Saturday, November 15, 2014

Seaplane takes off from city, lands safely in Khindsi

Nagpur: The trial run to check the feasibility of flying an amphibian between Nagpur and Khindsi in Ramtek was held on Saturday. A Mumbai-based company Maritime Energy Heli Airservices (MEHR) has decided to operate the aircraft on the Nagpur-Khindsi-Nawegaon Khairi-Nagpur circuit.

Officials of the Director General of Civil Aviation (DGCA) were on the first flight to look at the route's safety aspect. The project is the brainchild of former Ramtek MLA Ashish Jaiswal.

The company is already operating seaplanes on Mumbai-Lonavla and Mumbai-Shirdi routes. The novel experience will, however, be quite costly. The first route costs Rs 4,500 and the second Rs 5,500. These do not include charges for other activities. MEHR is mainly targeting high-end Indian and international tourists who go to Kanha from Nagpur.

It has applied for Juhu-Girgaum route too but not much has happened after the trial run. It has plans for Goa and Gujarat too.

Siddharth Verma, promoter of MEHR, said that the sea plane ride will be a part of tourist package that will be operated in association with local tour operators. "The plane will take off from Nagpur airport and land in middle of Khindsi lake. Tourists will get down onto a floating dock and will be brought ashore by a speedboat. They will be taken to Gadmandir, Nagardhan fort, etc and then they will return to Khindsi.

"From Khindsi the plane will take off for Nawegaon-Khairi dam. We will arrange a boat safari of the dam and visits to Mansinghdeo Sanctuary and Pench National Park," he said.

Jaiswal accompanied by Ramtek MP Krupal Tumane told the media that the company presently had two aircraft Cessna 208 having a seating capacity of nine passengers and two pilots and a Cessna 204 with a passenger seating capacity of four. "Initially, they will launch operations with a nine-seater aircraft and if the response is good then a 19-seater plane would be used for the circuit," he said.

"The aircraft will fly at an altitude of between 2,500 and 4,000 feet and the flyers will get an excellent view of Nagpur city, the countryside and the dams. I have flown on Mumbai-Lonavla route and the view of the metropolis was very exciting," added Jaiswal.

The total flight timing of the circuit will be 20 minutes. "It takes 30 minutes to go to Lonavla and 50 minutes to Gangapur dam near Shirdi. Here the route shorter and hence the fares will be lower," Jaiswal said.

Verma was thankful to ex-MLA Ashish Jaiswal for his initiative. "We had applied for Juhu-Girgaum route but after the trial run it is stuck up. However, Jaiswal has been pursuing our case since months. We needed three to four months for getting a trial permission on other routes. Here it took less than a month," he said.

The MEHR chief said that he was aware that paying capacity of Nagpurians was low as compared to Mumbaites. "We have not decided the charges and they will be fixed with in consultation with local tour operators. The inaugural prices will be kept low," he said.

NEW FLIGHT ON THE HORIZON


* Amphibious sea plane will operate on Nagpur-Khindsi-Nawegaon Khairi-Nagpur route

* It will be part of a tour package that will Ramtek, Nagardhan fort, Mansinghdeo sanctuary, Kunwara Bhivsan, water sports, etc.

* The plane will take off from Nagpur airport and land in middle of the two reservoirs

* Floating docks have been created. Tourists will be brought ashore by speed boats

* Operations are expected to start by mid-January after DGCA gives the final clearance

* The charges are yet to decided and will be done in consultation with local tour operators

* The company MEHR is targeting high end tourists who go to Kanha and Nagpurians, who have the capacity to spend a lot


- Source:  http://timesofindia.indiatimes.com

Incident occurred November 15, 2014 at Greater Rochester International Airport (KROC), New York

A scare at the Rochester International Airport on Saturday after an alert two was called for an inbound flight with an engine problem.

According to the US Airways website, the flight had left the Buffalo Niagara International Airport and was headed to Philadelphia when it had to make an emergency landing in Rochester.

Airport officials say the flight was able to land safely, and no one was injured.


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

Crop dusters share kinship, comradery at annual meeting at Gaston's White River Resort

 

A unique group of aviators who share a love for flying and agriculture are meeting at Gaston's White River Resort at Lakeview Friday through Sunday.

Members of Cropdusters United, a non-profit group made up of 1,500 crop dusters from across the country, are holding their second annual meeting at the resort.

A gathering of 200 to 300--including pilots and their families--are expected for the event.

The organization's president, Perry Lowry of Hamburg, says although most won't be bringing their aircraft, there will be a dozen or so crop duster planes at Gaston's landing strip and the public's welcome to view them.

Lowry says there are about 3,000 crop dusters in the United States.

Cropdusters United was begun in 2010 and it's a group that "has connected the dots" and allows its members to put faces with names.

It's a group of kindred spirits that Lowry describes as a self-help organization.

The 32-year old Lowry says his love for crop dusters came from his father and brother, who both spent decades in the business.  


 Another member of the group, 62-year old Tommy Benton of Monette, began as a crop duster in 1976. Benton, who left the business for 15 years but now owns his own flying service, says there are risks.

But both Benton and Lowry say crop dusters are not the aerial cowboys they are sometimes portrayed. Lowry agrees there are risks, but says the industry has changed.

The two say today's crop dusters follow stringent safety procedures when spraying or using chemicals and herbicides. The pilots use respirators, and wear rubber gloves and goggles and they work to ensure chemicals they apply don't drift to other property. The men say their working season runs from February to October, and sometimes longer.

Despite the safety precautions, Lowry says there's still an element of flying by the seat of your pants.

Benton says most agricultural pilots and operators are in their 50s, 60s and 70s which leaves the future of the industry in question. There don't seem to be a large number of young people joining the ranks.

But those involved in crop dusting are a close knit family and Benton says they take pride in what they do.

That was Perry Lowry and Tommy Benton with the group Cropdusters United who are holding their annual meeting at Gaston's White River Resort. The event continues until Sunday. 


Story and Audio: http://www.ktlo.com

Airbus Worried About A400M Costs as Profit Drops: Plane Maker’s Third-Quarter Net Profit Fell 41%

The Wall Street Journal
By Robert Wall

Updated Nov. 14, 2014 5:08 a.m. ET


LONDON— Airbus Group NV’s third-quarter net profit fell 41% from a year earlier but operating profit topped analysts’ expectations and the plane maker stuck to its full-year profit guidance.

A big improvement in the plane maker’s cash generation cheered investors and shares rose 1.6% on Friday in London.

The Toulouse, France, plane maker said net profit fell to €264 million ($329 million) from €445 million on flat revenue of €13.3 billion. Operating profit was €821 million, up from €706 million a year earlier.

The plane maker delivered more unprofitable A380 super jumbos in the period and fewer earnings-boosted single-aisle and widebody jets. Free cash flow improved to €180 million from an outflow of €686 million in the third quarter last year.

“We still face a number of challenges,” Airbus Chief Executive Tom Enders said. Programs such as the A400M military airlifter and the A350 “require strong management focus,” Mr. Enders said.

Airbus said “negative cost and risk evolution” are an issue as the armies that have bought the planes are taking time to get used to them and are finding the aircraft difficult to customize.

“The objective remains to avoid any incremental [A400M] charge,” said Chief Financial Officer Harald Wilhelm. Mr. Wilhelm acknowledged that one couldn’t be ruled out.

The group, which has a much smaller range of defense aerospace programs than rival Boeing Co. , has struggled with development of the A400M plane, now in service with the French and Turkish militaries. Problems have ranged from the aircraft’s large turbo-propeller engine to some of its complex systems, causing the program to fall about four years behind plan.

Airbus has booked 174 orders for the A400M, with Malaysia the only customer beyond a group of six European countries and Turkey backing its development. Airbus might benefit from Boeing’ decision to cease building the C-17 military airlifter next year.

Some customers, such as Germany and the U.K., have cut the number of A400Ms they are taking, and more cancellations could come. Customers have the right to terminate contracts since Nov. 1. “However, management judges that it is highly unlikely that this termination right is exercised,” Airbus said.

Airbus has delivered only four A400Ms this year. “Clearly there was a target to deliver more,” Mr. Wilhem said. However, Airbus said it is sticking to a goal of handing over 10 of the aircraft this year to customers. Talks to sell other defense assets, including a holding in the Atlas Elektronik naval-technology joint venture with ThyssenKrupp AG , are progressing, Mr. Wilhelm said. “We’ve received a lot of interest,” he said.

Airbus stuck to its target of delivering the first A350 long-range jet, its newest plane, to Qatar Airways before the end of the year. European regulators approved the jet to enter service at the end of September, with the U.S. giving its green light this week.

The plane maker already has met its target of ensuring new orders for planes exceed planned deliveries this year. In the first 10 months of 2014, it secured 794 net commercial jetliner orders against planned deliveries of around 626 planes.

Orders for Airbus’s flagship A380 superjumbo remain scarce. Airbus canceled a deal with a Japanese airline for six of the planes, even though two were already built. “We are confident we can reallocate them,” Mr. Wilhelm said, characterizing as the plane’s backlog for 2016 and 2017 as healthy.

Airbus is increasingly focused on its commercial jetliner business, that represents the bulk of its sales. Among defense assets up for sale is the group’s 46% stake in French combat jet maker Dassault Aviation SA which Airbus is will sell when market conditions are right, Mr. Wilhelm said. 


- Source: http://online.wsj.com

Incident occurred November 15, 2014 in Neuville, near Quebec City, Canada



Two people were injured after a small single-engine plane made an emergency landing on Saturday afternoon in Neuville, near Quebec City.

The plane landed shortly after 12 p.m. ET Saturday in a wooded area near Highway 40 East.

Audrey-Anne Bilodeau of the Sûreté du Québec said the two people aboard the plane were transported to hospital. She said authorities do not fear for their lives.

A problem during take-off appears to have been the cause of the emergency landing.


- Source:  http://www.cbc.ca

Police: Man threw bag at plane leaving Stewart International Airport (KSWF), Newburgh, New York

NEW WINDSOR – State police say a 20-year-old Orange County man forcibly tried to board a plane at Stewart International Airport on Wednesday.

Matthew Skyer, of Goshen, faces charges of third-degree criminal trespass, a misdemeanor, and second-degree harassment, a violation.

State police in Middletown say Skyer pushed an airport worker who had closed the boarding gate in the air operations area of the terminal at approximately 4 p.m. Wednesday.

Police say Skyer then proceeded through the closed gate and onto the tarmac in an attempt to board a plane.

He managed to throw his carry-on bag in the vicinity of the plane's propeller, police said, before he was apprehended by airport operations personnel.

Skyer was arraigned New Windsor town court and sent to Orange County Jail in lieu of $2,500.00 bail.


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

Fuel Starvation: Beech F33A Bonanza, N4548S; accident occurred November 15, 2014 in Clinton, Connecticut

Front View of Main Wreckage 
Textron 

Left Side View of Main Wreckage 
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Rear View of Main Wreckage
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Right Side View of Main Wreckage
Textron 

Propeller 
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Cowl Flaps 
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Landing Gear 
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Fuel Strainer 
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Interior of Fuel Strainer
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Fuel Strainer Screen 
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Fuel Recovered from Right Wing Tank 
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Fuel Recovered from Right Wing Tank 
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Fuel Selector 
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Throttle, Aux Pump, Propeller, and Mixture Controls 
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Magneto Switch 
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Engine in Test Cell 
Continental 

Engine Running in Test Cell
Continental 

Test Club Propeller RPM and Temperature (Full Throttle) 
Continental 

Fuel Flow and Fuel Nozzle Pressure (Full Throttle) 
Continental

Fuel Pump Pressure (Full Throttle) 
Continental 


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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Windsor Locks, Connecticut
Textron Aviation; Wichita, Kansas
Continental Motors Inc; Mobile, Alabama
Hartzell Propeller; Piqua, Ohio

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

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

http://registry.faa.gov/N4548S

Location: Clinton, CT
Accident Number: ERA15LA053
Date & Time: 11/15/2014, 1606 EST
Registration: N4548S
Aircraft: BEECH F33A
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On November 15, 2014, about 1606 eastern standard time, a Beech F33A, N4548S, was substantially damaged when it impacted trees during a forced landing, after a loss of power during cruise near Clinton, Connecticut. The pilot received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91, which departed Groton-New London Airport (GON), Groton, Connecticut, destined for Orange County Airport (MGJ), Montgomery, New York.

According to the pilot, earlier in the day she had flown the airplane from MGJ to GON. She had approximately 20 gallons of fuel in each wing tank prior to departure. She did not refuel at GON.

At approximately 1555, she departed on her return flight to MGJ. After takeoff she made a left turn and established herself on course. She then climbed to 4,500 feet above mean sea level and trimmed for cruise flight, set 2,300 revolutions per minute (rpm), manifold pressure to 23 inches of mercury, and fuel flow to 13 gallons per hour.

Sometime later, air traffic control (ATC) pointed out traffic to the pilot however, the sun was directly ahead of her, and very bright, making it difficult for her to see. She then advised ATC that she was looking for traffic, and shortly afterwards, she heard "a loud explosive bang - like a gunshot." She immediately checked her instruments. The rpm had risen to "over 2,500 rpm – over redline." She then reduced the propeller control back with no effect. The airplane started to "shudder – physically shaking me." The rpm on her tachometer had now dropped to 2,000. Her airspeed had also dropped off and she began to lose altitude. She then checked her propeller setting and aggressively advanced the propeller, but there was no increase in rpm.

She contacted ATC and told them she had engine problems and declared an emergency. ATC advised her to land at Chester Airport (SNC), Chester, Connecticut, which was the nearest airport. She then requested vectors to SNC. They advised her to turn to a heading of 180° which she did. She advised ATC that she did not see the airport, nor did she see any other clearing or road. All she saw were trees, and she continued to lose altitude. She flew the airplane straight and level, as best she could, trying to maintain the airplane's best glide speed. She called ATC again requesting the location of the airport. They advised her that it was about 2 miles at her 12 o'clock position. However, she still could not see it. She realized at this point that she was not going to find the airport or any other open area before she hit the trees.

She continued to fly the airplane straight and level and decided not to put the landing gear down as she was aiming to land the airplane on top of the trees, hoping they would cushion the airplane as it descended to the ground. She reached down to shut the fuel selector off because she was afraid there might be a fire once she crashed. She knew there was still plenty of fuel on board. However, since she did it as she was approaching the treetops, she could not look at the fuel selector handle to check its setting. She knew she turned the handle, but she was not sure if she had fully turned it to the left to the "OFF" position from the right tank before the airplane then collided with the trees. 

Pilot Information

Certificate: Commercial; Private
Age: 62, Female
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 08/25/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 12/27/2013
Flight Time:  1549 hours (Total, all aircraft), 827 hours (Total, this make and model), 1018 hours (Pilot In Command, all aircraft), 13 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

The pilot held a Federal Aviation Administration (FAA) commercial pilot certificate with ratings for airplane single-engine land, and instrument airplane. Her most recent FAA second-class medical certificate was issued on August 25, 2014. She reported that she had accrued approximately 1,549 total flight hours, 827 of which, were in the accident airplane make and model.

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N4548S
Model/Series: F33A
Aircraft Category: Airplane
Year of Manufacture: 1975
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: CE-601
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 02/22/2014, Annual
Certified Max Gross Wt.: 3400 lbs
Time Since Last Inspection: 39 Hours
Engines: 1 Reciprocating
Airframe Total Time: 3016.02 Hours at time of accident
Engine Manufacturer: Continental
ELT: C91 installed, not activated
Engine Model/Series: IO-550-B
Registered Owner: SHIRLEYS EXPRESS LLC
Rated Power: 300 hp
Operator: On file
Operating Certificate(s) Held: None 

On November 4, 1999, in accordance with FAA Supplemental Type Certificate SA2200SW, the installed Continental IO-550-BA engine was replaced with a 300 horsepower, air cooled, 6-cylinder, horizontally opposed, Continental IO-550-B equipped with a Hartzell 3-bladed, variable pitch, constant speed propeller.

Its most recent annual inspection was completed on February 22, 2014. At the time of the accident, the airplane had accrued 3,016.02 total hours of operation, and the engine had accrued 866.72 total hours of operation since major overhaul.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: SNC, 416 ft msl
Distance from Accident Site: 4 Nautical Miles
Observation Time: 1555 EST
Direction from Accident Site: 8°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 320°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.27 inches Hg
Temperature/Dew Point: 3°C / -11°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Groton, CT (GON)
Type of Flight Plan Filed: None
Destination: Montgomery, NY (MGJ)
Type of Clearance: VFR Flight Following
Departure Time: 1555 EST
Type of Airspace: Class E 

The recorded weather at Chester Airport (SNC), Chester, Connecticut, located 3.7 nautical miles north of the accident site, at 1555, included: winds 320° at 7 knots, 10 miles visibility, sky clear, temperature 3° C, dew point -11° C, and an altimeter setting of 30.27 inches of mercury.

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 41.319167, -72.528333 

Examination of the accident site and wreckage revealed that the airplane came to rest inverted, in a nose and left wing down position, wedged between trees, about 6 feet above ground level.

Airplane Examination

Examination of the airplane revealed that the wings, fuselage, engine, and empennage were impact damaged. Control continuity was established to the ailerons, elevators, and rudder. The wing flaps were retracted, and the flap selector switch was in the up (retracted) position. The elevator trim position indicator displayed about a 6° nose up trim position.

The landing gear was retracted, the landing gear selector was in the up (retracted) position, and the emergency gear extension handle was stowed. The magnetos switch was in the left magneto position. The battery master and alternator switches were on, the auxiliary instrument air switch was in the on position, the pitot heat switch was in the off position. The strobes, electronic flight instrumentation, and navigation lights switches, were in the on position.

The throttle control was in the full open position, the mixture control was in the full rich position, and the propeller was in the high rpm position. The auxiliary fuel pump was off, and the cowl flaps were open.

First responders did not report an evidence of a fuel spill though both the left, and right, wing tip tanks, and the left, and right, wing fuel bladders were breached. The tip tanks were totally devoid of fuel, but fuel was discovered to be trapped in the undamaged portion of each of the wing tank's fuel bladders. About 17 gallons of fuel was recovered from the right-wing tank. Less than 1 gallon of fuel was recovered from the left-wing tank. The fuel selector was in the "LEFT TANK" position. The fuel strainer was clean, free of debris, and devoid of fuel. No fuel was recovered from the fuel supply line to the engine driven fuel pump.

Propeller Examination

The propeller had remained attached to the engine; and the blades had remained secured in the hub.

On January 27, 2015, the propeller was examined at Hartzell Propeller Incorporated.

During the examination it was discovered that the spinner dome was crushed on one side and was still attached to the spinner bulkhead, which was intact, but was bent around the edges. The engine to the propeller mounting was intact and unremarkable.

One propeller blade was unremarkable, the tip of the other two propeller blades were bent aft. None of the blades displayed leading edge impact damage.

The cylinder, piston, pitch change rod, fork, spring, and low and high pitch stops, were all intact and unremarkable. The hub assembly was also intact and unremarkable, and the preload plates displayed normal wear.

The blade bearings were all intact and unremarkable. Two of the pitch change knobs were fractured off. Metallurgical examination indicated that they had failed by ductile overload under shear or tearing stresses, with no indication of fatigue cracking.

Engine Examination

On March 24, 2015 the engine was examined at Continental Motors Incorporated (CMI).

Examination revealed that the engine had sustained impact damage during the accident sequence, and all the fuel lines going to the fuel metering assembly had broken free from the assembly. The fuel inlet fitting going to the engine driven fuel pump had broken free from the fuel pump. The ignition harness displayed tearing in several locations; however, none of the ignition lines were severed. All four engine mounts were broken consistent with impact damage. The right-side exhaust displayed bending deformation consistent with impact damage and the intake balance tube was crushed.

The fuel pump was disassembled, and the internal components were inspected. There were no anomalies noted with the engine driven fuel pump. The cylinders were examined using a lighted borescope and the pistons, cylinder bore, and valve heads displayed normal operating and combustion signatures.

The magneto-to-engine timing was then checked and compared to the specified magneto to engine timing of 22° before top dead center (BTDC) with the following results:

Left Magneto: 25° BTDC
Right Magneto: 23° BTDC

A cylinder leakage test was then performed in accordance with the latest revision of CMI Service Bulletin SB03-3 with the engine at room temperature with the following results (master orifice reading – 39 PSI):

Cylinder No.1 - 26/80 PSI
Cylinder No.3 - 6/80 PSI
Cylinder No.5 - 10/80 PSI

Cylinder No.2 - 36/80 PSI
Cylinder No.4 - 39/80 PSI
Cylinder No.6 - 50/80 PSI

The leakage source for all 6 cylinders were the exhaust valves and piston rings.

Engine Run

After the examination, the engine was prepared for an engine run by removing the propeller governor, along with various airframe related hoses. Due to damage that the engine sustained, the following parts were installed in preparation for the engine run:

Engine driven fuel pump (the fuel pump housing was damaged while attempting to remove remains of the fuel inlet fitting)

The right-side exhaust system

All four engine mounts

All three AN fittings going into the fuel metering assembly

The No.6 top spark plug

The engine was not disassembled prior to the engine run. The crankshaft end-play measured 0.01" and the run-out was 0.002". Deflection was measured at .003."

The engine was then prepared for operation by installation of thermocouples, pressure lines and test pads for monitoring purposes. The engine was then moved to a test cell, mounted for operation, and fitted with a club propeller.

During the engine run, the engine started on the first attempt without hesitation. The engine RPM was brought to 1,000 rpm to warm up the engine to normal operating temperatures. The engine was then run at 1,200 rpm for five minutes to stabilize. The engine throttle was then advanced to 1,600 rpm and held there for five minutes to stabilize. The engine throttle was then advanced to 2,100 rpm and held there for five minutes to stabilize. The engine throttle was then advanced to 2,450 rpm and held there for five minutes to stabilize. The engine throttle was then advanced to the full open position and held there for five minutes to stabilize.

The engine throttle was then rapidly advanced from idle to full throttle six times, where it performed normally without any hesitation, stumbling, or interruption in power. Throughout the engine run, the engine operated normally and there were no anomalies noted.

Flight Recorders

The airplane was equipped with a JP Instruments, JPI FS-450 Electronic Fuel-Flow Indicator, and a Garmin International, GPSMAP 496.

JPI FS-450 Device

The JPI FS-450 electronic fuel-flow indicator in the airplane was a cockpit panel mounted computerized display device that presented information to the pilot about the fuel usage of the airplane. The indicator had two modes, one mode displayed the total fuel used and the remaining fuel on-board the airplane. An accurate fuel remaining value relied on the pilot to initialize the device when refueling. The second mode displayed, in real-time, the engine fuel-flow. In addition to the display, the JPI unit could provide fuel information to the airplane's navigational systems to allow them to calculate and display fuel at various waypoints along the programmed flight track. The JPI unit could retain in its memory, fuel used and fuel remaining values after electrical power was removed.

Data extraction from the unit's memory indicated that the pilot had not initialized the device in quite some time, as the Fuel Used and Remaining values were recorded as:

Fuel Used: 285.3 Gallons
Remaining: 0 Gallons

GPSMAP 496 Device

Data extracted from the unit included 37 flights from May 11, 2014 through November 15, 2014.

The duration of the first flight on the day of the accident from MGJ to GON was recorded to be about 1 hour and 3 minutes long, starting at 10:20:03 and ending at 11:23:07. The accident flight was recorded as departing from GON about 4 hours and 18 minutes later. The airplane was then airborne for about 26 minutes with the recorded data starting at 15:41:27 and ending at 16:07:52.

Review of the data indicated that after the pilot reported the engine problem, the airplane's flight path also continued past SNC and passed within 2,373 ft from the end of runway 35, before the airplane turned to the southeast towards the area where the airplane came to rest after striking trees during the emergency landing.

Tests And Research

Fueling Information

A review of fueling information from MGJ airport revealed that the airplane was not fueled from either the full-service or self-service fuel pumps at the airport prior to departure to GON. Records indicated that the last recorded fuel transaction at MGJ for the airplane was on July 19, 2014.

Fuel System

The fuel cell installation consisted of a 40-gallon capacity fuel cell (37- gallon usable) and filler cap in each wing leading edge. The filler neck for each fuel cell contained a visual measuring tab to permit partial filling of the fuel cell. Filling the fuel cell until the fuel touched the bottom of the tab indicated 27 gallons of usable fuel, and filling to the slot in the tab indicated 32 gallons of usable fuel.

The airplane was also equipped with a 15-gallon fiberglass tip tank on each wing. Fuel in the tip tanks could be transferred to each respective main tank in cruise flight by transfer pumps mounted in the wheel wells. Sufficient fuel from the main tanks was required to be used from the main tanks prior to activating the transfer pumps to prevent fuel from being vented overboard.

Fuel System Guidance

According to the Beechcraft Bonanza F33A Pilot's Operating Handbook and FAA Approved Airplane Flight Manual (POH/AFM), The pilot was required to preplan all aspects of their flight including a proper weather briefing and adequate fuel reserves and to assure that they had enough fuel for takeoff, plus the trip, and an adequate reserve.

The POH/AFM also instructed that the pilot should preplan the fuel and fuel tank management before the actual flight, to utilize auxiliary tanks only in level cruise flight, to take off and land only on the fullest main tank, and to never use auxiliary tanks for takeoff or landing.

It also instructed to not take off with less than minimum recommended fuel plus adequate reserves, to not run the tank dry before switching tanks, to takeoff on the main tank that is more nearly full, and that when operating fuel selector, and to feel for the detent position. It also instructed to not take off when the fuel quantity gauges indicate in the yellow band, or with less than 13 gallons in each main tank.

Engine Failure and Engine Discrepancy Guidance

According to the POH/AFM, in the event of an engine failure after liftoff and in flight, if sufficient altitude was available for maneuvering, to accomplish the following emergency procedures:

Fuel Selector Valve – SELECT OTHER TANK (Check to feel detent)
Auxiliary Fuel Pump – ON
Mixture – FULL RICH, then LEAN as required
Magnetos – CHECK LEFT and RIGHT, then BOTH

The POH/AFM also contained a "NOTE" that stated:

"The most probable cause of engine failure would be loss of fuel flow or improper functioning of the ignition system."

If no engine restart occurred, the POH/AFM directed the pilot to:

Select most favorable landing site.
See EMERGENCY LANDING procedure.
The use of landing gear is dependent on the terrain where landing must be made.

The POH/AFM also under "ENGINE DISCREPANCY CHECKS," instructs the pilot in the event of a rough running engine to accomplish the following actions:

Mixture – FULL RICH, then LEAN as required
Magneto/Start Switch – CHECK LEFT and RIGHT, then BOTH

Also, if a loss of engine power occurs to:

Fuel Flow Gage – CHECK

Or if fuel flow is abnormally low to:

Mixture – FULL RICH
Auxiliary Fuel Pump – ON (Lean as required)
Auxiliary Fuel Pump – OFF if performance does not improve in a few moments

Fuel Quantity Indicator – CHECK for fuel supply in tank being used

If tank being used is empty:

Fuel Tank Selector Valve – SELECT OTHER FUEL TANK (feel for detent)

Maximum Glide Configuration Guidance

Further review of the POH/AFM also revealed that it contained guidance for maximum glide configuration to increase glide distance in the event of a loss of engine power. It instructed the pilot to accomplish the following:

Landing Gear – UP
Flaps – UP
Cowl Flaps – CLOSED
Propeller – PULL for LOW RPM
Airspeed – 105 kts/121mph

Use of the procedure would increase the glide distance about 1.7 nautical miles (2 statute miles) per 1,000' of altitude above the terrain.

Emergency Landing Guidance

When landing without power, the POH/AFM, instructed the pilot on final approach to accomplish the following actions:

Airspeed – 83 kts/96 mph
Fuel Selector Valve - OFF
Mixture – IDLE CUT - OFF
Magneto/Start Switch - OFF
Flaps – AS REQUIRED
Landing Gear – DOWN OR UP, DEPENDING ON TERRAIN
Battery and Alternator Switches - OFF

Additional Information

According to the Airplane Flying Handbook (FAA-H-8083-3B), there are several factors that may interfere with a pilot's ability to act promptly and properly when faced with an emergency. Some of these factors are listed below:

Reluctance to accept the emergency situation—a pilot who allows the mind to become paralyzed at the thought that the airplane will be on the ground in a very short time, regardless of the pilot's actions or hopes, is severely handicapped in the handling of the emergency. An unconscious desire to delay the dreaded moment may lead to such errors as: failure to lower the nose to maintain flying speed, delay in the selection of the most suitable landing area within reach, and indecision in general. Desperate attempts to correct whatever went wrong at the expense of airplane control fall into the same category.

Undue concern about getting hurt—fear is a vital part of the self-preservation mechanism. However, when fear leads to panic, we invite that which we want most to avoid. The survival records favor pilots who maintain their composure and know how to apply the general concepts and procedures that have been developed through the years. The success of an emergency landing is as much a matter of the mind as of skills.

The Airplane Flying Handbook also advised that, the key to successful management of an emergency situation, and/ or preventing a non-normal situation from progressing into a true emergency, is a thorough familiarity with, and adherence to, the procedures developed by the airplane manufacturer and contained in the POH/AFM.

NTSB Identification: ERA15LA053
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 15, 2014 in Clinton, CT
Aircraft: BEECH F33A, registration: N4548S
Injuries: 1 Minor.

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 November 15, 2014, about 1606 eastern standard time, a Beech F33A, N4548S, was substantially damaged when it impacted trees during a forced landing, after a loss of power during cruise near Clinton, Connecticut. The pilot received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under Title 14 Code of Federal Regulations Part 91, which departed Groton-New London Airport (GON), Groton, Connecticut, destined for Orange County Airport (MGJ), Montgomery, New York.

According to the pilot, earlier in the day she had flown the airplane from MGJ to GON. She had approximately 20 gallons of fuel in each wing tank prior to departure. She did not refuel at GON. At approximately 1555 she departed on her return flight to MGJ. After takeoff she made a left turn and established herself on course. She then climbed to 4,500 feet above mean sea level and trimmed for cruise flight, set 2,300 revolutions per minute (rpm), manifold pressure to 23 inches of mercury, and fuel flow to 13 gallons per hour. Sometime later, air traffic control (ATC) pointed out traffic to the pilot however, the sun was directly ahead of her, and very bright, making it difficult for her to see. She then advised ATC that she was looking for traffic, and shortly afterwards, she heard "a loud explosive bang - like a gunshot." She immediately checked her instruments. The rpm had risen to "over 2,500 rpm – over redline." She then reduced the propeller control back with no effect. The plane started to "shudder – physically shaking me." The rpm on her tachometer had now dropped to 2,000. Her airspeed had also dropped off and she began to lose altitude. She then checked her propeller setting and aggressively advanced the propeller, but there was no increase in rpm.

She contacted ATC and told them she had engine problems and declared an emergency. ATC advised her to land at Chester Airport (SNC), Chester, Connecticut, which was the nearest airport. She then requested vectors to SNC. They advised her to turn to a heading of 180 degrees which she did. She advised ATC that she did not see the airport, nor did she see any other clearing or road. All she saw were trees, and she continued to lose altitude. She flew the plane straight and level, as best she could, trying to maintain the plane's best glide speed. She called ATC again requesting the location of the airport. They advised her that it was about 2 miles at her 12 o'clock position. However, she still could not see it. She realized at this point that she was not going to find the airport or any other open area before she hit the trees.

She continued to fly the plane straight and level and decided not to put the landing gear down as she was aiming to land the airplane on top of the trees, hoping they would cushion the plane as it descended to the ground. She reached down to shut the fuel selector off because she was afraid there might be a fire once she crashed. She knew there was still plenty of fuel on board. However, since she did it as she was approaching the tree tops, she could not look at the fuel selector handle to check its setting. She knew she turned the handle, but she was not sure if she had fully turned it to the left to the "Off" position from the right tank before the plane then collided with the trees.

Examination of the accident site and wreckage revealed that the airplane came to rest inverted, in a nose and left wing down position, wedged between trees, 10 feet above ground level. Both fuel bladders were breached; however, fuel was discovered to be trapped in the undamaged portion of each fuel bladder. Approximately 17 gallons of fuel was recovered from the right wing tank. Less than 1 gallon of fuel was recovered from the left wing tank. The fuel selector was in the "LEFT TANK" position. The fuel strainer was clean, free of debris, and devoid of fuel. No fuel was recovered from the fuel supply line to the engine driven fuel pump.

The propeller remained attached to the engine; the blades remained secured in the hub. One propeller blade was unremarkable, the tip of one propeller blade was bent aft, and the third blade displayed a slight twist. None displayed leading edge impact damage.

The wreckage was retained by the NTSB for further examination.



FAA Flight Standards District Office: FAA Windsor Locks FSDO-63

CLINTON, CT (WFSB) - Crews responded to the scene of a single-engine plane crash in Clinton on Saturday afternoon.

The plane crashed into trees near a home on Princess Pine Lane at about 4:10 p.m.

According to town officials, 62-year-old Shirley Onacilla from Jersey City, NJ, was flying to Orange County, NY, when she experienced engine issues. Onacilla called for help and crews were trying to get her to Chester Airport, but she lost power.

Neighbors who saw the whole thing unfold raced up to help the pilot.

"I just heard trees. You could hear a couple trees getting nicked, and then I looked up and it just stopped," said Robert Baptista.

Baptista was splitting wood in his backyard when he saw the plane come crashing down just 150 feet from his house. He and his father-in-law immediately rushed to help Onacilla.

"Put the ladder up onto the cockpit, climbed up there and tried to help her get out," Baptista explained.

Onacilla was flying from Groton-New London Airport to Orange County, NY. Baptista said she didn't say much after she crashed.

"She was very calm, actually, calmer than I was," Baptista said.

According to officials, Onacilla was alert and conscious when she was rescued. She was taken to Middlesex Memorial Hospital in Westbrook and was released after being treated for minor bruises and cuts.

Onacilla was the only person on board, and police said they can't thank Baptista enough for his selfless actions in the face of an emergency.

"He was fantastic. He was calm, cool and collected throughout the whole ordeal," said Sgt. Jeremiah Dunn from the Clinton Police Department.

The plane is in a precarious position, and there is fuel on board. Clinton police and fire departments will be on the scene overnight to monitor and secure the situation for tomorrow.

The National Transportation Safety Board and the Federal Aviation Administration were notified and are expected to investigate Sunday.

Read more: http://www.wfsb.com


A small plane crashed in a residential neighborhood in Clinton Saturday afternoon.

The crash occurred about 4:10 p.m. in the woods behind 7 Princess Pine Road. Liz Egan of Clinton told News 8 via Report-It that her neighbor first heard the branches breaking in the woods near his home on Ironworks Road. When he looked up, he saw a cloud of smoke coming from the woods.

Egan said that the pilot was able to walk away from the wreck, but was taken to the hospital by a local ambulance.

News 8 spoke with Clinton First Selectman Willie Fritz, who told us the pilot was a 62-year-old woman flying to Orange County, New York. Fritz said the pilot made a distress call that she was running out of gas. She was instructed to land the Beech BE-33 aircraft at Chester Airport, but she ran out of fuel less than five miles from the airport.

Clinton fire officials said they expect to be on the scene until the National Trasportation Safety Board (NTSB) arrives to take over the investigation.


Story, comments and video:  http://wtnh.com



Firefighters rescued a pilot trapped in a single-engine plane that crashed into the woods 100 feet from a house in Clinton on Saturday afternoon, according to Clinton First Selectman William Fritz.

Fritz said the plane, which was attempting to land at Chester Airport, went down around 3 p.m. in the area of Princess Pine Road and Ironworks Road. A homeowner was in the backyard splitting wood when the plane barreled into the trees.

The homeowner brought a ladder up to the crash site and talked to the pilot, who was conscious and alert, but couldn't get the pilot out, Fritz said.

According to Fritz, the plane appears to have run out of fuel. The pilot, who firefighters pulled from the plane, has been taken to Middlesex Hospital for treatment of non-life threatening injuries.

The National Transportation Safety Board is heading to the scene to investigate the crash. Fritz said the plane is still dangling from the trees 8-10 feet from the ground.

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







Tiger Moth DH-82A, N28681: Accident occurred November 15, 2014 at Peach State Airport (GA2), Williamson, Georgia

NTSB Identification: ERA15LA052 
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 15, 2014 in Williamson, GA
Probable Cause Approval Date: 01/05/2016
Aircraft: DEHAVILLAND TIGER MOTH DH 82A, registration: N28681
Injuries: 1 Serious, 1 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.

According to the pilot, the airplane’s engine power and performance were “good,” and the airplane demonstrated its “gentle” handling characteristics through both left and right 30-degree banking turns. The airplane crossed the airport about traffic pattern altitude and then entered a vertical, nose-down descent. The pilot reported that he could not recall how the airplane transitioned from level flight to a nose-down descent. However, it is likely that the pilot did not maintain airspeed and that the airplane exceeded its critical angle-of-attack. During the descent, the pilot held the control stick fully aft, and the elevator gained enough authority to allow him to level the airplane just above ground level as he flew it between a parked airplane and the airport restaurant. The airplane then collided with a flagpole, the restaurant, and terrain before coming to rest upright. The pilot said that, once the airspeed increased sufficiently during the descent, he had full flight control authority. He reported that there were no mechanical deficiencies with the airplane 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 airspeed while maneuvering, which led to the airplane exceeding its critical angle-of-attack and experiencing an aerodynamic stall at an insufficient altitude to fully recover before collision with obstacles and terrain.
 
On November 15, 2014, about 1030 eastern standard time, a DeHavilland DH82A Tiger Moth, N28681, was destroyed during collision with structures and terrain following a loss of control in flight at Peach State Airport (GA2), Williamson, Georgia. The private pilot sustained minor injuries, while his pilot-rated passenger was seriously injured. Visual meteorological conditions (VMC) prevailed, and no flight plan was filed for the personal flight, which originated from GA2 about 1020. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot was interviewed by telephone and provided a written statement. He said the purpose of the flight was to familiarize the passenger with the operation of the airplane.

According to the pilot, the preflight inspection, engine start, warm-up, taxi, and takeoff were conducted with no anomalies noted. He briefed the passenger that he would depart from runway 31, perform some turns, and return over the airport in order to enter a right downwind for landing on runway 13.

The airplane's engine power and performance were "good" and the airplane demonstrated its "gentle" handling characteristics through both left and right 30-degree bank turns. The pilot said he crossed the airport about traffic pattern altitude, and then remembered being in a vertical, nose-down descent. He said he had no recollection of how the airplane transitioned from level flight to descending nose down.

The pilot stated that he held the control stick fully aft during the descent, and that the elevator gained enough authority to level the airplane just above ground level, as he flew between a parked airplane and the airport restaurant. The airplane then collided with a flagpole, the restaurant, and terrain before coming to rest upright.

The pilot said that once the airspeed increased sufficiently during the descent, he had full flight control authority.

Photographs of the wreckage by a local media outlet revealed that the entire tube and fabric structure of the airplane was completely destroyed. A flag and flagpole were seen entangled with the wreckage. The engine and propeller were not visible.

According to Federal Aviation Administration (FAA) and maintenance records, the airplane was manufactured in 1945. Its most recent annual inspection was completed October 3, 2014, at 1,749 total aircraft hours.

The pilot held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third class medical certificate was issued in April 8, 2014. The pilot reported 1,400 total hours of flight experience, of which 305 were in the accident airplane make and model.

The pilot reported that there were no mechanical deficiencies with the airplane that would have precluded normal operation.

http://registry.faa.gov/N28681 

NTSB Identification: ERA15LA052
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 15, 2014 in Williamson, GA
Aircraft: DEHAVILLAND TIGER MOTH DH 82A, registration: N28681
Injuries: 1 Serious,1 Minor.

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 November 15, 2014, about 1030 eastern standard time, a DeHavilland DH82A Tiger Moth, N684RA, was destroyed during collision with structures and terrain following a loss of control in flight at Peach State Airport (GA2), Williamson, Georgia. The private pilot sustained minor injuries, while his pilot-rated passenger was seriously injured. Visual meteorological conditions (VMC) prevailed, and no flight plan was filed for the personal flight, which originated from GA2 about 1020. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot was interviewed by telephone and provided a written statement. He said the purpose of the flight was to familiarize the passenger with the operation of the airplane.

According to the pilot, the preflight inspection, engine start, warm-up, taxi, and takeoff were conducted with no anomalies noted. He briefed the passenger that he would depart from runway 31, perform some turns, and return over the airport in order to enter a right downwind for landing on runway 13.

The airplane's engine power and performance were "good" and the airplane demonstrated its "gentle" handling characteristics through both left and right 30-degree bank turns. The pilot said he crossed the airport about traffic pattern altitude, and then remembered being in a vertical, nose-down descent. He said he had no recollection of how the airplane transitioned from level flight to descending nose down.

The pilot stated that he held the control stick fully aft during the descent, and that the elevator gained enough authority to level the airplane just above ground level, as he flew between a parked airplane and the airport restaurant. The airplane then collided with a flagpole, the restaurant, and terrain before coming to rest upright.

The pilot said that once the airspeed increased sufficiently during the descent, he had full flight control authority.

Photographs of the wreckage by a local media outlet revealed that the entire tube and fabric structure of the airplane was completely destroyed. A flag and flagpole were seen entangled with the wreckage. The engine and propeller were not visible.

According to Federal Aviation Administration (FAA) and maintenance records, the airplane was manufactured in 1945. Its most recent annual inspection was completed October 3, 2014, at 1,749 total aircraft hours.

The pilot held a private pilot certificate with a rating for airplane single engine land. His most recent FAA third class medical certificate was issued in April 8, 2014. The pilot reported 1,400 total hours of flight experience, of which 305 were in the accident airplane make and model.

The pilot reported that there were no mechanical deficiencies with the airplane that would have precluded normal operation.


Federal Aviation Administration Flight Standards District Office: FAA Atlanta FSDO-11




WILLIAMSON - According to information obtained from the Federal Aviation Administration (FAA), a de Havilland Tiger Moth aircraft crashed upon departure from Peach State Airport in Williamson this morning.

According to local sources, one person was transported by Life Flight to Grady Hospital and the other was transported by ambulance to a local hospital. Pike County E911 received an emergency call at 10:39 a.m.

Kathleen Bergen, Public Information Officer for the FAA Southern Region, advised that two people were aboard the vintage biplane when it went down. "The FAA is investigating," she said. "We will update this statement when we have new information."   



ATLANTA  -  A small, vintage plane crashed with two people on board.

Federal Aviation Administration investigators say the de Havilland Tiger Moth plane crashed on departure from the Peach State Airport in Williamson.

The crash happened at about 10:30 Saturday morning.

The FAA is investigating.