Saturday, July 12, 2014

Bell 47K, N88771: Accident occurred July 12, 2014 in Kingston, Washington

N88771 BELL 47K ROTORCRAFT CRASHED INTO THE SHALLOW WATER OF THE SHORELINE OF PUGET SOUND, NEAR KINGSTON, WA

 Flight Standards District Office:   FAA Seattle FSDO-01

http://www.asias.faa.gov/N88771

FREEMAN DOUGLAS G:   http://registry.faa.gov/N88771


 
KINGSTON, Wash. - A helicopter crashed Saturday into Puget Sound waters near Kingston off the Kitsap Peninsula, but all occupants of the aircraft were able to escape and get to shore with the help of local residents, authorities said. 

The chopper lost altitude rapidly during an apparent landing attempt and hit the water at about 3:27 p.m. Saturday about 30 feet offshore, in water that is only a few feet deep, about 1½ miles north of Kingston.

The helicopter sunk after hitting the water, but all three of its occupants were able to escape and make it to shore, said Michele Laboda of North Kitsap Fire & Rescue.

Two bystanders quickly leapt into action, entered the water and helped the occupants to safety as firefighters arrived on scene.

One of the rescuers told KOMO News that the chopper was on its side and the water was up to the chins of victims still trapped when they got there.

Two of three occupants - the pilot and a woman passenger - were uninjured. Another woman was taken to a local hospital with minor injuries, Laboda said.

Only a small amount of aviation fuel leaked from the helicopter. Firefighters deployed absorbent material around the source to contain it.

It is not immediately known what caused the chopper to go down.

There will be a salvage operation to recover the helicopter, and deputies will also try to preserve evidence for federal aviation authorities to investigate, said Scott Wilson of the Kitsap County Sheriff's Office.

Story, Photo Gallery and Comments: http://www.komonews.com


KINGSTON, Wash. - Officials say a helicopter crashed in the water off the Kitsap Peninsula, but the occupants escaped with minor injuries.
  
Sheriff's Deputy Scott Wilson says the helicopter landed north of Kingston on Saturday afternoon about 25 to 40 yards offshore, in water that is only a few feet deep. He said there were three or four people on board, and they all managed to make it to shore with minor injuries.
  
It wasn't clear what caused the crash. Wilson said the sheriff's office had a boat on the way, and that while there would be a salvage operation to recover the helicopter, deputies would also try to preserve evidence for federal aviation authorities to investigate.


Story, Video and Photo Gallery:  http://www.king5.com

 

Piper Cubs touch down in Lompoc for fly-in: Lompoc Airport (KLPC), California

Groups of historic Piper Cub airplanes touched down at the Lompoc Airport throughout the day Friday in preparation for this weekend's 30th annual West Coast Cub Fly-In.

The event, which is the longest consecutively running Piper Cub fly-in in the country, will last through Sunday. More than 100 pilots of the popular light airplanes, which were manufactured between 1937 and 1947, will participate in various activities today and Sunday in what is expected to be the highest-attended fly-in in the event's 30-year history.

The most popular events will take place today, with the start of the flour bombing and spot landing contests at 1:30 p.m., and the mass scenic flight at 4 p.m.

All of the activities related to the fly-in are free to members of the public, who will have the opportunity to walk around and check out the aircraft and mingle with the pilots.


Story and Photo Gallery: http://www.lompocrecord.com

JFK-Bound flight declares emergency landing in Tel Aviv

TEL AVIV, Israel --

A New York-bound Delta Air Lines flight from Israel declared an emergency and returned to Tel Aviv early Sunday after flaps on the jumbo jet failed to retract properly on takeoff, the airline said.

Flight 469 - a Boeing 747 with 370 passengers and 17 crew members aboard - landed safely back at Ben Gurion Airport around 2:30 a.m. local time, about two hours after it left for John F. Kennedy International Airport.

Delta spokeswoman Jennifer Martin said the crew made the emergency landing "out of an abundance of caution."

The emergency landing came amid heightened sensitivity in Israel, as the military continues to exchange rocket fire with Palestinian militants. Martin said there was no indication the plane's problem was related to the conflict or terrorism.

Warning sirens sounded Friday in Tel Aviv as militant rockets targeted the airport, but they were intercepted and there was no disturbance to Israel's air traffic.

Hamas has said it intends to fire rockets at the airport and warned foreign airlines to stop flying to Israel.

Delta issued a travel advisory earlier this week labeled "Israel Unrest" saying it would continue operating flights on the New York-Tel Aviv route but that it would allow passengers booked while the conflict continues to cancel or change their tickets without penalty.

Radar images showed Flight 469 was in a holding pattern above the Mediterranean Sea, off the Israeli coast, for more than an hour to dump fuel before returning to Tel Aviv.


Story, photo gallery and comments:  http://7online.com

Young Eagles Program Inspires Future Pilots: Mankato Regional Airport (KMKT), Minnesota

You may have noticed a few extra planes in the air this morning if you were in the Mankato area. 

The Experimental Aircraft Association along with the Blue Earth County Library was offering private aircraft rides to kids today at the Mankato Regional Airport.

The Young Eagles program lets kids 8 to 17 years old have a chance to hop into a plane and help navigate during a 20 minute plane ride around Mankato.

Bernie Davey is the E.A.A chapter coordinator, he says the best part of the day is interacting with the kids. "It's fun as a pilot to give a kid a ride and see the joy he's having when he's riding. They go up apprehensive and they come back just with joy."

One young rider was 11 year old Claire Burman. She has participated in the flights once before.


And she plans on spending time on the runway in the future as well. Burman said, "Well I kind of want to have my own plane. I'd fly my parents."
 

Program leaders estimate they have served more than 3,000 kids right here in Mankato since the program's inception in 1992.

Story and Video:  http://www.keyc.com


 KEYC - Mankato News, Weather, Sports -

Cessna A150L Aerobat, C-FFIW, Montreal Flying Club Inc: Accident occurred July 12, 2014 near Montréal/Saint-Hubert Airport (CYHU), Longueuil, Quebec, Canada

There is a report this morning that the young pilot of a Cessna A150L Aerobat plane that crashed into a backyard on the South Shore on the weekend is an Air Cadet from Ontario. 
 
The Journal de Montreal says the 17-year old is one of 55 members of the Royal Canadian Air Cadets undergoing flight training through a private aviation school based at St. Hubert Airport.

The school says the teen had 12 hours of flight time with an instructor on board before she was permitted to solo.

She was released from hospital yesterday and will be questioned by aviation investigators about the crash.





 St-Hubert plane crash an accident waiting to happen, residents say

Residents of a St-Hubert neighborhood where a Cessna A150L Aerobat  plane crashed on Saturday say they fully expected for an accident to happen one day.

“We told the mayor at each [town hall] meeting that there would be an accident, and it finally happened,” said Denise Duguay, a resident on Jean-Baptiste-Charron Street, where the plane crashed.

A 17-year-old pilot had been flying the plane when she crashed into a backyard, narrowly avoiding a house and power lines.

Duguay, who has lived on the street for 30 years, said she accepts that there is an airport nearby, but said there needs to be a little more respect for the people living in the nearby residential areas.

Four flight schools operate a total of 52 planes out of the St-Hubert airport. Duguay, who is a member of a local anti-noise committee, said sometimes there is loud noise as early as 5 a.m. and as late as midnight or 1 a.m.

She also said the planes fly too close to their homes for comfort.

The city of Longueuil announced last March that it would help curb noise by buying silencers for the flight schools’ planes.

However, Duguay said that’s not enough — she wanted to see the flight schools move to either the Mirabel or Beloeil airport.

17-year-old pilot flying solo

Neither Caroline Paré nor her two daughters were home at the time of the crash, but Paré said she was very uncomfortable and scared by the news.

“It could happen at my place. We were very upset,” she said.

She was surprised to learn the pilot is only 17 years old and that she was flying by herself.

She said she thought pilots had to be at least 18 years old to fly a plane solo. In Canada, student pilots as of the age of 14 can fly solo with a learners' permit.

The pilot sustained minor injuries and no one else was hurt.

The Transportation Safety Board will investigate the crash on Monday.

Source Article:  http://news.ca.msn.com



Denise Duguay has been complaining about the noise overhead from planes operating out of the St-Hubert airport for years. She said sometimes the noise starts as early as 5 a.m. and goes until at least midnight. 


A small plane crashed into the backyard of a home in a suburban neighborhood of Montreal Saturday afternoon.

Fire officials said the plane, a Cessna 150, crashed into a gazebo in the backyard of a home in Saint Hubert, a neighbourhood of Longueuil, Que.

The pilot, the plane’s sole occupant, was taken to hospital with minor injuries, said Jean-Guy Ranger, a spokesperson for the Longueuil fire department.

A neighbour on scene told CTV Montreal that he was sitting on his deck when he heard an airplane noise that was “very, very close.”

Yvon Chateauneuf said he looked up to see the plane flying very low.

“That engine was revving way too slow, and then when I look up at the plane, I thought, ‘this thing’s going to crash,’” Chateauneuf said.

When the plane landed on his neighbor’s backyard, Chateauneuf rushed over and tried to help the pilot, who was conscious but bleeding heavily, Chateauneuf said.

“She had a cut on her forehead about three or four inches,” he said, adding the pilot appearing to be wearing a flight school uniform.

When fire crews arrived they doused the plane in foam to ensure it didn’t catch on fire.

Chateauneuf said the pilot was “very lucky” in that she didn’t hit a tree or power lines.

“She fell at the best place it could happen,” he said.

The single-engine plane is registered to the Montreal Flying Club in Saint Hubert.


Story and Photo:  http://www.theloop.ca

Pilot, 17, injured as plane crashes in Montreal backyard  

A novice pilot crashed a small plane into the backyard of a home on Montreal's south shore on Saturday afternoon. The 17-year-old girl, who was flying alone, was the only person injured.

The teen, who was taking flying lessons, had just taken off from St. Hubert airport when she crashed, several hundred metres from the end of the airport runway in the neighbourhood of Longueuil, Que.

"The plane fell in my backyard," said Raoul St. resident Jack Hechavaria, who spoke with QMI Agency. "I helped get her out of the plane. She was conscious."

"She told me that she was taking her pilot lessons," said Hechavaria. "She was scared and didn't want her parents to know."

It is unknown whether the plane crash was due to technical malfunctions or pilot error. The girl was taken by ambulance to a nearby hospital. Her condition was not immediately known.


Story, Photos and Comments:  http://www.torontosun.com

Small plane crashes in St-Hubert backyard

LONGUEUIL, Que. – A young woman pilot who had a rough landing in the backyard of a house near Montreal today escaped with minor injuries.

First responders on the scene say the plane managed to avoid hydroelectric wires and the house before crashing in the backyard.

Jean-Guy Ranger, a spokesman for the Longueuil fire department, says the single-engine Cessna hit a gazebo and a spa in the backyard of the home, which is located in a residential area of the St-Hubert district of Longueuil.

Ranger says the pilot, who was alone in the aircraft, was taken to hospital for treatment of minor injuries.

The plane went down not far from nearby St-Hubert airport, where there are several flying schools.

Police, firefighters and ambulances responded to the scene.

The pilot was waiting for them when they arrived.

“The young pilot had already gotten out of the plane with minor injuries,” Ranger said. “She was transported to hospital and we do not fear for her life.”

Nobody else received any injuries in the incident late Saturday afternoon.

Firefighters used foam as a precaution to prevent any blaze from fuel that leaked from the damaged plane.

No cause for the Saturday crash has been determined.

Officials from the Transportation Safety Board were to conduct an investigation into the crash, Ranger said.

Source Article:  http://globalnews.ca

Culver Cadet LFA, N41716: Fatal accident occurred July 12, 2014 in Limington, Maine

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

National Transportation Safety Board  - Docket And Docket Items:   http://dms.ntsb.gov/pubdms

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

NTSB Identification: ERA14FA337
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 12, 2014 in Limington, ME
Probable Cause Approval Date: 01/27/2015
Aircraft: CULVER LFA, registration: N41716
Injuries: 1 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

According to witnesses, the airplane departed in a slow, nose-high attitude takeoff from the runway. The handheld GPS recorded that airplane was slow and climbed about 135 feet over the runway before stalling to the left about 2,200 feet down the 2,973-foot runway. One witness stated the engine noise sounded normal while two other witnesses reported a momentary sputter of engine noise, followed by a return to power. The engine noise then seemed normal for 5 to 10 seconds before the sound of impact. All three witnesses concurred that the airplane seemed lower than it should have been during the takeoff. Examination of the wreckage revealed that adequate fuel was onboard and that there were no preimpact mechanical malfunctions with the airplane. Additionally, although the carburetor was susceptible to serious icing at glide power for the given temperature and dewpoint, the engine would have been set to full power for takeoff; thus, carburetor icing was unlikely. A teardown examination of the engine did not reveal any preimpact mechanical malfunctions or fuel contamination. The engine had accumulated about 115 hours of operation since its most recent overhaul, which was completed about 35 years before the accident. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain airspeed during initial climb, which resulted in the airplane exceeding its critical angle of attack and experiencing an aerodynamic stall. 

HISTORY OF FLIGHT 

On July 12, 2014, about 1619 eastern daylight time, a Culver LFA, N41716, operated by a private individual, was substantially damaged when it impacted trees following a loss of control during initial climb from Limington Airport (63B), Limington, Maine. The airline transport pilot was fatally injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Twitchell Airport (3B5), Turner, Maine. 

According to a witness, who was a private pilot and based his airplane at 63B, the accident airplane departed runway 29, a 2,973-foot-long, 50-foot-wide, asphalt runway. He observed the accident airplane low, approximately 60 feet above ground level (agl), about 2,000 feet down the runway. It was very slow with the nose high and looked like it could stall at any time. The engine noise sounded normal and he did not hear any sputtering. The airplane then stalled to the left and impacted trees off the left side of the runway. Two other witnesses, who lived next to the departure end of the runway, stated that they heard a momentary sputter of engine noise, followed by a return to power. The engine noise then seemed normal for 5 to 10 seconds, which was followed by the sound of impact. They did not see the impact, but noted that the airplane was not as high as it should have been at the end of the runway.

PILOT INFORMATION

The pilot held an airline transport pilot certificate, with a rating for airplane multiengine land. He also held a commercial pilot certificate, with a rating for airplane single-engine land. His most recent Federal Aviation Administration (FAA) first-class medical certificate was issued on April 30, 2014. At that time, he reported a total flight experience of 5,995 hours; of which, 195 hours were flown during the previous 6 months.

Review of the pilot's electronic logbook revealed that he had flown 22.7 hours in the accident airplane. Further review of the logbook revealed the pilot had flown 20.4 hours and 0 hours during the 90-day and 30-day periods preceding the accident, respectively; however, the last entry was dated June 6, 2014 and it was likely that the pilot had not yet entered subsequent flights into the electronic logbook. 

AIRCRAFT INFORMATION

The two-seat, low-wing, retractable tailwheel airplane, serial number 433, was manufactured in 1942. It was powered by Continental Motors C-85-12F, 85-horsepower engine, equipped with a McCauley two-blade, fixed-pitch propeller. According to the aircraft logbooks, the airplane's most recent annual inspection was completed on September 5, 2013. At that time, the airplane had accumulated 1,757.15 total hours of operation and the engine had accumulated 87.16 hours since major overhaul, which was completed in 1978. The airplane had flown about 28 hours from the time of the most recent annual inspection, until the accident. 

The pilot had purchased the airplane on September 27, 2013. 

METEOROLOGICAL INFORMATION

Portland International Jetport (PWM), Portland, Maine, was located about 20 miles southeast of the accident site. The recorded weather at PWM, at 2051, was: wind from 170 degrees at 8 knots; visibility 10 miles; broken ceiling at 25,000 feet; temperature 23 degrees Celsius; dew point 16 degrees Celsius; altimeter 30.15 inches of mercury. 

Review of an FAA Carburetor Icing chart for the given temperature and dewpoint revealed, "Serious Icing (glide power);" however, the throttle would have been set to full power for takeoff and was found in the full power position. 

WRECKAGE INFORMATION

The airplane came to rest in an area of trees in a nose-down, upright attitude, on a northerly heading about 250 feet south of the runway. The 20-gallon header fuel tank was compromised during impact and a strong odor of fuel was present at the site. Both main landing gear were extended and partially separated during impact. The wings remained attached to the fuselage and exhibited leading edge crush damage. The left and right aileron remained attached to their respective wing. The empennage remained intact and was canted left. Control continuity was confirmed from the elevator, rudder, and ailerons to the cockpit controls. Continuity of the elevator trim was confirmed from the tab, through a trim box, to the cockpit area. 

The cockpit was crushed, but the lapbelts remained intact. The throttle and mixture controls were in the full-forward position. The magneto switch was on Both and the key was broken. The carburetor heat was off and the primer was in and locked. The fuel valve was safety-wired in the open positioned. The propeller remained attached to the engine. One propeller blade exhibit an s-bend near the tip while the other blade was less damaged. 

The engine was removed from the airframe and examined at the manufacturer's facility, under the supervision of an NTSB investigator. The examination revealed that the engine exhibited substantial damage to the propeller flange and therefore could not be test run. The engine was then disassembled and no other anomalies or mechanical malfunctions were noted that would have precluded normal operation (for more information, see Report of Engine Examination in the NTSB Public Docket). 

A handheld Garmin GPSMAP 396 was recovered from the wreckage and forwarded to the NTSB Vehicle Recorder Laboratory, Washington, D.C. Data were successfully downloaded from the unit and plotted. Review of the plots revealed that that airplane was on the takeoff roll at 25 knots groundspeed, at 1619:04. The airplane lifted off about halfway down the runway at 51 knots, with a 7-foot gain in GPS altitude at 1619:21. At 1619:28, the airplane was about 73 feet agl and over the runway at 51 knots, approximately 2,200 feet down the runway, before it began to drift left. At 1619:35, the airplane was left of the runway at 46 knots about 135 feet agl, which was the highest altitude recorded. The next and final data point indicated 39 knots at 63 feet agl, which was recorded over the accident site at 1619:39 (for more information see GPS Device Factual Report in the NTSB Public Docket). 

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the State of Maine Medical Examiner's Office, Augusta, Maine, on July 14, 2014. The autopsy report noted the cause of death as "multiple blunt force injuries."

Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. The results were negative for drugs and alcohol.

NTSB Identification: ERA14FA337
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 12, 2014 in Limington, ME
Aircraft: CULVER LFA, registration: N41716
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 either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On July 12, 2014, about 1645 eastern daylight time, a Culver LFA, N41716, operated by a private individual, was substantially damaged when it impacted trees during takeoff from Limington Airport (63B), Limington, Maine. The airline transport pilot was fatally injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the planned flight to Twitchell Airport (3B5), Turner, Maine.

The pilot purchased the airplane in September, 2013 and it was based at 3B5. According to a witness at 63B, the airplane departed on runway 29, a 2,973-foot-long, 50-foot-wide, asphalt runway. The airplane took off in a nose-high attitude, which was followed by a stall to the left and impact with trees off the left side of the runway. Two other witnesses, who lived next to the departure end of the runway, stated that they heard a momentary sputter of engine noise, followed by a return to power. The engine noise then seemed normal for 5 to 10 seconds, which was followed by the sound of an impact. They did not see the impact, but noted that the airplane was not as high as it should have been at the end of the runway.

The airplane came to rest in an area of trees in a nose-down, upright attitude, on a northerly heading about 250 feet south of the runway. The 20-gallon header fuel tank was compromised during impact and a strong odor of fuel was present at the site. Both main landing gear were extended and partially separated during impact. The wings remained attached to the fuselage and exhibited leading edge crush damage. The empennage remained intact and was canted left. Examination of the cockpit revealed that the throttle and mixture controls were in the full-forward position. The magneto switch was on both, the carburetor heat was off and the primer was in and locked.

The airplane was equipped with a Continental Motors C-85-12F, 85-horsepower engine, which was retained for further examination. Additionally, a Garmin 396 GPS was recovered from the cockpit and forwarded to the NTSB Vehicle Recorder Laboratory, Washington, D.C., for data download.

The pilot held an airline transport pilot certificate, with a rating for airplane multiengine land. His most recent Federal Aviation Administration first-class medical certificate was issued on April 30, 2014. At that time, he reported a total flight experience of 5,995 hours; of which, 195 hours were flown during the previous 6 months.


Clarke W.  Tate:  http://registry.faa.gov/N41716 

Culver Cadet:  http://culvercadet.com   

1942 Culver Cadet, N41716:  https://www.flickr.com/photos

Clarke W. Tate 
Obituary

GRAY -- Clarke W. Tate passed away on July 12, 2014, around 4:45 p.m. His private plane went down moments after takeoff from the Limington Airport.


He was born in Chicago on April 7, 1962, to Don Tate and Marilyn Tate. He graduated from Glenbard West in Glen Ellyn, Ill., class of 1980. He went to art school and worked many years in the art field before becoming a pilot.

He graduated from Flight Safety Academy in Vero Beach, Fla. He last worked for Maine Aviation flying charter in private jets. His passion was planes and he was a member of the EAA and AOPA. He is survived by his wife, Lucyna Jurewicz whom he married on Aug. 16, 1991. Also surviving are both parents, Don and Marilyn Tate of Gridley, Ill.; his brother James and wife Carrie of El Paso, Ill.; and four nieces and nephews.

He will be sorely missed by all. There is a hole in our hearts that now needs to be filled with the happy memories of the past.

Visitation will be at Wilson Funeral Home in Gray from 6-8 p.m. on Saturday, July 19, 2014, with a celebration of life to follow.  


Donations may be made to the charity of the donor's choice.


http://obituaries.pressherald.com

Photographs of Clarke Tate and the plane he was flying in during Saturday’s fatal crash are displayed Sunday at Sprague Field in Cape Elizabeth.
 

The pilot of an antique single-engine airplane was killed late Saturday afternoon when it crashed near the runway of the Limington airport, authorities said. 
 
He was identified as Clarke Tate, 52, of Gray.

The Federal Aviation Administration said the plane went down at about 4:45 p.m., minutes after taking off from the airport. The FAA said the plane was a 1942 Culver LFA, a single-engine, two-seat aircraft, and was headed to Auburn-Lewiston Municipal Airport.

Mahmoud Kanj, owner of the Limington-Harmon Airport, said the plane crashed to the side of the airport’s paved 3,000-foot runway, which runs roughly north to south. The plane came down in a neighbor’s yard, he said.

According to a Web page devoted to the Culver Cadet, as the plane is known, about 400 of the wooden planes were built from 1938 to 1942 and fewer than 30 still exist.

It was clear Tate’s plane was in trouble shortly after takeoff, said Diana Chase, secretary-treasurer of the Limington chapter of the Experimental Aircraft Association. Tate had joined the organization two years ago and flew to Limington on Saturday to help organize the group’s annual fly-in, scheduled for Sunday in Cape Elizabeth, Chase said.

Chase said she was at the airport at the time of the crash, but didn’t see it because she was putting items for the fly-in in her car. Another pilot told her that he watched Tate’s plane take off and it was pitched up too high shortly after becoming airborne. Then, the other pilot told Chase, the plane began drifting to the left and crashed.

“He (Tate) was just telling us how great it was running,” she said. “He was really enjoying flying the plane.”

Chase said Tate worked at Maine Aviation in Portland and flew charter trips in a small executive jet.

Tate’s 72-year-old plane always attracted attention at group events, she said.

“I’ve never seen another one and I’ve been around aviation since the ’70s,” she said.

After Tate helped with details of the fly-in, he told Chase and her husband, Roy Chase, that he needed to get home, but would see them at the fly-in, which is held at a farm in Cape Elizabeth.

Although the FAA said Tate was flying to Auburn-Lewiston Municipal Airport, Chase said Tate typically flew to a small airstrip in Turner when he was headed home.

Source Article:  http://www.pressherald.com



  


LIMINGTON, Maine (NEWS CENTER) -- A plane crashed near the runway of the Limington Airport Saturday afternoon. 

The aircraft was being operated by 52-year-old Clarke Tate in Gray, who died in the accident.  

He is described as an experience pilot, and was the only person on the aircraft.

The plane crashed around 4:20 P.M.

According to the FAA, the plane was a single-engine. It went down after departing from the Limington Airport.

The 1942 Culver LFA two-seat aircraft was headed to the Auburn/Lewiston Airport.

Story, Video and Photo:   http://www.wlbz2.com

 

LIMINGTON (WGME) -- The FAA is investigating a plane crash in Limington.

According to the a preliminary report by the FAA, a 1942 Culver LFA, single-engine, two-seat aircraft crashed after departure from Limington-Harmon airport at about 4:45 p.m. on Saturday.

One person was on board. Investigators have not released the pilot's condition.

The plane was headed to Auburn/Lewiston airport.

Officials say there was a brief search for the plane after the crash.  It was found in the woods near the runway.


Story and Video:  http://wgme.com

Emergency crews respond to Limington plane crash
Crash reported around 4:20 p.m.


LIMINGTON, Maine —Emergency crews, including Maine State Police and the Federal Aviation Administration, are responding to a plane crash in the woods near the Limington-Harmon Airport.

State police tell WMTW News 8 that the Maine Warden Service was originally called to the scene to conduct  a grid search to locate the plane, which crashed around 4:20 p.m., but were called off shortly after.

National Transportation Safety Board says Federal Aviation Administration contributed to air show crash at Eastern West Virginia Regional Airport (KMRB), Martinsburg, West Virginia

MARTINSBURG, W.Va. — The Federal Aviation Administration's "willingness to allow an airman with well-documented, severe coronary artery disease to perform high-risk, low-altitude aerobatic maneuvers" contributed to the 54-year-old pilot's fatal crash during the 2011 air show at Eastern West Virginia Regional Airport, the National Transportation Safety Board has concluded.

The probable cause of pilot John "Jack" Mangan's crash at the Thunder Over the Blue Ridge Open House and Air Show on Sept. 17, 2011, was due to his "impairment or incapacitation that occurred during a low-altitude aerobatic maneuver due to complications from a recent heart attack, resulting in his inability to maintain control of the airplane," the NTSB said in its final report filed Dec. 5, 2013.

The Concord, N.C. man was flying with the Trojan Horsemen Demonstration Team when his 1958 T-28C plane stopped rolling during a maneuver and continued in a "right-wing-down, nose-low altitude" until it crashed, the independent federal agency said.

An autopsy report by the state medical examiner's office indicated the cause of death was multiple blunt force injuries due to a plane crash, but also states "a possibly contributory factor causing pilot incapacitation was evidence of a fresh heart attack," according to the NTSB's report.

None of the thousands of spectators who were watching the show from the West Virginia National Guard 167th Airlift Wing base at the airport were injured as a result of the crash.

"Review of the video revealed no separation of airplane parts and no obvious attempt by the pilot to recover," the NTSB's report said. "Post-accident examination of the airframe and flight controls and a cursory examination of the engine revealed no evidence of pre-impact failure or malfunction that would have precluded normal operation."

In a statement released via email this week by FAA spokesman Jim Peters, the agency noted it is the pilot's responsibility to "accurately complete their medical applications and report cardiac or medical history."

"Failure to do so is a violation of federal regulations."

The FAA statement cites the requirement that pilots must have medical certificates in order to fly and that periodic medical examinations are conducted by FAA-designated Aviation Medical Examiners - private physicians with a special interest in aviation safety and training in aviation medicine.

The NTSB said Mangan's medical records indicate he suffered a heart attack in 2003 at age 46 and subsequently underwent bypass surgery. Following his surgery, Mangan applied for a special issue of his medical certificate, but did not indicate he intended to fly aerobatics.

Currently, there are no limitations to permitted flight characteristics for special issuance medical certificates, including those issued for cardiac disease, the NTSB said in its report.

As a result of several investigations involving pilot incapacitation, including accidents during air show performances, the NTSB recounted in its report on Mangan's crash that it asked the FAA in 1999 to "restrict all pilots" who have special issue certificates due to cardiac conditions that could affect their g-tolerance, or ability to withstand forces caused by higher levels of acceleration. The NTSB also noted that it asked the FAA to restrict pilots who are taking medication that reduces their g-tolerance from engaging in aerobatic flight.

The NTSB noted that the FAA subsequently determined after reviewing previous crashes that the NTSB's two recommendations would "probably not have changed the outcome of any of the accidents."

During the T-28 demonstration team's practice the day before the crash, the NTSB said several FAA inspectors who monitored the air show noticed that Mangan's airplane was flying low following a roll.

Following the practice flight, the team's manager indicated Mangan had reported there were birds in the area when he flew through.

"He did a knee-jerk maneuver to pull, and as a result he dished out of the maneuver," the NTSB report said. "The team manager also reported that the maneuver being performed at the time of the accident was "eerily similar" in some aspects to the maneuver performed the day before."

The team manager, who was flying with the team at the time of the accident, also reported there were no birds in the aerobatic box, according to the NTSB report.

Team members who were with Mangan the previous day for the practice session, that same evening, and the following day up to and including the pilot's last flight, reported he was in good spirits, the NTSB report said.

Nic Diehl, who was instrumental in organizing the 2011 air show said this week he wonders whether the NTSB's findings will cause the FAA to reconsider the procedures they currently follow.

"Historically, the air show industry has trusted the FAA's medical judgement and evaluation of industry performers," Diehl said.

"We currently don't have the ability to question the FAA's evaluation of performers."

With that being said, Diehl noted that the FAA's show box more than adequately separates performers from the audience, noting the impact area of the 2011 crash was more than 3,500 feet from the nearest spectator.

Prior to the NTSB's final report being filed, Diehl said it was his understanding that Mangan died from a heart attack while flying. Diehl said he was told by other pilots that Mangan died doing something he loved and would have wanted the show to go on.

"Air shows are filled with excitement, but there is always an element of danger for the pilots much like drivers in motor sport racing," Diehl said.

Since the last air show was held in partnership with the West Virginia National Guard 167th Airlift Wing in 2012, there have been discussions about doing another show on the civilian side of Shepherd Field like previous events in 2005, 2006 and 2008, "but there are no immediate plans," Diehl said.

Story and Photo:   http://www.heraldmailmedia.com



http://registry.faa.gov/N688GR

NTSB Identification: ERA11FA495
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 17, 2011 in Martinsburg, WV
Probable Cause Approval Date: 12/05/2013
Aircraft: NORTH AMERICAN T-28C, registration: N688GR
Injuries: 1 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

After takeoff for an airshow performance, the pilot performed maneuvers consisting of a barrel roll, loop, and an opposing pass with another airplane, culminating with an aileron roll. Witnesses and recorded video indicated that after the two airplanes crossed, the accident pilot began an aileron roll to the left, which degraded into a barrel roll. After completing about 270 degrees of the roll, the airplane stopped rolling and continued in a right-wing-down, nose-low attitude until impact. Review of the video revealed no separation of airplane parts and no obvious attempt by the pilot to recover. Postaccident examination of the airframe and flight controls and a cursory examination of the engine revealed no evidence of preimpact failure or malfunction that would have precluded normal operation.

According to the pilot's medical records, he developed early onset coronary artery disease and suffered a heart attack (myocardial infarction) at age 46, requiring urgent four-vessel coronary artery bypass graft (CABG) surgery in 2003. One of his grafts failed in the first year, and further intervention by surgery or angioplasty was deemed impossible. The pilot was aggressively treated for high cholesterol following his heart attack and also developed diabetes. Even with intensive treatment, atherosclerosis will predictably continue to develop. Thus, the risk of death and other major adverse cardiovascular events following CABG is significant and increases over time. Studies indicate that by 8 years following CABG surgery, approximately 30 percent of diabetic patients have died; this increases to nearly 40 percent by 12 years.

Following his surgery, the pilot applied for a special issuance of his medical certificate. During that process, he did not indicate that he intended to fly aerobatics. The pilot received a special issuance third class medical certificate, which was renewed annually. However, he was not asked again about the types of flying he was doing or intending to do. Although the pilot routinely passed regular exercise stress testing as part of the special issuance requirements, his personal medical records indicated that he had a small area of his heart muscle that was repeatedly identified as at risk on nuclear imaging studies.

The sudden changes in cardiac work associated with g-loading and unloading may be an independent risk factor for cardiac arrhythmia in the setting of a scar resulting from previous infarction. Even without g-loading, the risk of arrhythmia is highest in the first minutes, hours, and days after a heart attack. According to autopsy results, the medical examiner found a "fresh" area of myocardial infarction (heart attack) on the gross pathology; however, no microscopic analysis was performed. That the medical examiner was able to identify an area of grossly abnormal tissue suggests the event occurred hours to a couple of days previously. A closer approximation of the timing of the pilot's final myocardial infarction could not be determined.

The evidence indicates that the pilot likely became impaired or incapacitated while flying a low-altitude aerobatic maneuver soon after suffering a heart attack. The FAA knew about the pilot's medical condition and appropriate procedures had been followed during the evaluation for his aerobatic competency card. Currently, there are no limitations to permitted flight characteristics for special issuance medical certificates, including those issued for cardiac disease.

In January 1999, as a result of several investigations involving pilot incapacitation, including accidents during airshow performances, the NTSB issued Safety Recommendations A-99-1 and -2 asking the FAA to, respectively, "restrict all pilots with special issuance certificates due to cardiac conditions that could affect their g-tolerance from engaging in aerobatic flight" and "restrict all pilots taking medication that reduces g-tolerance from engaging in aerobatic flight." In evaluating these recommendations, FAA personnel reviewed an NTSB-supplied list of accidents using the following criteria: a) the accident must have occurred during aerobatic flight as defined by applicable FAA advisory circulars and regulations; b) the aerobatic maneuver must have been intentional; c) the aircraft must have been certified for aerobatic flight; d) the maneuver must have been authorized under FAA regulations; and e) the airman's cardiac or medication history must have been documented in his/her FAA medical record at the time of the event. Based on the criteria, the FAA determined that the NTSB recommendations would "probably not have changed the outcome in any of the accidents." Further, the FAA indicated in its review that if there had been a significant number of properly identified pilots experiencing aircraft accidents during authorized aerobatic maneuvers, the recommended actions would be justified. The NTSB classified the recommendations, "Closed--Reconsidered." However, this accident flight meets all five criteria stipulated by the FAA.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's impairment or incapacitation that occurred during a low-altitude aerobatic maneuver due to complications from a recent heart attack, resulting in his inability to maintain control of the airplane. Contributing to the accident was the Federal Aviation Administration's willingness to allow an airman with well-documented, severe coronary artery disease to perform high-risk, low-altitude aerobatic maneuvers.


http://www.ntsb.gov

Shots fired at crop-duster spraying Manitoba field: Royal Canadian Mounted Police

It’s a high risk job that became even riskier for a crop-duster Wednesday.

A pilot was flying over a canola field, near Fortier, in the RM of Portage la Prairie on Wednesday, July 9.

While spraying the field with a fungicide, the pilot came under attack. He finished the job, landed and inspected the plane.

"He phoned me and said that, 'We have a problem. I've been shot,' and I said, 'That doesn't compute. We’re in the ag business. I got shot does not compute with us,'" said Cory Trumbla, one of the owners of Terraco, an agricultural supplier. He said he was furious when he got the call.

The bullet went through the bottom of the plane, and out the side near the tail, just near where the pilot was sitting.

Trumbla says it’s also lucky the bullet didn’t hit anything mechanical. He said he thinks the incident was deliberate, and adds it's not uncommon for people to get upset when crop-dusters spray fields.

"There's one thing about being upset. But to take a gun out and shoot at an operating pilot is a totally different situation,” he said.

RCMP carried out a search warrant at a nearby residence.

Luc Arnal, 51, from the RM of Portage la Prairie has been charged with discharging a firearm, mischief over $5000, pointing a firearm, unauthorized possession of a firearm and endangering an aircraft, said RCMP.

Trumbla says he's not sure the charges suffice. "I think the punishment has to fit the crime and I'm not to say what that should be, but the charges for damage to an aircraft and mischief are inappropriate. This has a serious consequence. Someone's life was put in danger and someone's decision in a split second could have taken someone's life,” he said.

Trumbla said he thinks the charges should be upgraded to attempted murder.

Tara Seel from the RCMP wouldn’t comment if that is a possibility.

"That would speak to motive which is still part of the investigation. That's not to say more charges might be laid. At this time, there's no evidence to back up charges of that nature,” said Seel.

The pilot wasn't injured in the incident and has since returned to work. The investigation is ongoing.

The plane is owned by a Minnedosa-based company called Ken Kane Aerial Spray. It declined a request from CTV Winnipeg for comment on Friday.

Story, Video and Photo: http://winnipeg.ctvnews.ca

Model plane pilots eye drone regulations closely: RC enthusiasts concerned federal rules could limit a favorite hobby

OMAHA, Neb. —Model airplane enthusiasts took to the sky from Standing Bear Lake Saturday, and for some it's a decades-old hobby.

Bud Mitchell has flown model airplanes for more than 40 years. His fascination with flight dates back even farther. "When I was young the second World War was on and the airplanes, I was real interested in them," Mitchell explained.

Mitchell's plane flew along with several others at a gathering of the Omahawks, a radio controlled aircraft club. Some members are concerned about the future of their favorite pastime, as the federal government looks to regulate other small aircraft: drones.

"They fly the drones around and peek in people's windows. We don't do that kind of stuff. We're protective of this hobby. In fact, the drones and everything came from this," Mitchell said.

Understanding that drone regulations could impact model aircraft, Omahawks member Tom Virgillito said," The AMA, which is the Academy of Model Aeronautics is all working that out, so we can all coincide together on this."

Until official decisions come from the Federal Aviation Administration, the Omahawks continue to fly proudly, saying they hope government regulations don't ground their hobby for good.

Source Article: http://www.ketv.com

The Charter Trip by Barrie Mahoney

THE CHARTER TRIP
By Barrie Mahoney


Readers who know Gran Canaria may have spotted what looks like the rusting hulk of a plane near the main road near Bahia Feliz.

No, it is not the latest acquisition by my least favorite airline, or one that failed to land at the right airport, but part of a film set. More about the plane later.

We tend to forget that popular tourism in the Canary Islands and Peninsular Spain, is a relatively modern phenomena. Certainly, influential and wealthy Europeans would visit Las Palmas in Gran Canaria, where its beautiful Las Canteras Beach was a popular destination for the few cruise ships that plied the Atlantic before the two World Wars and the Spanish Civil War.

Despite the opening of Gran Canaria’s Gando Airport in 1930, it was only in the 1950s that Gran Canaria would begin to receive significant numbers of tourists; not from the UK, but from Scandinavia. During Christmas 1957, the Swedish airline, Transair AB, organized a flight to Gran Canaria with all of its 54 seats occupied. This was an historic moment, since it was the first flight of the new charter market and the beginning of the mass tourism market that Gran Canaria enjoys today.

Gran Canaria has always been popular with the Scandinavian tourist industry, which continues to the present day. The island is also a very popular destination for German tourists, although its popularity has strengthened and waned over the years according to the German economy.

During the reunification of Germany and changes to taxation laws, many German residents could not afford to maintain their homes on the island, with many returning home, together with an accompanying reduction in tourists.  Surprisingly, Brits, in general, have always favoured Tenerife, but with its more discerning tourists heading to Gran Canaria, Lanzarote and Fuerteventura.

Back to the rusting hulk of a plane, just off the main road near Bahia Feliz. Despite its age, the plane still looks impressive when seen at close hand. It has an interesting story, because it was featured in a Swedish film called Sällskapsresan in the 1980s. The film was later released in English as ‘The Charter Trip’.  Over the years, the film has achieved something of a cult status with over 2.5 million people watching the film, making it the biggest cinema success in Sweden to date.

The film is about “a stuffy and nerdy Swede”, who has a fear of flying, who arrives in the fictional town of Nueva Estocolmo in Gran Canaria. The film involves smuggling money in a loaf of bread, an alcoholic duo, as well as some Swedish jokes that do not always translate well. You can find extracts of the film on YouTube; do watch it if you can.

The plane, as well as the film, is a worthy reminder of the early days of tourism on the island. Although tourism as we currently know it, had a shaky start, the popularity of all of the Canary Islands, and the prosperity that it has brought to the islands over the years could be said to have begun with that single charter plane flight and 54 passengers from Sweden.

If you enjoyed this article, take a look at Barrie’s websites: www.barriemahoney.com and www.thecanaryislander.com or read his book, ‘Letters from the Atlantic’ (ISBN: 9780992767136). Available as paperback, as well as on Kindle, iBooks and Google Play Books.  


Story and Photo:  http://www.theleader.info

Mooney M20M TLS, N72FG: Fatal accident occurred July 11, 2014 in Greenwood, Johnson County, Indiana

William Michael Gilliland:  http://registry.faa.gov/N72FG

NTSB Identification: CEN14FA356
14 CFR Part 91: General Aviation
Accident occurred Friday, July 11, 2014 in Greenwood, IN
Probable Cause Approval Date: 06/22/2016
Aircraft: MOONEY M20M, registration: N72FG
Injuries: 1 Fatal, 1 Serious.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

The private pilot and flight instructor were repositioning the airplane for an annual inspection, and the private pilot planned to receive instrument flight training during the trip. Witnesses reported that the engine sounded good as the airplane taxied to the runway and during the engine run-up. However, several witnesses reported observing blue smoke trailing the airplane at the beginning of the takeoff and hearing the engine "popping" and "misfiring." The airplane was 50 to 100 ft above the ground and about one-quarter of the way down the 5,100-ft-long runway when its nose lowered slightly. Witnesses stated that they thought the pilot was going to land the airplane back on the remaining runway, but the airplane's nose then rose, and the airplane continued climbing. The airplane was described as being slow and "wallowing," with the nose pitching up and down slightly as it continued to climb to a maximum altitude of about 100 to 150 ft above the ground. The right wing dropped, and the airplane descended, contacting a garage and two houses before coming to rest in a residential backyard where a postimpact fire ensued. A postaccident examination of the airplane, engine, and engine components did not reveal any anomalies that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A partial loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation. Also causal to the accident was the pilots' decision to continue the takeoff despite early indications of engine anomalies.

HISTORY OF FLIGHT

On July 11, 2014, at 1419 eastern daylight time, a Mooney M20M, N72FG, collided with the terrain shortly after takeoff from the Greenwood Municipal Airport (HFY), Greenwood, Indiana. The private pilot/airplane owner was fatally injured and the certified flight instructor (CFI) on board received serious injuries. The airplane was substantially damaged by impact and a postimpact fire. The airplane was registered to and operated by the private pilot as a 14 Code of Federal Regulations Part 91 personal/training flight. Visual meteorological conditions prevailed for the flight. The flight was departing under visual flight rules (VFR). The flight was originating at the time of the accident with an intended destination of the East Texas Regional Airport (GGG), Longview, Texas.

The purpose of the flight was to reposition the airplane to Texas for an annual inspection and for the private pilot to receive instrument flight instruction during the flight. The CFI stated the private pilot was going to return to Indiana and he was going to stay in Texas until the annual inspection was completed at which time he was going to fly the airplane back to Indiana. 

The CFI stated that the private pilot filed his flight plan inside the fixed base operator (FBO). They taxied the airplane to the end of the runway where the private pilot received his departure clearance which was different than what he filed. It took a while for the private pilot to figure out the new clearance and as a result, their clearance void time lapsed. The CFI stated they discussed how to handle the voided clearance. He advised the private pilot that since the weather was good they could depart using visual flight rules (VFR) and pick up an IFR clearance en route, or they could get a pop-up clearance. He stated they then got the oxygen system hooked up and performed a normal engine run-up. He does not recall any other events of the flight. 

Numerous witnesses reported seeing and hearing the airplane before and during the takeoff. They stated the engine sounded normal while the airplane was taxiing to runway 19 and throughout the engine run-up. Witnesses reported that the airplane sat at the end of the runway for 10 to 15 minutes before it departed. 

Witnesses reported seeing the airplane trailing blue smoke near the beginning of the takeoff ground run on runway 19 (5,100 ft by 75 ft). The witness accounts varied regarding what they saw and hear. One witness stated the engine was making a loud "popping" sound as if it was "misfiring." Another witness stated the engine was very loud and sounded as if it was going to self-destruct. The airplane continued down the runway and eventually became airborne. Additional witnesses reported the airplane was between 50 to 100 feet above the ground when it passed-by the fixed base operator which was about ¼ the way down the runway. These witnesses also described the sound of the engine as "popping" and "misfiring". They stated the nose of the airplane lowered slightly and they thought the pilot was going to land the airplane back on the runway, but the nose then rose and the airplane continued climbing. Witnesses stated the airplane was slow and "wallowing" with the nose pitching up and down slightly as it continued to climb to a maximum altitude of about 100 to 150 feet above the ground. One of the witnesses stated that he thought they were going to land the airplane back on the runway, but they continued the takeoff. The landing gear was reported to have been extended the entire time. Witnesses at the north end of the airport stated they did not hear the engine as the airplane turned to the south; however, they were not certain if it was because the engine power had decreased or because of their distance and position from the airplane. 

A witness who was in a parking lot just south of the airport, stated he saw the airplane as it was climbing from the airport. He stated the airplane was about treetop level, less than 100 feet above the ground. The witness stated he did not see smoke or hear any popping or backfiring. He did state that the engine sounded like it was at an idle or a low power setting. The nose of the airplane was slightly up, and the wings were level. He looked toward another airplane in the area and when he looked back, the airplane had disappeared behind the trees.

The airplane impacted two houses and a garage about 1/2 mile from the departure end of the runway. Two witnesses who saw the airplane descend behind the trees responded to the accident site and pulled the CFI from the wreckage before the airplane was engulfed in flames. One of these witnesses stated he checked the pilot for a pulse and did not detect one. 

PERSONNEL INFORMATION 

Private Pilot

The pilot held a private pilot certificate with a single-engine land rating issued on April 2, 1999. He was issued a third class airman medical certificate with no restrictions on June 26, 2013. The pilot's most recent flight review endorsement was dated July 24, 2013. The flight review was conducted in the accident airplane. 

The pilot's logbooks contained entries dated from April 25, 1998, thru July 10, 2014. The logbooks showed that the pilot had a total flight time of 434.7 hours. He began flying Mooney M20 airplanes in June 2010, and had accumulated 103 hours of flight time in M20 airplanes. The pilot logged 9.9 hours in the accident airplane during the three days preceding the accident. 

The pilot's logbook contained an endorsement for his instrument knowledge test on January 27, 2014, and an instrument rating flight proficiency/practical test signoff dated August 31, 2013. There was no FAA record that the pilot had taken his instrument practical or written tests. 

Certified Flight Instructor

The CFI held a commercial pilot certificate with single-engine land airplane and instrument airplane ratings, and a flight instructor certificate with single-engine land and instrument ratings. His flight instructor certificate had an expiration date of August 31, 2015. The CFI was issued a second class airman medical certificate with a limitation for corrective lenses on November 1, 2013.

The CFI reported that he had a total of 1,610 hours of flight time. The CFI reported having 67 hours of flight time in Mooney M20 airplanes, 57 hours of which were as an instructor. 

The pilot's first flight with the accident CFI was an aircraft familiarization flight in June 2012. They flew 13 instrument training flights together with the last flight being the day prior to the accident.

AIRCRAFT INFORMATION 

The accident airplane was a Mooney M20M, serial number 27-0118. The Mooney M20M is a single-engine, four-place design, with retractable tricycle landing gear. The airplane was powered by a 310-horsepower, turbocharged Lycoming TIO-540-AF1B six-cylinder, reciprocating engine, serial number RL-5317-61A. The airplane was equipped with a three-blade McCauley model B3B32C417-C propeller assembly.

Maintenance records show the last aircraft, engine, and propeller annual inspections were completed on July 16, 2013, at a total aircraft time of 1,754.8 hours. The engine had 795.1 hours since overhaul when the annual inspection was accomplished. The last logbook entry was dated April 1, 2014, which consisted of an oil change at a hobbs time of 1,797.8 hours. The pilot's logbook indicated he flew the airplane 26.1 hours since the oil change, which would have resulted in an approximate aircraft total time of 1,823.9 hours at the time of the accident. 

The airplane was being flown to a Mooney service center for an annual inspection at the time of the accident. A representative at the service station stated that it was to be a routine annual inspection and he was not aware of any specific problems with the airplane. 

Fuel records indicate the airplane was fueled twice on the day prior to the accident. The last fueling was at 2126 when 38.33 gallons of fuel were added. 

The pilot purchased the airplane on June 15, 2012. After purchasing the airplane it was determined that Airworthiness Directive (AD) 2012-19-01 had not been complied with. The engine was removed and sent to a repair station in March 2013, so the AD could be complied with. The major work consisted of replacing the crankshaft and repairing the crankcase, camshaft, cylinders, and fuel pump. The engine was shipped back to the owner and reinstalled on the airplane in July 2013.

The local mechanic who worked on the airplane stated he had not spoken to the pilot in the month prior to the accident up until the day prior when the pilot contacted him to service the oxygen system. He stated he did so just prior to the accident takeoff. He stated the airplane sounded good when the pilot was taxiing and during the engine run-up before the accident flight.

METEOROLOGICAL INFORMATION 

Weather conditions recorded by the Indianapolis International Airport (IND) Automated Weather Observing System (AWOS), located about 13 miles northwest of HFY, at 1454 were: wind variable at 4 knots, 10 miles visibility, scattered clouds at 5,500 ft, scattered clouds at 25,000 ft, temperature 26 degrees Celsius, dew point 12 degrees Celsius, and altimeter 30.19 inches of mercury. 

WRECKAGE AND IMPACT INFORMATION 

The accident site was located 0.46 miles from the departure end of runway 19. The left wing contacted the roof of a residential garage and the wingtip became imbedded in the roof. The garage was on the property next to the final impact site. An outboard section of the left wing was located on the driveway at this same residence. The airplane separated the gutter off the back of the house. The airplane contacted the cement pad between the house and garage. The first main ground impact occurred adjacent to the cement pad. This initial ground scar was approximately 12 ft long. The second ground scar began about 13 ft from the end of the first scar. This ground impact mark was about 10 ft long and 12 inches deep and contained the pitot tube. The airplane then traveled through a chain link fence and into the back yard of the neighboring residence. The airplane contacted a riding lawn mower and separated a metal awning from the back of the house. 

Witnesses stated that there initially was a small fire in the area of the engine. They used a garden hose in an attempt to contain the fire; however, the fuselage was subsequently engulfed in flames.

The engine was separated from the firewall. The propeller remained attached to the engine. The fuselage was burned from the firewall to the empennage. The cockpit floor was burned, but the underside of the fuselage was not burned. The fuselage belly panel was separated during the impact sequence. 

The left wing was separated from the fuselage. The inboard section of the wing was burned with the outboard section of the wing bent up and rearward. The wing did not contain any fuel. Both the flap and aileron were separated from the wing. Control continuity was established in the wing up to the point where it was separated from the fuselage and from the separation forward into the cockpit.

The right wing remained attached to the fuselage. The outboard half of the wing was bent up and rearward. The aileron and flap remained attached to the wing. Flight control continuity was established from the flight controls to the forward cockpit area. Fuel was visible in the right wing fuel tank. 

The main fuel line from the firewall to the fuel pump was severed. The outlet fitting from the firewall was bent from impact. The fitting was straightened and approximately 23 gallons of fuel drained out of the line from the right fuel tank which indicated the fuel selector was positioned on the right fuel tank. The aircraft fuel filter contained clean fuel. The filter contained a minor amount of debris.

The empennage was bent and partially separated from the aft fuselage. The elevator and rudder remained attached to their respective stabilizers. The elevators sustained minor impact damage. The top of the rudder was bent to the left. The rudder control tube was separated just forward of the empennage. Control continuity was established from the rudder and elevator up to the base of the cockpit controls. The pitch trim actuator indicated the trim was set in the takeoff position. 

The cockpit instrumentation was destroyed by impact forces and the post impact fire. The throttle and mixture controls were full forward. The propeller control was missing. The control cables remained attached to their respective components on the engine. 

Engine and Propeller

The propeller remained attached to the engine. One propeller blade was bent rearward beginning near the butt end of the blade. The outer third of the second blade was twisted. The third blade was twisted mid-span and nicks were visible on the tip of the blade. The propeller hub was smashed and showed minor torsional twisting. The propeller was removed from the engine during the engine examination. 

The dip stick did not contain any oil; however, the engine did not exhibit any evidence of oil starvation and a large oil stain was present on the ground where the engine came to rest.

The top spark plugs were removed and the engine crankshaft was rotated at the vacuum pump drive. Valve train and crankshaft continuity were established throughout the engine. Compression and suction were achieved on all cylinders. All of the cylinders were examined with a lighted boroscope and no anomalies were observed.

The number two lower spark plug was obstructed by the impact damaged exhaust pipe and it was not removed. The number six lower spark plug electrode porcelain insulator sustained impact damage and the spark plug was observed to be wet with oil. The remainder of the spark plugs showed normal wear when compared to the Champion Aviation Check-A-Plug Card AV-27.

The fuel flow divider, fuel injector servo, injector nozzles, and engine driven fuel pump were all secured on the engine. The fuel flow divider was disassembled and the diaphragm was intact. The fuel injector nozzles were removed and all were clear of debris with the exception of the number two cylinder nozzle which was partially obstructed with debris. The engine driven fuel pump turned freely by hand. The fuel inlet screen on the fuel injection servo was removed and found to be clear of debris. The engine driven fuel pump and the fuel injector servo were retained for further examination.

The upper deck pressure line nozzles were all connected to the injection nozzle assemblies with the exception of the line to the number 2 cylinder nozzle which was disconnected and bent upward 90 degrees. Soot was observed on the injector nozzle arm and debris was observed inside the nozzle arm. The upper deck lines and injection nozzles were retained for further examination. 

The turbocharger, intercooler, waste gate, and air box were secured on their respective mounts. The turbocharger wheel rotated freely and no scoring on the internal walls was noted. The intercooler and the differential controller both sustained impact damage. No other anomalies were noted. 

Both magnetos were removed from the engine and retained for further examination. 

MEDICAL AND PATHOLOGICAL INFORMATION 

An autopsy of the pilot was performed by Indy JM Forensic Consulting, in Indianapolis, Indiana, on July 12, 2014. The private pilot's death was attributed to blunt force injuries sustained as a result of the accident. 

The FAA Civil Aerospace Medical Institute (CAMI) toxicology report noted negative results for all substances tested. 

TESTS AND RESEARCH

The J.P. Instrument EDM-700/800 panel mounted gauge that can monitor and record up to 24 parameters related to engine operation was recovered from the accident site and sent to the NTSB Vehicle Recorder Division. The unit sustained impact damage and had missing components that were required for a potential recovery of the unit's data. Therefore, no data was recovered from the unit.

On August 5, 2014 the magnetos, engine driven fuel pump, and fuel injection servo were examined under the supervision of the NTSB.

Both magnetos sustained significant heat damage from the post impact fire. The magnetos were opened and examined. The internal components of both magnetos were in place and melted from heat exposure. Both magnetos contained aftermarket points which were intact. A functional test could not be performed due to the thermal damage. 

The fuel inlet fitting on the engine driven fuel pump was bent due to impact. The fitting was replaced and the pump was placed on a test bench. The pump operated, but leaked fuel from the housing. The pump was opened and it was determined that the fuel leak was a result of an o-ring and gasket that were melted from the post impact fire.

The fuel injection servo was examined. The mixture control functioned. The servo was placed on a test bench for operational testing. The servo functioned to operational specifications.

The two upper deck pressure lines, the fuel injection nozzles, and 6 deck pressure orifices were sent to the NTSB Materials Laboratory for examination. The #2 pressure line sustained a 90° bend near one end of the line. There was also evidence that the #2 upper deck line sustained thermal damage including metal discoloration, sooting, and thermal degradation of attached rubber hoses. All of the remaining attached polymeric hosing was damaged to varying degrees. The #1 pressure line did not exhibit similar thermal or mechanical damage.

Debris was removed from the interior of the #2 pressure line, the nozzles and the pressure orifices. All of the material removed was examined and the test results indicated a spectral match indicating that the residue was consistent with the damaged fuel hose material. The connections on the #2 deck line were x-rayed to determine clamp position and then were compared to similar x-rays taken of #1 deck line. It was determined that clamp positions were consistent between the two upper deck pressure lines. 

An August 13, 2014, an exemplar engine was test at Lycoming Engines under the supervision of the NTSB. The purpose of the test was to determine how the engine would operate if one of the upper deck pressure lines disconnected from its associated nozzle. The engine was placed in a test stand, was started and ran normally. The #2 cylinder upper deck pressure line was then disconnected, the engine was again started and it continued to run without interruption.

NTSB Identification: CEN14FA356

14 CFR Part 91: General Aviation
Accident occurred Friday, July 11, 2014 in Greenwood, IN
Aircraft: MOONEY M20M, registration: N72FG
Injuries: 1 Fatal,1 Serious.

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 either traveled in support of this investigation or conducted a significant amount of investigative wor
k without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On July 11, 2014, at 1419 eastern daylight time, a Mooney M20M, N72FG, collided with the terrain shortly after takeoff from the Greenwood Municipal Airport (HFY), Greenwood, Indiana. The private pilot was fatally injured and his certified flight instructor (CFI) received serious injuries. The airplane was substantially damaged by impact and a post-impact fire. The airplane was registered to and operated by the private pilot as a 14 Code of Federal Regulations Part 91 personal/training flight. Visual meteorological conditions prevailed for the flight. The pilot had filed an instrument flight rules (IFR) flight plan. The flight was originating at the time with a destination of the East Texas Regional Airport (GGG), Longview, Texas.

The purpose of the flight was to fly the airplane to Texas for an annual inspection and to receive instrument flight instruction during the flight. The pilot had received his IFR clearance to GGG, with a clearance void time of 1420. According to air traffic control, they did not have any further contact with the airplane.

Numerous witnesses reported seeing the airplane before departing and during the takeoff. They stated the engine sounded normal while the airplane was seen taxiing to runway 19 and throughout the engine run-up. Witnesses reported that the airplane sat at the end of the runway for 10 to 15 minutes before it departed.

Two witnesses reported seeing the airplane trailing blue smoke during the takeoff ground run. One of the witnesses was indoors and did not hear the airplane. The other witness stated the engine was making a loud popping sound as if it was misfiring. The airplane continued down the runway and eventually became airborne. Additional witnesses reported the airplane was between 50 to 100 feet above the ground when it passed-by the fixed base operator which was about ¼ the way down the 5,100 foot long runway. These witnesses also described the sound of the engine as "popping", "misfiring", and as if there were ball bearings inside the engine. They stated the nose of the airplane lowered slightly and they thought the pilot was going to land the airplane back on the runway, but the nose then rose and the airplane continued climbing. The witnesses stated the airplane was slow and "wallowing" with the nose pitching up and down slightly as it continued to climb to a maximum altitude of about 100 to 150 feet above the ground. Witnesses at the north end of the airport stated they did not hear the engine as the airplane turned to the south. However, they were not certain if it was because the engine power had decreased or because of their distance and position from the airplane.

A witness who was in a parking lot just south of the airport, stated he saw the airplane as it was climbing from the airport. He stated the airplane was about treetop level, less than 100 feet above the ground. The witness stated he did not see smoke or hear any popping or backfiring. He did state that the engine sounded like it was at an idle or a low power setting. The nose of the airplane was slightly up, and the wings were level. He looked toward another airplane in the area and when he looked back, the airplane had disappeared behind the trees.


GREENWOOD, Ind. (WISH) – Friday’s plane crash in Greenwood may bring back memories of another deadly crash which happened more than a decade ago.

In 1992, two planes using the Greenwood Municipal Airport collided over southeastern Marion County.

A single-engine Piper was preparing to land in Greenwood when a bigger, twin-engine aircraft was taking off on the afternoon of September 11. The planes collided and went down into two back yards.  When they hit, they set fire to two homes.

The collision killed six people.

Four of them were prominent civic leaders in Indianapolis. Investigators said those four people plus their pilot were burned beyond recognition.

The crash also killed the pilot of the smaller plane.

The bigger aircraft, a Mitsubishi MU-2, was flying to Columbus, Ohio. It was taking the civic leaders on a fact-finding mission for the White River State Park Commission.

Mike Carroll, Frank McKinney, Jr, Robert Welch and John Weliever were looking for ideas for the park which was, at that time, still under development.

A speaker at a memorial service said the men provided such leadership to Indianapolis that the crash had changed the course of history in the city.


Source Article: http://wishtv.com 





 NTSB Identification: DCA92MA049A.
The docket is stored on NTSB microfiche number 47274.
Accident occurred Friday, September 11, 1992 in GREENWOOD, IN
Probable Cause Approval Date: 12/16/1993
Aircraft: MITSUBISHI MU-2B-60, registration: N74FB
Injuries: 6 Fatal,2 Serious.

NTSB investigators traveled in support of this investigation and used data obtained from various sources to prepare this aircraft accident report.

THE PA-32, N82419, HAD BEEN RECEIVING ATC RADAR SERVICES EN ROUTE TO THE GREENWOOD MUNI ARPT. RADAR SERVICES WERE TERMINATED 3 MI FROM THE ARPT. THE MU-2, N74FB, HAD JUST TAKEN OFF FROM THE ARPT, AND HAD REPORTED TO ATC IN ANTICIPATION OF RECEIVING HIS IFR CLEARANCE. THE FLIGHT HAD NOT YET BEEN IDENTIFIED ON RADAR. THE TWO AIRPLANES COLLIDED APRX 2 MI FROM THE ARPT AT 2,100 FT MSL. THE COLLISION TOOK PLACE JUST OUTSIDE AND TO THE EAST OF THE INDIANAPOLIS AIRPORT RADAR SERVICE AREA (ARSA). THE MU-2 TRACK WAS 066 DEG, AND THE PA-32 TRACK WAS 174 DEG. THE PAX/PLT ON THE PA-32 TOOK CONTROL OF THE AIRPLANE & WAS ABLE TO MAKE A CONTROLLED LANDING. GUIDANCE FOR TRAFFIC PATTERN OPERATIONS & RECOMMENDED ARRIVAL AND DEPARTURE PROCEDURES IS FOUND IN THE AIRMAN'S INFORMATION MANUAL.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
THE INHERENT LIMITATIONS OF THE SEE-AND-AVOID CONCEPT OF SEPARATION OF AIRCRAFT OPERATING UNDER VISUAL FLIGHT RULES THAT PRECLUDED THE PILOTS OF THE MU-2 AND THE PA-32 FROM RECOGNIZING A COLLISION HAZARD AND TAKING ACTIONS TO AVOID THE MIDAIR COLLISION. CONTRIBUTING TO THE CAUSE OF THE ACCIDENT WAS THE FAILURE OF THE MU-2 PILOT TO USE ALL THE AIR TRAFFIC CONTROL SERVICES AVAILABLE BY NOT ACTIVATING HIS INSTRUMENT FLIGHT RULES FLIGHT PLAN BEFORE TAKEOFF. ALSO CONTRIBUTING TO THE CAUSE OF THE ACCIDENT WAS THE FAILURE OF BOTH PILOTS TO FOLLOW RECOMMENDED TRAFFIC PATTERN PROCEDURES, AS RECOMMENDED IN THE AIRMAN'S INFORMATION MANUAL, FOR AIRPORT ARRIVALS AND DEPARTURES. (NTSB REPORT AAR-93/05)