Sunday, July 13, 2014

Incident occurred July 12, 2014 in Rapid City Regional Airport (KRAP), South Dakota

Plane's landing gear fails to deploy during landing at Rapid City Regional Airport

A small private plane landed on the Rapid City Regional Airport's runway without having its landing gear deployed, forcing a closure of the airport's commercial runway for about an hour Saturday afternoon.

Toni Bloom, deputy airport director for finance and administration at the airport, said no one was injured when the small plane landed at about 3 p.m.

One person was flying the plane and no passengers were aboard, she said. The reason for the failure of the landing gear's deployment is still being looked into.

Bloom said commercial flight landings were delayed so the runway could be cleaned off and swept for debris, but said she was pleased with how the airport's staff handled the situation.

"No one got hurt, it was handled efficiently and everything is back to normal now," she said.

Story and Comments:   http://rapidcityjournal.com

Piper PA-28-181 Arrow II, Wisconsin Fox River Flyers Inc, N9681K: Accident occurred July 13, 2014 near Waukesha County Airport (KUES), Wisconsin

 NTSB Identification: CEN14LA443
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 13, 2014 in Waukesha, WI
Probable Cause Approval Date: 01/14/2015
Aircraft: PIPER PA 28-181, registration: N9681K
Injuries: 2 Minor.

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 pilot reported that he had entered the airport traffic pattern for landing. When the airplane was abeam the approach end of the runway, he reduced power, applied carburetor heat, and confirmed that the auxiliary fuel pump was on. When the airplane was on the base leg of the traffic pattern, the pilot attempted to increase engine power, but the engine did not respond; he stated that advancing the throttle to full did not result in an increase in power. He attempted moving the engine and carburetor heat controls to no avail. While attempting the remedial action, he turned toward the runway and declared an emergency. The airplane impacted trees short of the runway. A postaccident examination of the airplane confirmed that fuel was present. The engine was rotated and compression was verified on all cylinders, and the magnetos showed spark that was confirmed at all of the spark plug leads. No mechanical reason for the loss of engine power was discovered. At the time of the accident, the temperature and dew point were 24 degrees C and 17 degrees C, respectively. According to a carburetor icing probability chart, the temperature and dew point were in a range of susceptibility for moderate icing at cruise power settings and serious icing at descent power settings. Because the pilot reported using carburetor heat during the landing approach, the reason for the loss of engine power could not be determined.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The loss of engine power for reasons that could not be determined because no anomalies were identified during postaccident examination.

On July 13, 2014, about 1300 central daylight time, a Piper PA 28-181 airplane, N9681K, impacted trees and terrain during a forced landing following a loss of engine power while on approach to land at the Waukesha County Airport, Waukesha, Wisconsin. The pilot and passenger received minor injuries. The airplane was substantially damaged. The airplane was registered to and operated by Wisconsin Fox River Flyers, Inc., under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was not on a flight plan. The flight originated from the Watertown Municipal Airport, Watertown, Wisconsin, about 1220.

The pilot reported that he had entered the airport traffic pattern for landing. When the airplane was abeam the approach end of the runway, he reduced power, applied carburetor heat, and confirmed that the auxiliary fuel pump was on. When the airplane was on the base leg of the traffic pattern, the pilot attempted to increase engine power but the engine did not respond. He stated that even full throttle did not result in an increase in power. He attempted moving the engine and carburetor heat controls to no avail. While attempting the remedial actions he had turned toward the runway and declared an emergency. The airplane impacted trees and terrain short of the runway resulting in substantial damage to the wings and fuselage. A postaccident examination of the airplane confirmed that fuel was present. The engine was rotated and compression was verified on all cylinders. The magnetos showed spark that was confirmed at all of the spark plug leads. No mechanical reason for the loss of engine power was found. At the time of the accident the temperature and dew point were 24 degrees C and 17 degrees C respectively. According to a carburetor icing probability chart, the temperature and dew point were in a range of susceptibility for moderate icing at cruise power settings and serious icing at descent power settings.


 WISCONSIN FOX RIVER FLYERS INC:  http://registry.faa.gov/N9681K

Waukesha -- A small passenger plane crashed just outside of the Waukesha Airport on Sunday afternoon. 

Officials say the plane was having some engine trouble.

There were two passengers on the plane. Both were treated on scene for minor injuries, but were not transferred to the hospital.

 Story, Video and Photo Gallery:   http://www.cbs58.com


 WAUKESHA -- Police in Waukesha say the pilot and a passenger were able to walk away from a plane crash with only minor injuries.

It happened around 1 PM sunday afternoon, the plane came down in a wooded area near HWY JJ -- not far from Pewaukee Rd and Bluemound.

One witness to the scene ran over to the plane to try and help. Ron Becker works not far from the scene of the crash and was able to talk to the pilot and passenger as they escaped from the aircraft.

"I called 9-1-1 and as soon as [first responders] got there they made us get away from the plane in case something would happen," Becker said.

It's unclear at this point what caused that plane to crash, but becker says the pilot told him there was a mechanical issue.

Investigators have cleared the plane from the scene.

Records show the plane was registered to a flying club.

Two people suffered minor injuries when their plane crashed in a Waukesha field Sunday afternoon. 

The single-engine plane landed shortly before 1 p.m. near the 300 block of Bluemound Road, about one mile from the Waukesha airport, according to Waukesha police. Both people were treated for minor injuries at the scene by the Waukesha Fire Department. Their names were not released.

The 1976 Piper is registered to the Waukesha-based Fox River Flyers Club.

The FAA is investigating the cause of the crash.


Story and Comments:   http://www.jsonline.com










Steen Skybolt, N849CA, Aviation Pursuits, Inc: Fatal accident occurred July 13, 2014 in Carrollton, Georgia

NTSB Identification: ERA14FA339
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 13, 2014 in Carrollton, GA
Probable Cause Approval Date: 05/06/2015
Aircraft: ALLEN STEEN SKYBOLT, registration: N849CA
Injuries: 2 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.

The pilot, who was the airplane owner, was on a local, pleasure flight. Witnesses observed the airplane flying low followed by a rapid pitch down or loss of airplane control. The airplane struck a tree about 60 ft above the ground and continued another 46 ft until it struck the ground. Most of the wreckage was consumed in a postaccident fire. 

Primary flight control continuity was confirmed from the control surfaces to the cockpit controls. All of the airplane’s primary structural components were accounted for within the wreckage debris field. Several tree branches with smooth, angular cuts, indicative of contact with a propeller under power, were observed within the wreckage debris field. A disassembly and examination of the engine revealed no evidence of a preexisting mechanical malfunction or failure. A cable attachment bracket for the elevator trim tab was found fractured; however, examination of the fracture surface revealed overstress signatures, and no evidence of a preexisting anomaly was found. Thus, the fracture likely occurred during the impact sequence.

The pilot, who had owned the airplane for about 15 years, only flew it occasionally, and his last logged flight in the accident airplane was more than 1 year before the accident flight. The pilot’s autopsy and toxicology reports revealed no evidence of incapacitation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
An in-flight loss of airplane control for reasons that could not be determined during postaccident examinations or based on the available evidence.

HISTORY OF FLIGHT

On July 13, 2014, about 1725 eastern daylight time, an experimental, amateur-built Allen Steen Skybolt, N849CA, was destroyed following an inflight loss of control and a collision with trees and terrain near Carrollton, Georgia. The commercial pilot and one passenger were fatally injured. The experimental, amateur-built airplane was registered to a corporation and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day, visual meteorological conditions prevailed and no flight plan was filed. The local flight originated from West Georgia Regional Airport, Carrollton, Georgia, about 1640. 

Reportedly, the pilot was on a local area pleasure flight with his grandson. Several witnesses observed the airplane in flight and the accident sequence. Most witnesses observed the airplane flying low, followed by a sudden pitch down or loss of airplane control. Three witnesses reported that the engine continued to run normally until impact, while two witnesses reported that the engine was "sputtering" and/or "backfiring." Another witness reported the engine at "low power not idle."

PERSONNEL INFORMATION

The pilot, age 70, held a commercial pilot certificate with ratings for airplane single engine land, airplane multi-engine land, and instrument airplane. He reported a total flight experience of 2,710 hours, including 35 hours during the last six months, on his limited third class medical certificate application, dated May 12, 2014. The medical certificate included a restriction to wear corrective lenses.

The pilot's most recent logbook was provided to the investigation team by family members. The first entry was recorded on July 1, 2011, at a total forwarded flight time of 2,485.5 hours. The last logged entry was on June 25, 2014, in a Piper PA-31. His total logged flight time was 2,730.7 hours, including 1,454.1 single engine and 395.0 hours in tail wheel airplanes.

The pilot's logged flight time in the accident airplane, since July 1, 2011, was 6.1 hours, encompassing 6 flights. The last logged flight in the accident airplane was on May 21, 2013.

AIRCRAFT INFORMATION

The airplane was Steen Skybolt, built by Charles Allen in 1975. The experimental, amateur-built, bi-wing, tail wheel landing gear airplane was powered by a Lycoming O-360-A1D engine rated at 180 horsepower at 2,700 rpm. It was fitted with a Hartzell HC-C2YK-1A, two-bladed, constant speed propeller.

An examination of available maintenance records revealed that a conditional inspection was performed on the airframe and engine on April 8, 2014. The airframe total time at the conditional inspection was 860.75 hours. According to Federal Aviation Administration records, the accident pilot acquired the airplane from the previous owner, who was also the airplane builder, in October, 1999.

METEOROLOGICAL INFORMATION

The 1735 surface weather observation for Carrollton, Georgia (CTJ), located about 9 miles west-northwest of the accident site, included sky clear, wind from 180 degrees at 4 knots, visibility 10 statute miles or greater, temperature 90 degrees F, dew point 68 degrees F, and altimeter setting 30.08 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located in a heavily wooded area. The airplane initially impacted a white oak tree, about 60 feet above the ground. The upper, right section of the wing remained lodged in the tree. The remainder of the wreckage impacted the ground about 46 feet north-northeast of the impacted tree. The entire wreckage path was about 105 feet in length, oriented on a heading of 030 degrees magnetic. Numerous tree limbs, up to 5 inches in diameter, with smooth, angular cuts were located within the wreckage debris field. A post-crash fire consumed a majority of the main wreckage. All components and fragments of the wreckage that were outside of the ground fire area were free of soot or evidence of fire.

All major airframe structural and flight control components were accounted for within the wreckage debris field. Flight control continuity was established from the cockpit control stick to the ailerons. All fractures in the aileron control rods were consistent with overload. Elevator and rudder control continuity was confirmed from the cockpit controls to the control stick and the rudder pedals. One of two welded steel brackets connecting the elevator trim tab to the control cables was broken and showed indications of fire and heat damage. The assembly was forwarded to the NTSB Materials Laboratory in Washington, DC for examination.

The propeller assembly broke free at the engine crankshaft, just aft of the propeller flange, and was located about 50 feet north-northeast of the engine. The propeller was the furthest component found along the wreckage path. The fracture to the crankshaft showed signatures consistent with overload. The engine remained attached to the airframe by control cables.

Two sets of four-point seat belt buckles were located within the cockpit area. The buckles remained fastened and the webbing was consumed by the post-crash fire.

The metal fuel tank was ruptured and burned and was located within the area of the fuselage. The fuel cap was secure. The fuel line from the tank to the engine was consumed by the post-crash fire.

The cockpit instruments were burned in the post-crash fire and no useful information was obtained from them. The cockpit-mounted engine controls were found in the retarded (aft) positions.

After the wreckage was recovered from the accident site, the engine was examined at a wreckage storage facility in Griffin, Georgia. The engine was exposed to the post-crash fire and was burned or melted in several areas. The spark plugs were removed and examined. The electrode wear and deposits were normal when compared to a Champion inspection chart. The magneto cases were partially melted and the units could not be tested. The leads were partially burned away. The heat and fire-damaged carburetor was removed and disassembled. The composite floats were charred but in place. The bowl was clean and dry and no residual fuel found.

The cylinders were removed and engine was disassembled. Other than post-crash fire and heat damage, no anomalies were noted with the cylinders, valves, pushrods, and pistons; power train continuity was established and all components indicated normal operating signatures. The engine case, crankshaft, camshaft and bearings were normal in appearance, except for heat distress from the post-crash fire. The examination of the engine did not reveal any evidence of a pre-existing anomaly or malfunction.

MEDICAL AND PATHOLOGICAL INFORMATION

A postmortem examination of the pilot was performed at the offices of Georgia Bureau of
Investigation, Division of Forensic Sciences, Decatur, Georgia on July 14, 2014. The autopsy report noted the cause of death as "Multiple blunt impact injuries" and the manner of death was "Accident."

Forensic toxicology testing was performed on specimens of the pilot by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report indicated no carbon monoxide testing was performed due to a lack of suitable specimens. Testing for cyanide was not performed. No ethanol was found in the urine. Amlodipine was detected in the urine, but not in the blood. The pilot reported that he was taking amlodipine on his latest FAA medical certificate application. According to the FAA Aerospace Medical Research Forensic Toxicology website, Amlodipine is a calcium channel blocker heart medication used in the treatment of hypertension. Salicylate (aspirin) was detected in the urine.

TESTS AND RESEARCH

The elevator trim tab and connecting hardware were sent to the NTSB Materials Laboratory for examination. The fracture surface was initially examined as-received and was subsequently cleaned with a solution of alconox and water using a soft-bristle brush. A portion of the fracture surface at the aft end of the fracture had mostly intergranular fracture features with some transgranular facets. The remainder of the fracture surface appeared oxidized with no discernible fracture features. Next, the fracture surface was deoxidized by immersion in Evapo-Rust1 for 6 hours. The deoxidized fracture surface was then examined using a scanning electron microscope. The fracture surface outside of the intergranular region was mostly obscured by oxidation that remained on the surface. However, a few isolated areas of fracture features were observed. The fracture features in those areas showed dimple fracture features consistent with ductile overstress fracture.

http://registry.faa.gov/N849CA

NTSB Identification: ERA14FA339 
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 13, 2014 in Carrollton, GA
Aircraft: ALLEN STEEN SKYBOLT, registration: N849CA
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 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 13, 2014, about 1725 eastern daylight time, an Allen Steen Skybolt, N849CA, was destroyed following a collision with trees and terrain near Carrollton, Georgia. The commercial pilot and one passenger were fatally injured. The experimental, amateur-built airplane was registered to a corporation and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day, visual meteorological conditions prevailed and no flight plan was filed. The local flight originated from West Georgia Regional Airport, Carrollton, Georgia, about 1640.

Reportedly, the pilot was on a local area pleasure flight with his grandson. Several witnesses observed the airplane in flight and the accident sequence. Most witnesses observed the airplane flying low, followed by a sudden pitch down or loss of airplane control. Three witnesses reported that the engine continued to run normally until impact, while two witnesses reported that the engine was "sputtering" and/or "backfiring."

The airplane initially impacted a white oak tree, about 60 feet above the ground. The upper, right section of the wing remained lodged in the tree. The remainder of the wreckage impacted the ground about 46 feet north-northeast of the impacted tree. The entire wreckage path was about 105 feet in length, oriented on a heading of 020 degrees magnetic. A post-crash fire consumed a majority of the main wreckage. All components and fragments of the wreckage that were outside of the ground fire area were free of soot or evidence of fire.

An examination of available maintenance records revealed that a conditional inspection was performed on the airframe and engine on April 8, 2014. The airframe total time at the conditional inspection was 860.75 hours. According to Federal Aviation Administration records, the accident pilot acquired the airplane from the previous owner, who was also the airplane builder, in October, 1999.


Flight Standards District Office: FAA Atlanta FSDO-11 




Jeffrey Brian Haney, Jr.


Jeffrey Brian Haney, Jr.

November 10, 2004 - July 13, 2014

Obituary for Jeffrey Brian Haney, Jr. Master Jeffrey Brian Haney, Jr., age 9, of Carrollton, Georgia passed away Sunday, July 13, 2014. He was born November 10, 2004 in Carrollton, Georgia, the son of Mr. Jeffrey Brian Haney, Sr. and Mrs. Lindy Morris Haney. He would be entering the fourth grade at Roopville Elementary this fall. 


From a young age, Jeffrey shared his father’s love of all things “sports and aviation-related.” At the age of four, he started playing football, baseball and basketball with his father as his coach. An avid Auburn football fan, he enjoyed attending Auburn Football games and dreamed of playing football at Auburn University. Jeffrey also considered himself a proud Central Lion, playing on the Central Lions team for the Carroll County Recreation Department, and having recently attended the Central High School Football Camp. He also loved flying regularly with his father and grandfather. On his eighth birthday his one wish was to fly over Jordan-Hare Stadium at Auburn University. 

Jeffrey loved to be outside – playing with his dogs, go-carting, “mudding” and practicing his athletic skills. But, he also loved PlayStation and his video games, always looking for a chance to play with his father, his sisters, Elizabeth and Allison, brother, Jackson and his friends, whoever was willing to take up the challenge. 

Jeffrey shared with the rest of his family a passion for the magic of Disney. The family traveled regularly to Disney World and Jeffrey especially enjoyed staying at Fort Wilderness, where he could ride bikes and swim after visiting the theme parks. He loved the “late night extended hours,” riding rides until they kicked him out. 

Above all, he loved meeting new people, and by all accounts, “never met a stranger.” Jeffrey’s sunny disposition, pleasant outlook and general happy nature made him an absolute pleasure to be around. Jeffrey had an open heart and loved everyone. An affectionate child, he gave his hugs freely and always came back for one more. Jeffrey was a member of Midway Baptist Church; and, as the child of the Preschool Director, Jeffrey was very active in the children’s ministry. He loved the children’s church services and his Sunday School class.

He is survived by his loving parents, Jeff and Lindy Morris Haney of Carrollton; two sisters, Elizabeth Victoria Haney and Allison Leigh Haney; one brother, Jackson Robert Haney; maternal grandparents, Bob and Renee Moon Morris of Dallas, Georgia, paternal grandmother, Margaret Brannon Haney of Carrollton; maternal great-grandmother, Wilma Moon of Marietta, several aunts and uncles, a number of cousins, great aunts, and great-uncles. He was preceded in death by his paternal grandfather, Richard Michael Haney, Sr.


The family will receive friends at Midway Macedonia Baptist Church on Thursday, July 17, 2014 from 4:00 p.m. until 7:00 p.m. Funeral Services will be conducted Friday, July 18, 2014 at 10:00 a.m. at Midway Macedonia Baptist Church with Rev. Todd Wright and Rev. Chad Clifton officiating. Interment will follow at West Georgia Memorial Park in Carrollton. He will be buried next to his paternal grandfather. Serving as pallbearers will be his close friends, teammates and their dads, Rev. Chad Clifton, Jackson Clifton, Ben Briscoe, Ethan Summerville, Lopez Nunn, Aiden Nunn, Phil Jiles, and Grant Jiles.

In lieu of flowers, memorial contributions in memory of Jeffrey may be made to The Jeffrey B. Haney, Jr. Memorial Fund (c/o Community Foundation of West Georgia, 807 South Park Street, Carrollton, Georgia 30117) or https://www.cfwg.net/make-a-donation. Funds contributed will be used for the benefit of various children’s charitable organizations with an emphasis on youth athletics and children’s healthcare. 

Messages of condolence to the family may be sent at www.jones-wynn.com. Jones-Wynn Funeral Home and Cremation Service of Villa Rica is in charge of arrangements. 770-459-3694

http://www.jones-wynn.com/Life Tributes Memorial Video

http://www.jones-wynn.com


Richard Michael Haney, Sr.



Richard Michael Haney, Sr.
May 25, 1944 July 13, 2014

Life Legacy 

Richard Michael Haney, Sr., 70, died July 13, 2014 in a plane crash in Carrollton, Georgia. He was born May 25, 1944 in Atlanta, Georgia, the son of the late John Hall Haney and Willie Mae LeCroy Haney. He was a graduate of East Coweta High School and the University of Georgia, and had done Doctoral work at Georgia State University. Richard moved to Carrollton in October, 1967, as an Instructor of Management at then West Georgia College. He subsequently built a mobile home park behind the college for students. In 1969, he bought the local Ford dealership and for the next 30 years was the dealer for Richard Haney Ford. Also, during this time he developed Oak Mountain Golf Club and was presently developing Stonecrest Subdivision.

Richard was an Eagle Scout and for many years led a local troop and was the Advancement Chairman for the local district. He was a member of the Rotary Club and on the board of The Salvation Army. Richard was a member of the local EAA chapter and flew Young Eagles on many occasions. He was a member of Tabernacle Baptist Church for 47 years and was a deacon, had taught Sunday School and been in the Adult Choir for many years.

Survivors include his wife of 47 years, Margaret Brannon Haney, to whom he was married in October, 1967; children, Richard Michael Haney, Jr. and his wife, Edie, of Carrollton, Laura Haney Joswick of Carrollton, Deanna Haney Whittaker and her husband Will, of Buford, Georgia, Lisa Haney Joswick of Carrollton, and Jeffrey Brian Haney and his wife, Lindy, of Carrollton. Also surviving are grandchildren Alec Lee, Kyle Haney, Rachel Rooks, Rebekah Rooks, Abigail Joswick, Jon Thomas Whittaker, Tyler Whittaker, Andrew Whittaker, Elise Joswick, Elizabeth Haney, Allison Haney, and Jackson Haney. Also surviving are his brother, Ronald Haney, and his wife Valerie of Anchorage, Alaska and three nieces and their husbands and children.

Richard was preceded in death by one grandson, Jeffrey Haney.

Funeral services will be held at Tabernacle Baptist Church Saturday, July 19, 2014 at 11:00 a.m. with Dr. Ron Stone officiating. Music will be by Rev. Jack Gantt, Rev. Alan Schantz and Rev. Will Whittaker.

The family will receive friends Friday, July 18,2014 from 4:00 until 7:00 p.m. at Tabernacle Baptist Church, 150 Tabernacle Drive Carrollton, Georgia 30117.

In lieu of flowers, memorial contributions may be made to Tabernacle Baptist Church. 


http://www.martin-hightower.com



CARROLL COUNTY, Ga. — Federal investigators are trying to determine why an aircraft crashed in a densely wooded part of Carroll County on Sunday afternoon and killed the pilot and his grandson. 

Family members confirmed the pilot was 70-year-old Richard Haney, a retired owner of a large car dealership in Carrollton.  They also said Haney had his grandson with him on the plane, 9-year -old Jeffrey Haney.

"Richard was a wonderful family man, a businessman and an avid aviationist," said family spokesperson Weyman Rooks.  "He passed that love of flying onto his children and grandchildren."

The National Transportation Safety Board removed most of the wreckage of the Steen Skybolt open cockpit bi-plane Monday afternoon and hauled to a hangar in Griffin so investigators can take a closer look at it.

Witness Eddie Williams said he was outside his home Sunday afternoon when he saw Haney's plane fly barely 100 yards overhead.  Williams said he immediately knew something was wrong.

"I heard it spitting and sputtering," said Williams.  "I heard the engine cut off, and when the engine cut off, it kind of glided down, and I heard somebody hollering, then I watched the plane go down and crash."

Another witness said he spotted the plan in a low-altitude nose-first spiral shortly before the crash.

Williams said he immediately dialed 911 and ran into the woods to try and help, but there wasn't much left of the plane when he arrived.

NTSB spokesperson Ralph Hicks said it appears the plane struck a tree before crashing to the ground.

"The first impact point appeared to be a tall white oak," said Hicks.  "The airplane struck the tree about 60 feet up, and about a quarter of the wing remained lodged in the tree."

Hicks characterized Haney as an experienced pilot with over 2700 hours of flight time.


Source:   http://www.wsbtv.com


CARROLL COUNTY, Ga. - Authorities have released the names of the two people killed in the crash of a small experimental aircraft Sunday in Carroll County.

Richard Haney and his grandson Jeffrey Haney, 9, were killed in the crash.

FOX 5 has learned that the victims were members of a prominent family from the Carroll County area.

The crash happened shortly before 5 p.m. Sunday in a rural area near the Oak Mountain Academy.

The aircraft caught fire after it crashed in a wooded area, according to authorities. The fire made search efforts difficult, and it took several hours for searchers to locate the second victim of the crash.

Investigators describe the experimental aircraft as a two-seat Steen Skybolt.

The National Transportation Safety Board will lead the investigation into the crash.

Source:   http://www.myfoxatlanta.com

CARROLL COUNTY -- Authorities say two people died after a plane crashed in Carrollton on Sunday.

The preliminary investigation shows the aircraft crashed in a wooded area and was destroyed by fire.

The plane's pilot, Richard Haney, 70, and his 9-year-old grandson Jeffery, were killed in the crash, a family spokesperson said.

The plane took off from West Georgia Regional Airport Sunday afternoon. The crash took place four or five miles from the airport.

Ralph Hicks, NTSB Senior Air Safety Investigator, said that there was no evidence of an in-flight fire.

Haney was an experienced pilot, Hicks said. Weather is not thought to be a factor in the crash, Hicks said.  The aircraft was a Steen Skybolt.  The crash remains under investigation.

Source:  http://www.11alive.com


 

Richard and Jeffrey Haney



Richard Haney and his grandson Jeffrey were killed in a crash.



  Jeffrey Haney, 9, was killed in the Carroll Co. plane crash



Richard Haney was killed in crash, courtesy of The Times-Georgian






 Richard Haney, 70, courtesy of The Times-Georgian



 Jeffrey Haney




Richard Haney, 70, and his grandson, 9-year-old Jeffery Haney, were killed with their small plane crashed Sunday.

Haney, of Carrollton, had been on the Rome-based River City Bank board of directors since 2009, according to the bank's website. He was also president of the Haney Family Partnership and president and CEO of Aviation Pursuits, Inc.

Federal investigators say they're planning to probe several components of the plane.   National Transportation Safety Board investigator Ralph Hicks said during a press conference that the wreckage of the small, amateur-built plane found in a wooded area near Carrolton Sunday evening spanned an area that was about 100 feet long and 50 feet wide.

Hicks says the investigation will continue Tuesday with a review of the plane's engine and flight controls. Hicks says the plane first hit a tree and the engine and propeller came off after impact. Carroll County Coroner Samuel Eady says authorities are using dental records to identify the two passengers.

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

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

NTSB Identification: WPR14CA290 

14 CFR Part 91: General Aviation
Accident occurred Friday, July 11, 2014 in Kingston, WA
Probable Cause Approval Date: 10/27/2014
Aircraft: BELL 47K, registration: N88771
Injuries: 2 Minor, 2 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot reported that he was making an approach to landing on a shoreline. As the helicopter passed through 200 feet, it encountered settling with power. The pilot was unable to arrest the descent and the helicopter subsequently impacted the water. The main rotor blades and aircraft structure were substantially damaged. The pilot reported no preimpact mechanical malfunctions or failures with the helicopter that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain aircraft control during the landing approach, which resulted in an excessive descent angle and settling with power.

Flight Standards District Office:   FAA Seattle FSDO-01KINGSTON, Wash. -- A woman who survived a helicopter crash after the aircraft plunged into the water says thoughts of her children helped her fight to stay alive.

"I knew I had to survive for my children. The thought of them without a mother is unbearable," Tatyana Kutsenko said while recuperating at a friend's beachside home.

Kutsenko has three daughters and three sons and is a single parent. She prayed for a safe flight when she boarded the helicopter with her boss and another friend early Saturday.

"I asked God to take care of us, but never believed in a million years this could happen to me," she said.

Kutsenko was sitting in the middle of three seats when the chopper dropped into the water as the pilot hovered low. The aircraft was about twenty yards from shore where the water was about six-feet deep.

She remembers hitting the water and the chopper rolling onto its side, with the tide washing in.

"The water got basically all the way to my chin and I tried to hold my head so I can breathe. It was filling so fast. It's not even minutes, it's seconds," she said.

People on shore rushed out to help free the pilot and second passenger, but neither Tatyana nor the rescuers could release her seat belt. One of the men managed to retrieve a box cutter and free her.

She is grateful to the good Samaritans who came out in boats to assist. She is also extremely grateful to be alive.

"When we're talking about you're going to survive or you're going to die, you have so much appreciation. So much, for every moment in your life," Kutsenko said. "You're still gonna see the sun. You still can go hug the people you love. You're still gonna see your kids."

While she suffered cuts and bruises and was exposed to irritating aviation fuel, Kutsenko is going to be alright. The male pilot and the other female passenger also survived with no serious injuries.

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

A rough week for Wisconsin Economic Development Corporation

Kestrel Aircraft:  All These Incentives, but No Construction, No Jobs 

It was a tough week for Gov. Scott Walker’s key job creating entity.

First, WKOW-TV reported that at least two companies receiving money from the Wisconsin Economic Development Corp. later outsourced jobs to foreign countries.

Both Eaton Corp. and Plexus Corp. got millions of dollars in financial awards from WEDC only to lay off Wisconsin workers and transfer that business to other locations.

Plexus, which provides electronics manufacturing services, laid off 116 workers from its facility in Neenah in 2012, with U.S. Department of Labor later ruling those employees were eligible for benefits under the federal Trade Adjustment Assistance program, benefits available only to employees laid off because of job outsourcing.

Eaton, an electric power management company, received a second award from WEDC even after laying off 163 workers at its plant in Pewaukee and moving those jobs to Mexico.

Now, reports are surfacing in Superior that WEDC-backed Kestrel Aircraft is nowhere close to getting its plan off the ground to build a turbojet airplane there and is arguing with state officials about future funding.

“We’ve been having challenges getting all the economic development pieces we expected in Wisconsin,” Kestrel CEO Alan Klapmeier told BusinessNorth.com in a story posted Thursday. Without additional support, the $120 million project may not go forward, he warned.

The Kestrel development was one of the highest profile projects backed by WEDC, a quasi-public agency formed by Walker to replace the former Department of Commerce in providing government incentives to private business.

The aircraft proposal generated national attention in January 2012 after Walker traveled to Superior to announce that Kestrel was going to build two new factories in that long-depressed part of the state. At the time it was hailed as “the biggest economic development since World War II” for northern Wisconsin, with talk of 100 jobs immediately, 300 the second year and 600 when manufacturing began.

Speakers during the announcement event said Kestrel was in line to receive some $90 million in new market tax credits via the state. That was $90 million figure listed in a press release from the city of Superior and was widely reported.

But 30 months after that announcement, no ground has been broken on either a plant to manufacture structural components or an assembly facility. The latest report notes a dispute between Kestrel and the state over how much was actually promised to Kestrel.

Kestrel has also received two business development loans from WEDC worth a total of $4 million but has not been making payments. It also has a $2.4 million loan from the city of Superior, with payments on that loan due to begin in October.

Last month, WEDC was rapped in a report from the Center on Media and Democracy saying the agency had created only 5,840 jobs in fiscal 2012 and 2013.

WEDC officials took issue with that figure, however, saying it had created or helped retain over 37,000 jobs over that period.

Story and Comments: http://host.madison.com

Kestrel Aircraft at the crossroads: Wisconsin Housing and Economic Development Authority denies that $60 million more was committed

Kestrel Aircraft: All These Incentives, but No Construction, No Jobs 

Kestrel Aircraft’s manufacturing future in Superior remains uncertain this summer as company owners and Wisconsin economic developers sort out the details of a 30-month-old state financing package.

“Kestral looks good, the company has confidence in the general aviation market and we have a clear financing plan,” CEO Alan Klapmeier said in a mid-June interview. But having cash in the pocket is difficult for virtually all new ventures. “We’ve been having challenges getting all the economic development pieces we expected in Wisconsin,” he added, choosing his words carefully. “We’re working through the issues.”

The project made a big splash in January of 2012, when plans were announced for Kestrel to design and construct a general aviation turbojet in Superior. Chamber of Commerce President and CEO David Minor called it “the biggest economic development since World War II.” A Kestrel engineering office was quickly established in Superior. Klapmeier and a Superior economic development team had high hopes for the company. They said it would employ 100 persons the first year, 300 the second and about 600 when manufacturing began.

But plans to construct two production plants have not advanced. One facility was to be located in Winter Business Park, where structural components were to be made from composite materials. A second was to be built three miles south at the Richard Bong Municipal Airport, where those parts would be assembled. On the Jan. 20, 2012 edition of Almanac North, Douglas County Board Chair Doug Finn said construction hopefully would begin that spring. Thirty months later, however, ground has not been broken for either plant and employment remains near the first-year mark.

The aviation company initially was able to secure public sector loans through the Wisconsin Economic Development Corp. (WEDC), city and county officials announced at the January 2012 news conference in which Gov. Scott Walker participated. Local speakers further said Kestrel would receive federal new market tax credits valued at $90 million, which are administered by the Wisconsin Housing and Economic Development Agency (WHEDA). That total was listed in the city’s news release and widely reported by the Twin Ports media. Today, however, WHEDA officials say $60 million of those credits were never offered. They note that the agency’s own press release in January 2012 only mentions $30 million. If that’s the case, why didn’t Walker say something? Nobody seems to know.

Misunderstanding?


“We never promised Kestrel anything other than the initial $30 million. We did not promise them an additional $60 million, and that’s a fact,” WHEDA spokesman Kevin Fischer said June 24 in a telephone interview.

Kestrel, which initially intended to manufacture its planes in Maine, moved to Superior for similar reasons, Minor said in the Almanac North segment.

“Basically, Maine was not able to fulfill what they promised in new market tax credits,” he said, explaining that they were administered by a private agency. “In terms of Wisconsin, the benefit is the agency named WHEDA,” which is a state agency. “They control those tax credits. They were able to commit them in a document that Kestrel signed off on.”

No matter the total, the tax credits package is not the same as cash. To receive actual money, the recipient must sell the credits to an investor who desires to reduce his or her tax load. The investor typically benefits by purchasing the credits at a discount, not full value – i.e., $90 million in tax credits might not yield $90 million to the entrepreneur.

Selling the credits wasn’t a problem for Kestrel, which had located a buyer, Klapmeier said. But $30 million falls far short of what an airplane manufacturer needs in its early stages. In 2012, Kestrel partner and board member Adrian Norris told BusinessNorth the company would incur expenses of approximately $120 million by the time its first airplane was sold.

State funds may eventually become available to construct the two production facilities, but currently, they are not. Lacking facilities to produce airplanes also means the company cannot generate sales revenue in the near future, which has become an impediment to gaining confidence with private investors.

“When a project is late one year, investors wonder if it will be late the next year,” Klapmeier explained, noting that every element of uncertainty is a handicap when attempting to raise private capital.

That said, Kestrel hopes to close soon on a private equity infusion that will again accelerate the project, he said, thanks to overseas investors who are confident about Kestrel and its ability to become profitable.

A difficult journey


Within his industry, Klapmeier is well known and respected as a visionary. That only gets you so far, however, in the lending community, where good ideas and vision are often termed “blue sky.”

Wisconsin Technology Council President Tom Still, an expert in venture capital, said Kestrel’s dilemma – in which the company hasn’t yet developed collateral in the form of inventory, machinery or structures – is common among early-stage entrepreneurs.

“It’s not unusual for young companies in any sector to have trouble raising money. A general rule of thumb is that only one in 10 will obtain angel investments. Out of those, only one of 10 move on to get equity financing,” said Still, who writes a column that is published in BusinessNorth and other periodicals.

How long does it typically take?

“Companies such as Kestrel, pardon the pun, have a long runway,” Still said. “It’s a long process, and many find it takes much longer to raise private equity than they expected.” That has been underscored, he added, by the recent recession. Although the government contends a rebound is in progress, Still believes investors remain more cautious than before the downturn began.

As companies develop, it’s not unusual for their plans to evolve, along with their financing needs. That has been the case at Kestrel. In response, Wisconsin lenders this year took a fresh look at current conditions in the private equity market, took them into consideration and restructured Kestrel’s loans, said Mark Maley, public information director for the Wisconsin Economic Development Corp. (WEDC). They also secured a $10,000 grant so Klapmeier could attend an investment conference in China, Maley said.

Further, WEDC restructured terms of its loan repayment schedule.Last December, Kestrel asked to have its payback requirements revised, and board members agreed. A similar deal was reached with the Douglas County Revolving Loan Fund Board, from which Kestrel borrowed $470,000 – approximately half of the fund’s capital.

“This is a capital-intensive business they’re in. It’s not like developing software, where the investment is a lot less,” Still said. There are additional challenges, including complicated regulatory hurdles, strong competition in the general aviation industry and a slow return on private money that’s invested early in the venture.

“They certainly got a great head start in terms of state support, which bodes well with private investors, but they’re also competing against many other entrepreneurs who also have great ideas,” Still said, including two other aviation companies in Wisconsin alone plus others internationally.

“There’s an element of risk, but that’s the nature of the business we do,” Maley said. “We’re hopeful they’ll succeed.”

Source Article:   http://businessnorth.com

Jonker Sailplanes JS1-C, N10UJ: Fatal accident occurred July 13, 2014 in Wallis, Texas

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

SHERADAN ROBERTS INC: http://registry.faa.gov/N10UJ

Flight Standards District Office: FAA Houston FSDO-09 

NTSB Identification: CEN14LA372 
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 13, 2014 in Wallis, TX
Probable Cause Approval Date: 07/07/2015
Aircraft: JONKER SAILPLANES (PTY) LTD JS1-C, registration: N60XJ
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.

About 30 minutes after takeoff, witnesses informed pilots at the departure airport that they heard a high-pitched sound followed by the sound of an impact. The glider was subsequently located in an open field about 1 1/2 miles from the airport. There were no eyewitnesses to the accident. A postaccident examination of the glider did not reveal any anomalies consistent with a preimpact failure or malfunction. Local weather conditions about the time of the accident were favorable for a glider flight. 

The pilot did not hold a current Federal Aviation Administration airman medical certificate nor was one required for glider operations. A friend of the pilot reported that the pilot had suffered a stroke about 10 years before the accident. Further, toxicological testing detected several medications commonly used to treat conditions that could be impairing as well as two medications that might also cause impairment. However, the available information was insufficient to determine whether the pilot was impaired by a medical condition or the use of a medication at the time of the accident. In addition, although ethanol was detected in the pilot’s liver, it was likely produced postmortem.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s loss of glider control and its subsequent impact with terrain for reasons that could not be determined due to a lack of available information.
 
HISTORY OF FLIGHT


On July 13, 2014, about 1330 central daylight time, a Jonker Sailplanes JS1-C glider, N60XJ, was substantially damaged when it impacted terrain near Wallis, Texas. The pilot sustained fatal injuries. The glider was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated from the Wallis Glideport (TE71), Wallis, Texas, at 1258.

A friend and fellow pilot of the accident pilot reported that the preflight inspection was performed in the hangar. The glider was then moved into position on the runway and attached to the tow rope. The tow was observed until both aircraft were about 500 feet above ground level. The takeoff was uneventful and the glider appeared to be in a proper position behind the tow plane. Approximately 1340, he was notified that the glider may have crashed. Two individuals informed him that they had heard a high pitched sound followed by the sound of an impact. The accident site was subsequently located after a brief aerial search in an airplane.

PERSONNEL INFORMATION
The accident pilot, age 67, held a private pilot certificate with single and multi-engine land airplane, and glider ratings. He did not hold a current airman medical certificate; however, a current medical certificate was not required for glider operations. His most recent medical certificate was issued on February 19, 2004, and expired on February 28, 2006.

The pilot reportedly maintained two logbooks; one for gliders and a second for airplanes. According to the logbook excerpts, the accident pilot had accumulated about 1,335 hours and 2,831 hours in gliders and airplanes, respectively. This included entries for two flights in the accident glider dated June 22, 2014. These flights totaled 1 hour and 26 minutes flight time, and were his 710th and 711th glider flights. The logbook also included an entry denoting 1 hour of "ground cockpit checkout JS1 Revelation," dated June 20, 2014. The pilot's logbook included a flight review endorsement dated October 3, 2012.

AIRCRAFT INFORMATION
The accident glider was a 2013 Jonker Sailplane Ltd. model JS1-C "Revelation", serial number 1C-049. The aircraft was a high-performance, single-place glider of predominantly composite construction. It was configured with a 21-meter wing span and a retractable single mid-fuselage/tailwheel landing gear design.

The glider was equipped with an M&D Flugzeugbau model TJ42 jet turbine sustainer engine. It was capable of developing about 40 kilograms-force (kgf) [88 pounds-force (lbf)] of thrust. The engine was positioned at the top of the fuselage, aft of the canopy. The engine assembly was retractable and enclosed completely within the fuselage when not in use.

An experimental category special airworthiness certificate was issued for the glider on November 4, 2013, for the purpose of exhibition air racing, with 0.8 hours time in service. The accident pilot purchased the glider on June 20, 2014. The aircraft logbook included an entry, dated November 8, 2013, noting completion of the FAA Program Letter Phase 1 flight time requirements. The logbook indicated that 5.9 hours flight time, and 5 takeoffs and landings were completed on November 7th and 8th. The aircraft logbook did not include any maintenance entries subsequent to the entry noting issuance of the airworthiness certificate.

METEOROLOGICAL CONDITIONS
Weather conditions recorded by the Sugar Land Regional Airport (SGR) Automated Surface Observing System (ASOS), located about 19 miles east of the accident site, at 1353, were: wind from 130 degrees at 5 knots, few clouds at 4,200 feet above ground level, 10 miles visibility, temperature 34 degrees Celsius, dew point 22 degrees Celsius, altimeter 30.07 inches of mercury.

WRECKAGE AND IMPACT INFORMATION
The glider impacted an open field about 1-1/2 miles east-northeast of the airport. A ground crater appeared consistent with initial impact of the glider. The wreckage was located adjacent to the impact crater. Each wing and the fuselage emanated from the impact crater at approximately right angles consistent with their orientation on an intact glider. The empennage had separated from the fuselage and was located adjacent to the aft fuselage.

A postaccident examination was conducted by the National Transportation Safety Board (NTSB) investigator-in-charge after the glider was recovered from the accident site. The forward portion of the fuselage, including the cockpit area, was destroyed. Both wings were separated from the fuselage. The nose and cockpit were fragmented. The instrument panel was separated from the airframe and fragmented; no useful information was recovered from the instruments. The main landing gear and strut had separated from the fuselage structure. The rudder pedals remained attached to a portion of the cockpit bulkhead/floor structure; they were deformed. The rudder cables were intact through the rudder pedal S-tubes.

The aft fuselage was separated from aft of the cockpit and sustainer engine housing to immediately forward of the vertical stabilizer. The composite structure was also split into halves along the bond line. The sustainer engine remained secured within the engine housing. However, the engine housing and fuel tank had separated from the fuselage. The fuel tank was compromised and contained no fuel.

The left wing was fragmented over the entire span. The wing spar appeared intact at the inboard end; however, portions of the outboard spar were delaminated. Most of the wing skin had separated from the spar assembly. The wing tip extension had separated from the main wing structure; it was located near the main wreckage at the accident site. The inboard portion of the left flap remained attached to the aft, inboard section of wing structure. The flap was separated into two sections near mid-span. The outboard section had separated from the wing, which was located near the main wreckage at the accident site. The aileron was separated into two sections. Both sections had separated from the wing at the hinges. The outboard section remained attached at the control rod; the inboard section had separated completely and was recovered at the accident site. Separations in the flap and aileron control linkages appeared consistent with overstress failures. The left speed brake and speed brake control linkage were deformed. The speed brake remained attached to wing structure at the inboard end.

The right wing exhibited damage along the entire span. The spar was deformed and delaminated at the inboard end, but appeared otherwise intact. The wing skin was delaminated, torn, and fragmented. The wing tip extension had separated from the main wing structure; it was located near the main wreckage at the accident site. The right flap and aileron remained partially attached to the wing. The control linkage was damaged; however, continuity was confirmed from the control surface to the wing root. The right speed brake remained attached to the wing. The control linkage to the speed brake was damaged.

The empennage had separated from the aft fuselage immediately forward of the vertical stabilizer. The horizontal stabilizer had separated from the vertical stabilizer. The left elevator was fractured near mid-span. The inboard portion of the elevator remained partially attached to the horizontal stabilizer; the outboard portion had separated. The right elevator was separated from the horizontal stabilizer and was deformed. The elevator hinge fitting remained attached to the top of the vertical stabilizer. Control continuity within the vertical stabilizer/aft fuselage section was confirmed. The rudder had separated from the vertical stabilizer. The rudder bellcrank remained secured to the control surface, and the rudder cables remained attached to the bellcrank.

The scope of the examination was limited by fragmentation due to impact damage; however, no anomalies consistent with a preimpact failure or malfunction were observed.

MEDICAL AND PATHOLOGICAL INFORMATION
An autopsy of the pilot was performed by the Galveston County Medical Examiner's Office on July 15, 2014. The pilot's death was attributed to blunt force trauma sustained in the accident.

The FAA Civil Aerospace Medicine Institute forensic toxicology fatal accident report for the pilot noted:
46 (mg/dL, mg;hg) Ethanol detected in Muscle
NO ETHANOL detected in Liver
Atorvastatin detected in Liver
Citalopram detected in Liver
Citalopram detected in Muscle
Diphenhydramine detected in Liver
N-Desmethylcitalopram detected in Liver
N-Desmethylcitalopram detected in Muscle
Valsartan detected in Muscle
Valsartan detected in Liver

A friend of the pilot noted that he had suffered a stroke about 10 years before the accident.

A review of the pilot's FAA medical records revealed that he had reported an instance of skin cancer (cutaneous T-cell lymphoma) on his medical certificate application in December 1999. His next medical certificate application, in January 2002, noted: "lymphoma cutaneous only – no metastasis to other system – total remission." The pilot's most recent medical certificate application was dated February 19, 2004. He noted follow-up physician visits for lymphoma. There was no indication of a stroke or other cardiovascular issues noted on that application. There were no subsequent medical certificate applications on file with the FAA.


An FAA airman medical certificate was not required to conduct glider operations. [14 CFR 61.23(b)(3)] However, regulations prohibit any operations with a medical condition that would make that person unable to operate the aircraft in a safe manner. [14 CFR 61.53(b)]


NTSB Identification: CEN14LA372
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 13, 2014 in Wallis, TX
Aircraft: JONKER SAILPLANES (PTY) LTD JS1-C, registration: N60XJ
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 July 13, 2014, about 1330 central daylight time, a Jonker Sailplanes JS1-C, N60XJ, was substantially damaged when it impacted terrain near Wallis, Texas. The pilot sustained fatal injuries. The glider was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated from the Wallis Glideport (TE71), Wallis, Texas, at 1258.



Rokki Ford Roberts


In Memory of Rokki Ford Roberts 

November 26, 1946 - July 13, 2014


Rokki Ford Roberts, 67, of Houston, TX, passed away on Sunday, the 13th of July 2014, doing what he loved, flying his glider.

He was born on the 26th of November 1946, in Cameron, Texas, the son of Henry Ford Roberts and Virginia Leath Roberts.

He received his Bachelor of Science degree in 1970 and his Doctor of Jurisprudence in 1972 from the University of Houston and practiced law in Houston until his retirement in 2007.

He was a United States Army veteran having served his country in the 4th Infantry in Vietnam in 1967.

He was a gifted and avid pilot and enjoyed flying his sailplane and Carbon Cub airplane. He received both his private pilot's license and glider license in 1971. He was an accomplished cross country glider pilot having flown numerous 500 kilometer flights and was working toward his 1,000 kilometer flight. He had received both his Silver and Diamond Glider Badges and was a past National Champion in motor gliders.

He loved and supported his University of Houston Cougars, rarely missing a football game, whether at home or away.

He was preceded in death by his father, Henry Ford Roberts, Aunts Pearl Dreyer, Stacy Robertson Young, and Kathryn Belman. Rokki was a very loving husband and is survived by his adoring wife, Kathy Hager Roberts; mother, Virginia "Ginger" Leath Coccaro of San Antonio; sister, Faith Roberts Kellar of San Antonio; brother, Frank Isaac and wife, Alice Ann of Union, Washington; niece, Gay Nord and husband Stan of San Antonio; nephew, Drew Kellar; wife,Heather and daughters, Olivia and Amelia of New Braunfels. He is survived by brother and sister in laws, Sue Stewart and Dewayne Phillips, Kim and Bobby Howard, all of Haskell, and Stanley and Brenda Hager of Weinert. He is also survived by his lifelong friends, John Craig Wallace of Cameron, Kathy Gann of Richmond, David Coggins of Pasadena, Al Heath of Katy, and many other friends and family.

There will be no services.

In lieu of customary remembrances, contributions in Rokki's memory may be directed to the Greater Houston Soaring Association, 13999 FM 1887, Hempstead, TX 77445; or the University of Houston, c/o Cougar Pride, 3100 Cullen Blvd., Suite 2400, Houston, TX 77204.



WALLIS, TX (KTRK) -- Authorities have confirmed that a pilot in a glider died after crashing in an open field near Wallis on Sunday afternoon.

It happened around 2pm on the 12,000 block of Reinecke Road.

The pilot has been identified as 67-year-old Rokki Ford Roberts from Houston, Texas. He was the only person on the glider.

There were no reports of on injuries to people on the ground.

Roberts departed the Greater Houston Soaring Association Airport, but never returned. It's unclear what caused the aircraft to crash.

Authorities from the Fort Bend County Sheriff's Office and The Austin County Sheriff's Office are working the incident.

FAA investigators are headed to the scene.


FORT BEND COUNTY, Texas— A 67-year-old Houston pilot was killed in a glider crash Sunday afternoon near the Fort Bend-Austin County line, deputies said.

According to the Fort Bend County Sheriff’s Office, the accident happened just around 2 p.m. in an open field in the 12200 block of Reinecker Road near Wallis.

The victim, Rokki Ford Roberts, was part of the Greater Houston Soaring Association located just off Highway 36.

Deputies said several gliders were flying together when they saw their friend’s glider crash. There were no reports on injuries to people on the ground.

Investigators from the Federal Aviation Administration are on their way to the scene.

Troopers with the Texas Department of Public Safety are also on the scene.