at the time of there was one person on board or two or three or five.”

Builder said the “Tied Up” crew never felt in danger despite their close proximity to the crash. It is rather remarkable the plane traveled across the entire Eastern Shore on auto pilot with an unconscious pilot before crashing into the sea when it ran out of fuel.

“You could tell the jets were extremely well-equipped and in control of the situation,” he said. “We obviously paid close attention, but at no time did we think we were in danger. I think the jets could have controlled where and when it went down.”

- Source:  http://mdcoastdispatch.com

Ron Hutchinson

On Saturday, August 30, Ronald Hutchinson, 67, lost consciousness while flying his Cirrus SR-22T plane and crashed into the Atlantic Ocean off the VA shore. He was the only person on board. 

 
Hutchinson, who lived in Brookfield, WI was on his way to Manassas, VA to visit family.

Hutchinson retired from Harley-Davidson after nearly 35 years with the company in the spring of 2009. During his time with Harley-Davidson, he rose to the position of Senior VP. He worked in many different departments within the company, where his passion for the product was only surpassed by his love of developing people. All who knew him would agree that he truly lived his life with boundless zeal.

A pilot of nearly 40 years, Hutchinson held numerous ratings for various types of aircraft, and had logged over 4,000 hours.

According to the Coast Guard press release issued Aug. 30, there were no survivors and no wreckage; the search was suspended on the morning of Aug. 31 in accordance with standard operating procedure.

He is survived by his wife of 47 years, Maureen Catherine, his children Cheryl (Hutchinson) Blackstone and her husband Joe, daughter Michelle Hutchinson Schofield and her husband Dave, and son Patrick and wife Stephanie. He had twelve grandchildren: Meghan, Shannon, Joseph and Logan Blackstone; Rachel, McKenzie and Kyle Schofield; Abigael, Emma, Anna Rose, Catherine and Sean Hutchinson.

The family requests and appreciates that privacy be granted them during this difficult time. 

-Source: http://www.brookfieldnow.com

The U.S. Coast Guard on Sunday called off its search for a Brookfield man whose Cirrus SR-22T left Waukesha on Saturday before running out of fuel and crashing into the Atlantic Ocean after he mysteriously lost consciousness and contact with aviation officials.

Retired Harley-Davidson executive Ronald Hutchinson, 67, was on a personal trip, his son Patrick Hutchinson said Sunday. He said his father had been flying for 40 years and was in very good health.

“I want to applaud the efforts of the Coast Guard,” he said. “All the federal agencies involved kept us informed of every step of this.”

Only a wheel and a piece of cowling had been found, by a fisherman in the vicinity of the crash, about 50 miles southeast of Chincoteague Island, Va., according to the Coast Guard.

As the Cirrus SR-22T entered restricted airspace near Washington, D.C., fighter jets scrambled to inspect it. Those pilots reported that the operator of the Cirrus SR-22T appeared to be unconscious. The Federal Aviation Administration said Saturday the pilot had stopped responding to radio communications about 1 p.m.

The Coast Guard said an HC-130 Hercules plane MH-60 Jayhawk helicopter searched the area for the downed pilot on Saturday afternoon until dark, and that a Coast Guard ship continued the search through the night.

The National Transportation Safety Board is investigating the crash.

The Cirrus SR-22T was registered to Hutchinson, 67, of Brookfield. It had been scheduled to land at Manassas (Va.) Regional Airport on Saturday afternoon. It left from Crites Field in Waukesha.

Hutchinson is a retired Harley-Davidson senior vice president for product design. He was among a handful of senior Harley officials who had been considered to be in the running to become the firm’s CEO until the company hired Keith Wandell from Johnson Controls in 2009.

Since retirement, Hutchinson had worked as a consultant and until just recently had served as chairman of the board of Wiscraft Inc., a nonprofit organization dedicated to helping blind people find employment in manufacturing.

- Source: http://www.jsonline.com

Ronald Hutchinson was Senior Vice President of Product Development for Harley-Davidson Motor Company. In this role, Hutchinson was responsible for O.E. Motorcycle Engineering, including Platform Teams and Centers of Expertise; Materials Management; Logistics and Transportation; and the Parts, Accessories, Custom Vehicle and Trike Operations.  In addition to P&L responsibility for the $1.3 B PACT organization, he had accountability for the product design and development capabilities of that organization.

Hutchinson worked for Harley-Davidson more than 30 years. From 1975-1985, he held a series of engineering, manufacturing and quality positions. After a four-year period during which he was a Principal and Vice President of KW Tunnell, Hutchinson returned to Harley-Davidson as Vice President of Total Quality in 1989. He has subsequently held a number of senior leadership positions including Vice President of Customer Service; Vice President of Parts & Accessories; Vice President and Coach; and Senior Vice President of Product Development.

Read more here: http://www.dnaglobalnetwork.com

Ron Hutchinson

JUST ABOUT ANYBODY who’s dealt with Harley-Davidson in the past three decades has run across Ron Hutchinson, or at least some of his work.

In a career that spanned 34 years with The Motor Co., the lifelong motorcyclist (pictured at right) held a variety of engineering, education, manufacturing, quality, sales, service and marketing positions — all of them tied closely to the product — and he retired in 2009 as senior vice president of product development.

It’s hard to keep a guy away from the business who describes his entry into the two-wheeled world like this: “I started riding when I was nine on a minibike that my dad built — small, yet fast enough for a couple of great Irish cop stories.”

Hutchinson says he missed the industry and the relationships he forged with H-D’s dealer network, so after six months of retirement he started looking for a way to re-engage. He launched Accessory3, a manufacturer of aftermarket products for OEM trikes. He’s also recently signed a joint marketing agreement with Lehman/Champion and is looking at other OEM and conversion opportunities. Senior editor Dennis Johnson interviewed Hutchinson about his new venture.

Read more here: http://www.dealernews.com 

NTSB Identification: ERA14LA415 
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 30, 2014 in
Aircraft: CIRRUS SR22T, registration: N930RH
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On August 30, 2014, at 1517 eastern daylight time, a Cirrus SR22T, N930RH, registered to and operated by a private individual, crashed into the Atlantic Ocean about 35 miles east of Wallops Island, Virginia, after air traffic controllers lost contact with the pilot, the sole occupant. The airline transport pilot is presumed fatally injured and the airplane sustained substantial damage. Visual meteorological conditions prevailed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91. The flight, operating under instrument flight rules, originated from Waukesha County Airport (UES), Waukesha, Wisconsin, at 1043 central daylight time and was destined for Manassas Regional Airport (KHEF), Manassas, Virginia.

A review of preliminary radar data revealed that the airplane took off from the departure airport and climbed to an altitude of 21,000 feet msl before leveling off. The airplane maintained this altitude for approximately one hour before descending to an altitude of approximately 13,100 feet msl. According to air traffic controllers, communication was lost with the pilot at 1300 EDT. The airplane traveled into restricted airspace near Washington D.C., and was intercepted by two North American Aerospace Defense Command intercept aircraft. The intercept pilots confirmed that the pilot of the aircraft was unconscious, and attempts to contact him were unsuccessful. The intercept aircraft continued to follow the airplane until it impacted the Atlantic Ocean off the coast of Virginia. Within 30 seconds after impact, the nose of the airplane submerged below the surface of the water. Nearby boaters attempted to assist the downed airplane but the airplane began to sink below the surface. Debris from the airplane was collected and turned over to the Coast Guard. 
 
NTSB Identification: ERA14LA424
14 CFR Part 91: General Aviation
Accident occurred Friday, September 05, 2014 in Open Water, Jamaica
Aircraft: SOCATA TBM 700, registration: N900KN
Injuries: 2 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On September 5, 2014, about 1410 eastern daylight time (EDT), a Socata TBM700 (marketed as TBM900), N900KN, impacted open water near the coast of northeast Jamaica. The commercial pilot/owner and his passenger were fatally injured. An instrument flight rules flight plan was filed for the planned flight that originated from Greater Rochester International Airport (ROC), Rochester, New York at 0826 and destined for Naples Municipal Airport (APF), Naples, Florida. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to preliminary air traffic control (ATC) data received from the Federal Aviation Administration (FAA), after departing ROC the pilot climbed to FL280 and leveled off. About 1000 the pilot contacted ATC to report an "indication that is not correct in the plane" and to request a descent to FL180. The controller issued instructions to the pilot to descend to FL250 and subsequently, due to traffic, instructed him to turn 30 degrees to the left and then descend to FL200. During this sequence the pilot became unresponsive. An Air National Guard intercept that consisted of two fighter jets was dispatched from McEntire Joint National Guard Base, Eastover, South Carolina and intercepted the airplane at FL250 about 40 miles northwest of Charleston, South Carolina. The fighters were relieved by two fighter jets from Homestead Air Force Base, Homestead, Florida that followed the airplane to Andros Island, Bahamas, and disengaged prior to entering Cuban airspace. The airplane flew through Cuban airspace, eventually began a descent from FL250 and impacted open water northeast of Port Antonio, Jamaica.

According to a review of preliminary radar data received from the FAA, the airplane entered a high rate of descent from FL250 prior to impacting the water. The last radar target was recorded over open water about 10,000 feet at 18.3547N, -76.44049W.

The Jamaican Defense Authority and United States Coast Guard conducted a search and rescue operation. Search aircraft observed an oil slick and small pieces of debris scattered over one-quarter mile that were located near the last radar target. Both entities concluded their search on September 7, 2014.

 

NTSB Identification: ERA14LA415
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 30, 2014 in Wallops Island, VA
Probable Cause Approval Date: 04/04/2016
Aircraft: CIRRUS SR22, registration: N930RH
Injuries: 1 Fatal.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

The airline transport pilot was conducting a cross-country personal flight. Radar data indicated that the airplane took off from the departure airport and then climbed to an altitude of 21,000 ft mean sea level before leveling off and maintaining that altitude for about an hour. Subsequently, the pilot contacted an air route traffic control center and requested and received several descent clearances over the course of about 45 minutes. The pilot’s communications over the next 10 minutes were consistent with impairment. During this time, he reported that he was having some difficulties but did not state the nature of the problem. Near the end of the communications, the air traffic controller advised the pilot to descend, and the pilot replied, “hang on a second”; this was the last communication received from the pilot. 

The airplane subsequently traveled into restricted airspace near Washington, D.C., and was intercepted by two military aircraft. The intercept pilots confirmed that the accident pilot was unconscious, and attempts to contact him were unsuccessful. The airplane continued on its course off the coast of Virginia and then descended into the ocean. After impact, the airplane sank, and it was not recovered. 

The pilot’s body was also not recovered; thus, an autopsy and toxicology testing were not conducted. A review of the pilot's medical history revealed no evidence that he had any medical conditions or used any medications that would have impaired his ability to control the airplane. However, it is possible that the pilot suffered impairment, as evidenced by his communications with air traffic controllers, and subsequent incapacitation from a stroke, cardiovascular event, hypoxic event, carbon monoxide exposure, or neurologic decompression sickness.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s impairment and subsequent incapacitation for reasons that could not be determined because the pilot and airplane were not recovered.

On August 30, 2014, at 1517 eastern daylight time, a Cirrus SR22T, N930RH, registered to and operated by a private individual, impacted the Atlantic Ocean about 35 miles east of Wallops Island, Virginia, after air traffic controllers lost contact with the pilot, who was the sole occupant. The airline transport pilot was presumed fatally injured and the airplane sustained substantial damage. Visual meteorological conditions prevailed for the personal flight conducted under the provisions Title 14 Code of Federal Regulations Part 91. The flight, operating under instrument flight rules, originated from Waukesha County Airport (UES), Waukesha, Wisconsin, at 1043 central daylight time, and was destined for Manassas Regional Airport (KHEF), Manassas, Virginia.

A review of radar data and voice transcriptions revealed that the airplane took off from the departure airport and climbed to an altitude of 21,000 feet mean sea level (msl) before leveling off. The airplane maintained this altitude for about one hour. At 1200, the pilot contacted air route traffic control center (ARTCC) and requested to descend to 17,000 feet At 1220, the pilot contacted ATC and again requested to descend to 15,000 feet, and was cleared to descend and maintain 15,000 ft. At 1228:20 the pilot contacted ATC and requested to descend to 13,000 ft., ATC advised the pilot to standby and he would get him lower shortly. At 1229:19, ATC cleared the pilot to descend and maintain 13,000 ft., and the pilot acknowledged. At 1249, the pilot contacted ATC and requested to go down to an unspecified altitude. The air traffic controller asked the pilot what altitude did he want to descend to, but for the next 2 minutes the pilot just keyed the mike with no answer. At 1251:12, the pilot advised ATC that he was having some difficulties, and was cleared to descend and maintain 9,000 feet. At 1252:35, the pilot again advised that he had a problem and ATC advised him to descend. The pilot responded that he'll try and repeated his call sign. At 1256:32, the controller asked the pilot if he had oxygen onboard in which he responded "I do", which was followed by the microphone being keyed with no speech. The air traffic controller asked the pilot if he was wearing his mask and did he have the oxygen working and the pilot responded "yes, affirmative sir." He then asked the pilot to turn his oxygen to 100 percent, and the pilot replied that "he was showing 100 percent at that time. Finally, the air traffic controller advised the pilot to descend and the pilot told the controller to "hang on a second," which was the last transmission made by the pilot.

About 1340, the airplane traveled into restricted airspace near Washington, D.C., and remained about 13,000 ft., before being intercepted by two North American Aerospace Defense Command intercept aircraft. The intercept pilots indicated that the pilot was unconscious, and attempts to contact him were unsuccessful. The intercept aircraft continued to follow the airplane until it impacted the Atlantic Ocean off the coast of Virginia.

The pilot, age 67, held an airline transport pilot certificate with ratings for airplane single engine land and multi-engine land. His most recent FAA second class was issued August 7, 2014. The pilot reported 3,360 total hours of flight experience on that date. The pilot's logbook was not available for review; however a review of the pilot's Cirrus Training Profile May 21, 2014 revealed the pilot reported 3,330 total hours of flight experience of which 3,216 hours were as pilot in command and 2,780 hours were in single engine airplanes. The pilot declared approximately 500 hours of experience with both the Avidyne Entegra Avionics and Garmin GNS 430/530 GPS systems.

The pilot had accrued approximately 50 total hours of flight experience in the accident airplane make and model.

The pilot's wife was asked to provide a statement describing the pilot's routine during the 72 hours prior to the accident flight. She stated that nothing out of the ordinary had occurred and that the pilot had a full nights rest the night before the flight. She stated that no traumatic events or incidents had occurred that would have resulted in any stress.

The four-seat, low-wing airplane, serial number 0813, was manufactured in 2014. It was powered by a Continental model TSIO-550 series engine equipped with Hartzell PHC-J3Y1F-1N/N7605B propeller. Review of the factory logbook records showed that a fixed oxygen system was installed in accordance with STC SA01708SE, on June 14, 2014. The production test flight was completed on July 7, 2014, and an Airworthiness Certificate was issued on July 8, 2014.

The recorded weather at the Wallops Flight Facility (WAL), Wallops Island, Virginia, located approximately 59 miles from the accident site, at an elevation of 40.2 feet, at 1554, included wind from 150 degrees at 10 knots, 10 statute miles visibility, a scattered ceiling at 4,800 feet above ground level (agl), temperature of 27 degrees C, dew point temperature of 19 degrees C, and an altimeter setting of 30.20 inches of mercury.

According to the Coast Guard, they were launched on a report of a downed airplane approximately 50 miles off the shore of Wallops Island, Virginia. When they arrived on scene they noted that a fishing vessel was present at the impact location. They boarded the vessel and the occupants reported the incident from their point of view. They stated to the Coast Guard officer that they heard a loud "fighter jet" and began to scan the sky. Once they had eyes on the jet, they watched as the jet was flying in circles around a small airplane that was flying low towards the water. The witness said that the airplane got really low to the water and eventually impacted the water. He went on to say that his boat was the first to arrive on scene, and upon arrival, the tail of the airplane was still above the water. They attempted to put "lines on"; but within seconds the airplane was completely submerged. He said that they looked in the cabin and did not see any signs of a struggle. They picked up the floating debris and waited to see if more debris or fuel sheen would rise up, they found neither.

Examination of the floating debris revealed that it was a main landing gear strut with the wheel attached and the engine cowling. The rest of the airplane remained submerged and was not recovered.

The pilot's body was not recovered so neither autopsy nor toxicological testing were performed.

Ronald M. Hutchinson: http://registry.faa.gov/N930RH

NTSB Identification: ERA14LA415 
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 30, 2014 in
Aircraft: CIRRUS SR22T, registration: N930RH
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On August 30, 2014, at 1517 eastern daylight time, a Cirrus SR22T, N930RH, registered to and operated by a private individual, crashed into the Atlantic Ocean about 35 miles east of Wallops Island, Virginia, after air traffic controllers lost contact with the pilot, the sole occupant. The airline transport pilot is presumed fatally injured and the airplane sustained substantial damage. Visual meteorological conditions prevailed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91. The flight, operating under instrument flight rules, originated from Waukesha County Airport (UES), Waukesha, Wisconsin, at 1043 central daylight time and was destined for Manassas Regional Airport (KHEF), Manassas, Virginia.

A review of preliminary radar data revealed that the airplane took off from the departure airport and climbed to an altitude of 21,000 feet msl before leveling off. The airplane maintained this altitude for approximately one hour before descending to an altitude of approximately 13,100 feet msl. According to air traffic controllers, communication was lost with the pilot at 1300 EDT. The airplane traveled into restricted airspace near Washington D.C., and was intercepted by two North American Aerospace Defense Command intercept aircraft. The intercept pilots confirmed that the pilot of the aircraft was unconscious, and attempts to contact him were unsuccessful. The intercept aircraft continued to follow the airplane until it impacted the Atlantic Ocean off the coast of Virginia. Within 30 seconds after impact, the nose of the airplane submerged below the surface of the water. Nearby boaters attempted to assist the downed airplane but the airplane began to sink below the surface. Debris from the airplane was collected and turned over to the Coast Guard.

AIRCRAFT CRASHED INTO THE ATLANTIC OCEAN UNDER UNKNOWN CIRCUMSTANCES, THE 1 PERSON ON BOARD WAS FATALLY INJURED, WRECKAGE LOCATED 56 MILES OFF THE COAST NEAR WALLOPS ISLAND, VA

Federal Aviation Administration Flight Standards District Office: FAA Richmond FSDO-21

Any witnesses should email witness@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov.

Ronald M. Hutchinson 

"Hutch"

Obituary for Ronald M. Hutchinson "Hutch"

Died unexpectedly doing what he loved. 

Adoring husband of Maureen for 47 years. 

Cherished father of Cheryl Blackstone, Michelle Schofield and Patrick Hutchinson. 

Beloved father-in-law of Joe Blackstone, Dave Schofield and Stephanie Hutchinson. 

Proud Pop Pop of Meghan Molly, Abigael, Shannon, Emma, Anna Rose, Rachel, Joseph, Catherine, Mackenzie, Logan, Sean Patrick and Kyle. 

Deeply loved by his brothers and sisters from Cincinnati, OH. 

Hutch will be dearly missed by friends the world over.

Hutch lived his life's passion for 35 years at Harley Davidson and mastered his love of flying.

A gathering will be held at the Funeral Home Friday, 21600 West Capitol Drive, Brookfield, September 5, 2014 from 4-8PM. 

Additional gathering time will be held Saturday, September 6th from 9-11AM at CHRIST KING PARISH, 2604 N. Swan Blvd., Wauwatosa, WI.   A Memorial Mass will follow at 11AM.

In lieu of flowers, memorials appreciated to: Beyond Vision, 5316 W. State St., Milwaukee, WI 53208; or Vietnam Veterans of America, Chapter 324, PO Box 18631, Milwaukee, WI 53218. 

- Source:  http://www.krausefuneralhome.com/obituary

Ronald Hutchinson 
~

Sportfishing Boat “Tied Up” Witnessed Plane Crash; Fishermen Watched As Jets Escorted Cirrus SR-22T (N930RH) Into Ocean

OCEAN CITY — The crew on an Ocean City sportfishing boat was the first on the scene last Saturday when a small private aircraft crashed into the ocean after flying across the Eastern Shore from the Washington D.C. area with an unconscious pilot and an F-16 fighter jet escort.

Shortly after 3 p.m. last Saturday, a private Cirrus SR-22T crashed into the Atlantic just over 50 miles due east of Wachapreague, Va. in the Washington Canyon just south of Ocean City.

The private plane, piloted by Ronald Hutchinson, 67, was on a flight plan from Waukesha, Wis. to Manassas, Va. last Saturday when it flew into restricted air space over Washington at about 13,000 feet.

According to the Federal Aviation Administration (FAA), the Cirrus SR-22T plane had not been responding to radio calls since about 1 p.m. Under the protocol for an unresponsive plane flying in restricted airspace, two U.S. NORAD F-16 aircraft were sent up and came along the Cirrus to investigate and observed the pilot to be unconscious in the cockpit. Hutchinson was the only occupant of the plane.

The two F-16 jets escorted the Cirrus SR-22T on autopilot along its course across the Eastern Shore until it ran out of fuel and crashed into the ocean in the Washington Canyon about 50 miles or so off the coast of Wachapreague, Va. around 3:17 p.m. The Coast Guard in Portsmouth launched an MH-60 Jayhawk helicopter and an HC-130 Hercules airplane from Air Station Elizabeth City in North Carolina and the Coast Guard cutter Beluga from Virginia Beach to respond. The Coast Guard searched the area until sundown on Saturday and resumed the search on Sunday morning before calling it off.

According to Bob Builder on the “Tied Up,” based out of Sunset Marina in Ocean City, the search was in vain because the Cirrus SR-22T went down so quickly in about 85 fathoms, or over 500 feet, in the Washington Canyon. Builder and the “Tied Up” crew were fishing in the area and the incident unfolded just about a quarter of a mile from their location.

“We were fishing in the area and we saw the fighter jet on the horizon flying slow and at a low altitude,” said Builder this week. “As the jet got closer and closer, we could see there were two of them and they appeared to be escorting a small private plane. The jets and the smaller plane kept getting lower and lower toward the ocean and we were about a quarter of a mile away. As the fighter jets got closer to us, they fired off signal flares in a synchronized pattern, maybe about five of them.”

Builder said the entire incident unfolded in a matter of a couple of minutes from when they first spotted the F-16 on the horizon until the private plane crashed into the sea.

“As the small plane got closer to the surface, the jets peeled away and went up to a higher altitude,” he said. “The Cirrus SR-22T just kind of glided into the ocean with a huge explosion of water. It crashed into the west wall of the Washington Canyon in about 85 fathoms.”

Builder said the “Tied Up” cruised over to the crash site to offer any assistance if needed or if possible, but the small plane went down quickly and there was not much anyone could do.

“We rode over to it in time to see the fuselage go under the surface and disappear in the deep water,” he said. “The entire plane went down in less than 10 minutes. There was minimal debris and it completely disappeared. The jets circled over the crash area for about five minutes and then peeled off and flew away.”

Builder said the “Tied Up” crew did not know of any of the events leading up to the crash they witnessed from just a quarter mile away or so.

“It was a very somber moment,” he said. “We weren’t sure at the time of there was one person on board or two or three or five.”

Builder said the “Tied Up” crew never felt in danger despite their close proximity to the crash. It is rather remarkable the plane traveled across the entire Eastern Shore on auto pilot with an unconscious pilot before crashing into the sea when it ran out of fuel.

“You could tell the jets were extremely well-equipped and in control of the situation,” he said. “We obviously paid close attention, but at no time did we think we were in danger. I think the jets could have controlled where and when it went down.”

- Source:  http://mdcoastdispatch.com

Ron Hutchinson

On Saturday, August 30, Ronald Hutchinson, 67, lost consciousness while flying his Cirrus SR-22T plane and crashed into the Atlantic Ocean off the VA shore. He was the only person on board. 

 
Hutchinson, who lived in Brookfield, WI was on his way to Manassas, VA to visit family.

Hutchinson retired from Harley-Davidson after nearly 35 years with the company in the spring of 2009. During his time with Harley-Davidson, he rose to the position of Senior VP. He worked in many different departments within the company, where his passion for the product was only surpassed by his love of developing people. All who knew him would agree that he truly lived his life with boundless zeal.

A pilot of nearly 40 years, Hutchinson held numerous ratings for various types of aircraft, and had logged over 4,000 hours.

According to the Coast Guard press release issued Aug. 30, there were no survivors and no wreckage; the search was suspended on the morning of Aug. 31 in accordance with standard operating procedure.

He is survived by his wife of 47 years, Maureen Catherine, his children Cheryl (Hutchinson) Blackstone and her husband Joe, daughter Michelle Hutchinson Schofield and her husband Dave, and son Patrick and wife Stephanie. He had twelve grandchildren: Meghan, Shannon, Joseph and Logan Blackstone; Rachel, McKenzie and Kyle Schofield; Abigael, Emma, Anna Rose, Catherine and Sean Hutchinson.

The family requests and appreciates that privacy be granted them during this difficult time. 

-Source: http://www.brookfieldnow.com

The U.S. Coast Guard on Sunday called off its search for a Brookfield man whose Cirrus SR-22T left Waukesha on Saturday before running out of fuel and crashing into the Atlantic Ocean after he mysteriously lost consciousness and contact with aviation officials.

Retired Harley-Davidson executive Ronald Hutchinson, 67, was on a personal trip, his son Patrick Hutchinson said Sunday. He said his father had been flying for 40 years and was in very good health.

“I want to applaud the efforts of the Coast Guard,” he said. “All the federal agencies involved kept us informed of every step of this.”

Only a wheel and a piece of cowling had been found, by a fisherman in the vicinity of the crash, about 50 miles southeast of Chincoteague Island, Va., according to the Coast Guard.

As the Cirrus SR-22T entered restricted airspace near Washington, D.C., fighter jets scrambled to inspect it. Those pilots reported that the operator of the Cirrus SR-22T appeared to be unconscious. The Federal Aviation Administration said Saturday the pilot had stopped responding to radio communications about 1 p.m.

The Coast Guard said an HC-130 Hercules plane MH-60 Jayhawk helicopter searched the area for the downed pilot on Saturday afternoon until dark, and that a Coast Guard ship continued the search through the night.

The National Transportation Safety Board is investigating the crash.

The Cirrus SR-22T was registered to Hutchinson, 67, of Brookfield. It had been scheduled to land at Manassas (Va.) Regional Airport on Saturday afternoon. It left from Crites Field in Waukesha.

Hutchinson is a retired Harley-Davidson senior vice president for product design. He was among a handful of senior Harley officials who had been considered to be in the running to become the firm’s CEO until the company hired Keith Wandell from Johnson Controls in 2009.

Since retirement, Hutchinson had worked as a consultant and until just recently had served as chairman of the board of Wiscraft Inc., a nonprofit organization dedicated to helping blind people find employment in manufacturing.

- Source: http://www.jsonline.com

Ronald Hutchinson was Senior Vice President of Product Development for Harley-Davidson Motor Company. In this role, Hutchinson was responsible for O.E. Motorcycle Engineering, including Platform Teams and Centers of Expertise; Materials Management; Logistics and Transportation; and the Parts, Accessories, Custom Vehicle and Trike Operations.  In addition to P&L responsibility for the $1.3 B PACT organization, he had accountability for the product design and development capabilities of that organization.

Hutchinson worked for Harley-Davidson more than 30 years. From 1975-1985, he held a series of engineering, manufacturing and quality positions. After a four-year period during which he was a Principal and Vice President of KW Tunnell, Hutchinson returned to Harley-Davidson as Vice President of Total Quality in 1989. He has subsequently held a number of senior leadership positions including Vice President of Customer Service; Vice President of Parts & Accessories; Vice President and Coach; and Senior Vice President of Product Development.

Read more here: http://www.dnaglobalnetwork.com

Ron Hutchinson

JUST ABOUT ANYBODY who’s dealt with Harley-Davidson in the past three decades has run across Ron Hutchinson, or at least some of his work.

In a career that spanned 34 years with The Motor Co., the lifelong motorcyclist (pictured at right) held a variety of engineering, education, manufacturing, quality, sales, service and marketing positions — all of them tied closely to the product — and he retired in 2009 as senior vice president of product development.

It’s hard to keep a guy away from the business who describes his entry into the two-wheeled world like this: “I started riding when I was nine on a minibike that my dad built — small, yet fast enough for a couple of great Irish cop stories.”

Hutchinson says he missed the industry and the relationships he forged with H-D’s dealer network, so after six months of retirement he started looking for a way to re-engage. He launched Accessory3, a manufacturer of aftermarket products for OEM trikes. He’s also recently signed a joint marketing agreement with Lehman/Champion and is looking at other OEM and conversion opportunities. Senior editor Dennis Johnson interviewed Hutchinson about his new venture.

Read more here: http://www.dealernews.com