“We will know in a short time what we are going to do,” said Ken Glazer, the couple’s younger son and new managing partner of Buckingham Properties. “We certainly are not just giving up.”
His parents’ plane apparently lost cabin pressure on Sept. 5, lowering oxygen levels and rendering the couple unconscious while en route to Naples, Fla.
U.S. fighter jets trailed the Glazers’ Socata TBM700N (TBM900) plane for a time, with a U.S. Coast Guard C-130 overhead. The private aircraft continued out over the Caribbean, eventually ran out of fuel and crashed into the waters north of Jamaica. The C-130 crew reported spotting a debris field that first day and dropping markers, but boat crews found nothing when they searched over the next two days.
This week in an interview, their first since the crash, the Glazer sons said they have coordinates of the crash site from the National Transportation Safety Board, and a proposal from a recovery firm to do the work. The family lawyer, meanwhile, is interviewing specialty law firms nationally to evaluate the possibility of a lawsuit.
The family is not waiting on NTSB investigators, who could take eight or nine months, if not longer, to reach a conclusion.
“We are doing that (due) diligence right now,” said Rick Glazer, the older son and also a partner in Buckingham.
The plane is likely in waters more than 6,000 feet deep. Few pieces of equipment in the world are capable of operating at those depths. That equipment must be located, and then there are issues of “when can we use it, how much does it cost. There is a lot of coordination,” Ken Glazer said.
There also are questions of what there is to find, given what would happen to a plane hitting the water at high speeds, and if it could provide answers. The aircraft, a French-built Socata TBM700N (TBM900), did not archive flight data in a “black box” hardened to withstand the impact of a crash, but rather stored it on a lightly protected computer chip.
“I think there are going to be a bunch of questions that just won’t be answered,” Rick Glazer said. “But if I focus on it, I won’t be able to live my life.”
He has done some research, he said, including talking to other pilots. In the event of a loss of pressure, there should have been multiple visual and audible alarms, and ample time to descend to a safe altitude.
“You’ve got to remember, this was a guy, he was sharp as they get,” Ken Glazer said of his father. “He was methodical about a (safety and operations) checklist when he flew. If there were any buzzers going off, there were two people in the plane who could have understood what was going on.”
Jane Glazer also was a instrument-rated commercial pilot.
“I don’t think they really had a chance, obviously.”
Rich Clark often flew with Larry Glazer. The Rochester pilot was the one who originally brought the plane over from France for his friend, and joined him on a trip to Florida for specialized training — including how to respond to a loss of cabin pressure — a week or so before the crash.
The plane had no past issues with cabin pressure or other maintenance problems, Clark said. And Glazer had more than 5,000 hours on TBMs, making him perhaps the most experienced pilot of those high-performance aircraft in the nation, he said.
“In the end, it happened. We have to come to grips with it, and it’s tough,” Ken Glazer said, but the family is focused on finding a balance. “Trying to figure out why did it happen, it can lead to some anger. But I think for their sake, they want us to get up in the morning — and remember the good things.”
- Source: http://www.democratandchronicle.com
Transcript of N900KN conversations with air traffic control before the pilot lost consciousness
Pilot: TBM 900KN flight level 280
ATC: November 900KN Atlanta…
Pilot: 900KN we need to descend down to about [flight level] 180, we have an indication … not correct in the plane.
ATC: 900KN descend and maintain 250.
Pilot: 250 we need to get lower 900KN.
ATC: Working on that.
Pilot: Have to get down. And reserve fuel… limit a return… thirty-three left… have to get down.
ATC: Thirty left 900KN
Pilot: 00900KN (holds transmit button)
ATC: N0KN you’re cleared direct to Taylor.
ATC: 0KN, cleared direct to Taylor.
Pilot: Direct Taylor, 900KN.
ATC: Copy that you got descent (slope?) 200…
ATC: Descent and maintain flight level 200, and you are cleared direct Taylor.
Pilot: KN900KN (sounds confused)
ATC: Understand me, descend and maintain flight level 200, flight level 200, for N900KN
ATC: TBM, TBM 0KN, descend and maintain flight level 200
ATC: 0KN, if you hear this, transmit and ident.
ATC: N900KN, Atlanta center, how do you read?
ATC: N900KN, Atlanta Center… AC5685, keep trying N900KN
AC5685: TBM900KN, this is AC5685, how do you read? (Military aircraft?)
ATC: N900KN, Atlanta Center, how do you read?
AC5685: TBM900KN, AC5685, how do you read?
ATC: N900KN, TBM, 900KN, Atlanta Center, how do you hear this…
ATC: N0KN, descent now, descent now to flight level 200.
ATC: N900KN, TBM 900KN, if you hear this transmission, contact … center 127.87
ATC: N0KN, TBM 0KN, contact … center 127.87 if you hear this…
Any witnesses should email email@example.com, and any friends and family who want to contact investigators about the accident should email firstname.lastname@example.org.
NEW 51LG LLC: http://registry.faa.gov/N900KN
NTSB Identification: ERA14LA424
14 CFR Part 91: General Aviation
Accident occurred Friday, September 05, 2014 in Open Water, Jamaica
Aircraft: SOCATA TBM 700, registration: N900KN
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.
On September 5, 2014, about 1410 eastern daylight time (EDT), a Socata TBM700 (marketed as TBM900), N900KN, impacted open water near the coast of northeast Jamaica. The commercial pilot/owner and his passenger were fatally injured. An instrument flight rules flight plan was filed for the planned flight that originated from Greater Rochester International Airport (ROC), Rochester, New York at 0826 and destined for Naples Municipal Airport (APF), Naples, Florida. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.
According to preliminary air traffic control (ATC) data received from the Federal Aviation Administration (FAA), after departing ROC the pilot climbed to FL280 and leveled off. About 1000 the pilot contacted ATC to report an "indication that is not correct in the plane" and to request a descent to FL180. The controller issued instructions to the pilot to descend to FL250 and subsequently, due to traffic, instructed him to turn 30 degrees to the left and then descend to FL200. During this sequence the pilot became unresponsive. An Air National Guard intercept that consisted of two fighter jets was dispatched from McEntire Joint National Guard Base, Eastover, South Carolina and intercepted the airplane at FL250 about 40 miles northwest of Charleston, South Carolina. The fighters were relieved by two fighter jets from Homestead Air Force Base, Homestead, Florida that followed the airplane to Andros Island, Bahamas, and disengaged prior to entering Cuban airspace. The airplane flew through Cuban airspace, eventually began a descent from FL250 and impacted open water northeast of Port Antonio, Jamaica.
According to a review of preliminary radar data received from the FAA, the airplane entered a high rate of descent from FL250 prior to impacting the water. The last radar target was recorded over open water about 10,000 feet at 18.3547N, -76.44049W.
The Jamaican Defense Authority and United States Coast Guard conducted a search and rescue operation. Search aircraft observed an oil slick and small pieces of debris scattered over one-quarter mile that were located near the last radar target. Both entities concluded their search on September 7, 2014.