Tuesday, November 25, 2014

Groups sue to keep Newport Coast Guard base



NEWPORT, Ore. (KOIN 6) — The Newport Fisherman’s Wives Group is among those filing a lawsuit to stop the planned closing of the Newport Coast Guard air base. Wyden, Merkley and Schrader promised to do everything possible to keep the Coast Guard helicopter in Newport.


The suit claims the Coast Guard move would be “a death sentence to commercial fishermen” and it says Coast Guard helicopters that would now have to come from Astoria or North Bend “cannot reach central Oregon coast victims in the 30 to 45 minutes that is recognized as the normal survival window in these cold ocean waters.”

The wives, the City of Newport, Lincoln County and the Port of Newport addressed the media Tuesday afternoon.

“I understand budgets and funding and while that is compelling, you can’t tell a family that this was the excuse given,” said Jennifer Stevenson of the Newport Fishermen’s Wives. “This is a huge importance to us.”

The Coast Guard officials said they’ve made big investments in technology and communication to locate people in trouble while on the open sea. They also say having rescue helicopters at Astoria and North Bend mean they still comply with federal search and rescue response standards.

But that is cold comfort for people like Lincoln County commissioner Terry Thompson, who had a fire aboard one of his own fishing boats. He said it was “a long wait” until that Coast Guard helicopter arrived.

“You can’t believe how happy I was to see that come over the horizon,” Thompson said.

The suit seeks immediate action from a federal judge in Eugene to keep the Coast Guard helicopter in Newport. The air facility was initially set to close November 30, but that date has been moved to December 15.

In late October, following a plea from Oregon Senator Jeff Merkley, Congressman Kurt Schrader, Congresswoman Suzanne Bonamici, members of the Newport Fisherman’s Wives Group, along with commercial fishermen and coastal first responders, the U.S. Coast Guard delayed the closure of the Newport helicopter facility.


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

New satellite technology promises smoother, quieter descents into KBWI airport

Fliers arriving in the Baltimore region this holiday season may notice smoother descents into BWI Thurgood Marshall Airport, while residents in Towson and other area suburbs might hear a bit less noise overhead.

Thanks to new state-of-the-art satellite technology installed at the Anne Arundel County airport this month, arriving planes from the northwest now are able to drop from cruising altitude to the runway in a "smooth, continuous arc," rather than the "traditional staircase descent" they've used in the past, the Federal Aviation Administration said this week.

The technology is part of the nation's NextGen system that the FAA, which handles air traffic control, has been tasked with rolling out at airports across the country, to the tune of $40 billion in federal and airline funding.

The system will eventually take BWI and other major airports from 1940s radar technology "basically to what we all have in our pockets with GPS," said Paul Wiedefeld, the airport's CEO.

"I think it's something that's decades late," he said — and he's not alone.

Last week, several members of Congress expressed frustration at a House Transportation Committee hearing with what they perceived to be the slow pace of the FAA's NextGen rollout.

The FAA responded in part Sunday by promoting the Nov. 13 launch of the satellite technology at BWI, which it says makes the Washington region "the first in the nation to have three state-of-the-art, satellite-based highways in the sky running side by side by side, each dedicated to one of the three major airports in the region."

The system is in place at Washington Dulles International Airport and Reagan National Airport.

"The national capital region is reaping the benefits of NextGen and this announcement further highlights how the federal government is making a difference," Transportation Secretary Anthony Foxx said in a statement.

Wiedefeld said BWI's position in the region, which also includes Joint Base Andrews Airport, made the need for improvement even greater than in other areas of the country.

"Anything they can do to basically make that easier for everybody, both the pilots and the air traffic controllers, is a good thing, because it's a complicated airspace," he said.

Michael Huerta, the FAA's administrator, said in a statement on the BWI launch that the "whole point of NextGen is to get air travelers to their destinations safely and on time," which is "never more important than during the busy holiday season."

The so-called Optimized Profile Descent routes allow airlines to save time in the air, increase the likelihood of on-time arrivals and departures, and reduce fuel consumption and carbon dioxide emissions, officials said.

The FAA estimated airlines will burn at least 2.5 million fewer gallons of fuel and emit 25,000 fewer metric tons of carbon dioxide in the region's skies annually.

Wiedefeld said that noise will also be cut in areas where planes used to make "step downs" in their descents, including over Towson. "The stepdowns create quite a bit of noise," he said.

Southwest Airlines — BWI's predominant carrier — questioned the benefits of the program to date.

"The premise of NextGen procedures is to create greater efficiencies through fuel conserving descents and reductions in miles flown, as well as a reduction in greenhouse gases and noise," said Rick Dalton, Southwest's director of airspace and flow management, in a statement. "Early indicators at BWI, one of the busiest airports, suggest that the new procedures are not delivering those results and are adding complexities within our operation. We will continue to evaluate the procedures and collect data on perceived efficiencies moving forward."

Future work will introduce satellite-based departure routes at BWI, the FAA said, though a spokesman said he did not have a specific date for the expansion.

Officials at BWI said the airport has also made recent progress in its multiyear project to bring its runways up to federal standards by the end of next year.

On Saturday, the airport reopened one of its primary commercial runways, which has been closed since July for reconstruction, for the Thanksgiving travel period, when AAA Mid-Atlantic has estimated 72,800 Marylanders will fly between Wednesday and Sunday.

Additional work on the runway will require subsequent closures through the end of the year, but flight disruptions are not expected.

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

Windstorm caused serious damage to Burlington Airpark

 
Severe damage to planes and hangars at Burlington airport on Bell School Line south of Britannia Rd Burlington fire and Halton Police on scene, airport has been closed due to high winds.
 Photo credit:  Andrew Collins


Nearly 4,000 hydro customers lost power and the city’s rural airport was hit hard when a windstorm blew through Burlington and much of southern Ontario on Monday.

The storm was at its peak from late afternoon to the early evening with Environment Canada predicting wind gusts up to 90 or 100 km/h.

Burlington Hydro crews scrambled to remove downed trees and branches that brought down power lines. Most of the electrical outages occurred in pockets south of the QEW and north of Dundas Street.

Christine Hallas, a spokesperson for Burlington Hydro, said about 3,800 of its customers were without power for varying amounts of time from early to mid-evening.

“You have to clean up the (fallen) trees before you can get the (power line) repairs done,” she said.

There were just six customers waiting for their electricity to return as of noon; they were expected to back on the grid later today.

The high winds caused serious damage to the Burlington Airpark, a busy, privately-owned airstrip on Bell School Line, south of Britannia Road.

Airpark spokesperson Tim Crawford said there was widespread damage to a number of airplane hangars but that it could have been much worse.

“Virtually none of the planes were damaged” that were inside the hangars, he said.

A row of nine sheet metal hangars anchored to a foundation “facing west, into the teeth of the wind, lifted and flew over another row of hangars” without touching anything else, Crawford said.

Only one of eight planes that were inside the nine airborne hangars was affected, although that aircraft sustained significant damage.

“The most amazing thing is to see the planes virtually untouched,” said Crawford.

No one was injured, he said, but he noted one man was inside one of the hangars when it flew away.

“He saw the (hangar) door starting to buckle and the next thing he knew he was looking at his vehicle,” parked outside.

Burlington Airpark owner Vince Rossi is out of the country but Crawford, an administrative advisor to Rossi, said he has been made aware of the damage.

The airpark lost power around 6 p.m. but had it restored overnight.

“The airport was open and operating this morning,” Crawford said of the airpark, which accommodates small private planes and air ambulance aircraft.

There was a lot of cleaning up of debris to be done.

Crawford noted Monday’s windstorm wasn’t the worst disaster to hit the 50-plus-year-old airpark. In December 1999, a fire swept through a row of hangars causing $7 million in damage to planes and vehicles.

In other damage reported around the city on Monday, downtown resident Flora Dooley said a large limb on their mature maple tree came down around 4:30 p.m.

The Hurd Avenue home’s deck was damaged as was the cover on a hot tub. A glass table was destroyed.

A two-kilometre stretch of the North Service Road, from Heritage Road to Walker’s Line, was closed in both directions around 6 p.m. for downed hydro wires.

A tree struck a vehicle on Lakeshore Road, near Guelph Line, around 4:20 p.m. Halton police say no injuries were reported; the westbound lanes of Lakeshore Road were partially blocked in the area.

Around the same time, a report came in to police about a hydro pole that was leaning on Walker’s Line near Berton Avenue, just south of Dundas Street.

A resident contacted the Post to say a large tree branch came down around 4:30 p.m. on Brant Street across from St. John School, not long after students had been let out for the day.

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


 
The Burlington Airpark sustained significant damage from Monday's windstorm. Nine airplane hangars were lifted and tossed aside by the high winds. Here, three planes sit apparently without damage but missing their protective sheet metal hangar. 


 
Here lies the remnants of one of the nine metal airplane hangars at the Burlington Airpark that were tossed aside during Monday's windstorm.

Midlander Kassie Miller earns private pilot license

Kassie Miller
Kassie Miller, 17, a homeschooled senior from Midland, recently earned her private pilot license. Miller flew to Cadillac Wexford County airport where she successfully completed her private pilot checkride with FAA Designated Examiner Kevin Spaulding.

Miller comes from a family of pilots. Her father is an American Airlines captain and check airman on the Boeing 737. Three of her uncles are also professional pilots. Her great aunt was a pilot in the 1940s, and her grandfather, Carl Grebe, 95, of Midland, was a fighter pilot in World War II.

Miller attended Midland Aviation Camp in 2013 and was a camp staff member in 2014. She was selected as one of three Kids to Oshkosh by Midland EAA Chapter 1093 and earned a trip to the 2013 EAA AirVenture at Oshkosh, Wis. She also attended a four-day event for high school age young women at Oshkosh, Women Soar/You Soar, in 2014.

Miller is a member of the Meridian Aero Club, based at Midland Barstow Airport, and flies their Cessna 172, N61635. Her ground instructor was Paul Ries and her flight instructor was Linda Langrill.

She is the daughter of Scott and Joan Miller, and she has one younger brother, Scotty.


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

Robinson R44, N19DV: Accident occurred August 21, 2009 in Tonopah, Nevada

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

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

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

NTSB Identification: WPR09LA411
14 CFR Part 91: General Aviation
Accident occurred Friday, August 21, 2009 in Tonopah, NV
Probable Cause Approval Date: 05/26/2011
Aircraft: ROBINSON R44, registration: N19DV
Injuries: 3 Serious.

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 was providing aerial surveillance of a car that was in an off-road rally race. A passenger recalled that they had just climbed over a hill, and made a low banking turn to get behind a car that was in the race. He saw a steep cliff-like ridge ahead, and was concerned about hitting it. As they cleared the ridge by about 20 feet, he heard the engine sound change pitch. The helicopter banked right, and slowed down. The passenger heard the pilot say "no" several times as well as “come on,” followed by the sounding of a horn. The helicopter collided with the ground, touching down on the skids. The helicopter turned as it went downhill, and rolled over onto its right side. A postaccident examination of the airframe and engine revealed no anomalies that would have precluded normal operation. The density altitude was calculated to be about 10,300 feet. Examination of the performance charts for the helicopter indicated that, at the weather parameters for this flight, the power required for the maneuvers attempted exceeded the power available.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot’s failure to maneuver the helicopter within its performance capabilities while at a low altitude in mountainous terrain and in high density altitude conditions.

Michelle Nunley says all she could think about as she plunged to earth in a crippled helicopter was her husband and six children: “Who was going to take care of them?”

Miraculously, Nunley survived the 2009 crash in the Nevada desert. But what happened to the Tulare Union High School principal over the next five years can best be described as a legal nightmare, her lawyer says.

This month, a Fresno County Superior Court jury awarded Nunley $805,000 in damages after finding her lawyer, Charles M. Barrett, and his employer, the Sacramento law firm of Dreyer Babich Buccola Wood, had committed malpractice in filing a lawsuit against the helicopter company.

The defendants are refusing to pay the jury’s award. In fact, the law firm plans to file post-trial motions that could dramatically reduce it, says Sacramento attorney Mark Ellis, who represents Dreyer Babich.

Nunley’s attorney, Ken Fitzgerald of Visalia, says he’s stunned: “They want to continue to put my client and her family through hell.”

Nunley’s bio reads like a made-for-television movie — a hometown girl who got a credential so she could teach science at her alma mater, Class of 1990. In 2004, she earned a doctorate degree, which helped her ascend to Tulare High principal in 2006.

Her storybook career is rivaled by her personal life: She and husband Greg Nunley, a local developer, are raising five children of their own and building a new home in Tulare. Yet she didn’t hesitate to help when she found out one of her students, who was having trouble in school as a freshman, had been abandoned and was bouncing around foster care.

She invited the boy to live with her family, became his guardian, and made sure he was doing his homework. That boy is Romello Harris, one of the best high school running backs in the San Joaquin Valley. Harris has a 4.0 GPA and a scholarship offer to Duke.

Her life today is remarkable given what happened Aug. 20, 2009, the day she stepped into a Robinson R-44 helicopter to watch her husband participate in an off-road race from Las Vegas to Reno. An hour into the flight, the helicopter crashed in a ravine about 25 miles west of Tonopah, Nev.

Nunley suffered a broken back, a broken thumb and lacerations and bruises to her body. She is permanently disabled and lives in constant pain, Fitzgerald says.

She needed help with her recovery, so she turned to Dreyer Babich, one of the premier personal injury law firms in California. It is anchored by Roger Dreyer, a “Top Ten Super Lawyer of Northern California” who has tried more than 125 civil jury trials and obtained several multimillion-dollar jury verdicts.

Court records say Dreyer assured Michelle Nunley he would work with Barrett, who worked out of the firm’s Fresno office, on the helicopter lawsuit.

Nunley knew of Dreyer’s reputation (he had previously represented her uncle) but didn’t know Barrett had a long record of discipline by the State Bar of California since 1995. Barrett, who has been practicing law since 1980, was on probation when he dealt with the Nunley family. Barrett no longer works for the Dreyer Babich firm, says its civil attorney, Ellis. Barrett says he’s now in private practice in Fresno.

Dreyer and Barrett, who are high school buddies, referred questions to Ellis, who says the firm offered to settle the lawsuit for $325,000. The Nunleys wanted “more than $3 million,” he says.

Fitzgerald says Dreyer Babich’s offer would not have covered Michelle Nunley’s past and future medical bills. He says he’s frustrated by the big firm: “It’s cases like this that give lawyers a bad name.”

Untangling the crash

Fitzgerald says the helicopter “looked like someone had stepped on an aluminum can.”

The legal issues that have followed are nearly as tangled.

There were two others in the helicopter: owner-pilot David Vanyo and passenger Victor Rangel, an acquaintance of Vanyo who wanted to watch the race from the air. Fitzgerald says Greg Nunley and Vanyo had done business in the past, so as a favor Vanyo took Michelle Nunley along for the ride.

After the crash, Vanyo’s insurance company offered to pay $1 million to be split between Michelle Nunley and Rangel. Because Nunley’s injuries were more serious than Rangel’s, she sought help from Dreyer Babich.

On Aug. 25, 2010, Nunley signed a contingency-fee agreement with Dreyer Babich. Court records say Dreyer assured Nunley in a telephone call that “he would be working with Barrett on their case and would be overseeing everything and that Barrett was a very good attorney.”

Though the crash was in Nevada, Barrett sued Vanyo and the manufacturer, Robinson Helicopter Co., in Tulare County Superior Court for personal injury and product liability. Meantime, Rangel filed a lawsuit in Maricopa County Superior Court in Arizona against Vanyo and the Nunleys. Vanyo lives and works in Arizona.

The Nunleys contacted Barrett, who told them he would take care of the Arizona suit, court records say.

The Nunleys’ lawsuit fell apart in December 2011, when the Tulare County court ruled it had no jurisdiction because the crash happened elsewhere. Then in April 2012, the Nunleys were hit with an $800,000 judgment in the Arizona complaint because Barrett and his firm failed to fight it, court documents show.

The Nunleys settled with Rangel. He would get $800,000 from Vanyo’s $1 million insurance policy; she would get $200,000.

Suing in Fresno County

In November 2012, the Nunleys sued Barrett and his firm, now known as Dreyer Babich Buccola Wood Campora, in Fresno County for malpractice.

The trial in Judge Jeffrey Hamilton’s courtroom took nearly seven weeks. Fitzgerald says the Nunleys spent more than $100,000 on expert witnesses.

After four day of deliberations, the jury said Barrett and the law firm acted below the standard of care in filing the helicopter lawsuit in Tulare County and that Michelle and Greg Nunley did nothing wrong in suing them for malpractice. Ellis says Hamilton dismissed the Arizona action before it reached the jury.

In deciding liability, jurors found Barrett was 53% responsible for the $805,000 in damages and the law firm was 47% responsible.

No money has changed hands. Ellis says the law firm is entitled to recover court costs and a judgment against Greg Nunley because he was initially a plaintiff in the civil action but lost all of his claims against Dreyer, Barrett and the law firm. Dreyer also was dismissed from Michelle Nunley’s suit.

“We feel the claims made against Mr. Dreyer individually were really frivolous and made in an attempt to force the case to settle,” Ellis says, noting that the Nunleys initially demanded nearly $7 million to settle the case.

In addition, Ellis says Barrett and the firm did not err in filing the helicopter suit in Tulare County. He says post-trial motions will show it was the appropriate place to file the lawsuit.

To which Fitzgerald throws up his hands.

“For seven weeks, all they did was blame the Nunleys. It’s time for them to take responsibility for their screw-up.”

- Source:  http://www.fresnobee.com

Airport policy irritates 'copter owner: Lewiston-Nez Perce County Airport (KLWS), Lewiston, Idaho

Morgan Lohman complains to Lewiston council, says not being able to take off from hangar is hurting business
 

The owner of a helicopter services company complained to the Lewiston City Council Monday night that the Lewiston-Nez Perce County Regional Airport Authority is hurting his business by not letting him take off from his hangar.

But the airport manager said the airport authority board is simply holding Lohman Helicopter to the terms of its hangar lease.

Story and comments (subscription required):  http://lmtribune.com

Despite judge’s order, airport says county treasurer is not paying bills: Martha's Vineyard Airport (KMVY), Vineyard Haven, Massachusetts

In yet another county-airport skirmish, Dukes County treasurer Noreen Mavro Flanders is not processing airport invoices, airport official claims.


Martha’s Vineyard Airport Commission (MVAC) chairman Constance Teixeira said that Dukes County treasurer Noreen Mavro Flanders has refused to process invoices the airport authorized for payment despite a preliminary injunction Dukes County Superior Court Associate Justice Richard J. Chin issued August 7 ordering her to pay duly authorized airport bills

The 17 invoices, totaling approximately $42,000, are for routine airport expenses, and are either approaching overdue status or already overdue.

“We received communication from the county treasurer that once again, and despite a direct court order, she was refusing to process airport invoices for payment,” Ms. Teixeira said in a statement read at an airport commission meeting Friday, November 21.

Under strict state and federal funding rules, airport revenue may only be used for airport-related aviation projects. Though there is no legal requirement to do so, the county-owned airport hires the county treasurer to process airport bills, an arrangement that funnels airport revenue into county coffers.

Airport manager Sean Flynn told The Times in a telephone conversation Tuesday that the airport is evaluating additional legal action, which could include filing a complaint asking the court to hold Ms. Mavro Flanders in contempt of the preliminary injunction, or negotiate an out-of-court resolution to the latest dispute.

A woman who answered the phone in the treasurer’s office Tuesday morning told The Times that Ms. Mavro Flanders was unavailable for comment. Asked if the treasurer was in the office or could be contacted later, the woman repeated that the treasurer was unavailable for comment.

Payment procedure


The county treasurer takes a unique approach in order to calculate how much of her office’s time is devoted to airport affairs. Rather than an hourly rate, the office calculates how much to charge the airport based on invoice inches, according to Mr. Flynn.

He said the county treasurer allocates the airport’s share of the county’s total cost for accounting services, by measuring the length of submitted airport invoices, including invoice pages that have nothing to do with billing amounts, against non-airport invoices.

Mr. Flynn is authorized by the airport commission to approve bills for payment. He said he is frustrated that Mr. Mavro Flanders duplicates the effort of his staff to verify and approve invoices every month.

Mr. Flynn said that in an attempt to make the process more efficient and less costly, invoices now include only the necessary information for Ms. Mavro Flanders to process the bills. “She has been provided with cover sheets which show previous balance, previous amount paid, current charges, current due, and total due,” he said.

Mr. Flynn said he reviews each invoice to make sure the charges were incurred by the airport, and that the charges are accurate, in accordance with his legal and fiduciary obligations. “This is in no way an attempt to be secretive, as to what we’re paying various vendors; this is just to streamline the process to meet all requirements, so that we are providing enough information, but not duplicating effort, not doubling the amount of effort,” he said. “We’re trying to use current technology, current ways of thinking, and not staying with a process that is antiquated, just for the sake of staying with an older process. There are accusations we’re attempting to be secretive. That is absolutely not the case.”

Deja vu all over again

 
In a series of emails to Mr. Flynn, Ms. Mavro Flanders said she was not refusing to make the payments, but reminded the airport manager that there was insufficient detail in the invoices, a point Mr. Flynn disputes.

She said she would file a formal public records request for the bills, if necessary. As of Wednesday, November 19, the disputed bills had not been paid, according to Mr. Flynn.

The county treasurer’s insistence that the airport provide invoice details and her refusal to process law firm invoices approved by the airport was one of the subjects of a lawsuit filed by the airport commission on July 9.

In his August 7 decision, Judge Chin wrote, “In sum, the County Treasurer believes that she has the legal authority to refuse to pay invoices which have already been duly approved by the MVAC, to obtain privileged and confidential communications between the MVAC and its attorneys without notice to and without the consent of the MVAC, and to release those privileged and confidential communications to the public at large.”

Judge Chin rejected the county treasurer’s claim that invoices approved by the airport commission for payment were lacking detail required by state law.

“Where the MVAC is not using any of the county’s funds to pay its invoices for legal services, it may expend its funds without the county’s oversight,” Judge Chin wrote. The invoices “are not so deficient in detail that they fail on their face to comply with the statute.”

Judge Chin issued a preliminary injunction in favor of the airport commission, and against Ms. Mavro Flanders. “The county treasurer is enjoined from refusing to pay invoices duly approved for payment by the MVAC,” he wrote in his decision.

Judge Chin based his ruling on previous court decisions, state law, and legal documents known as grant assurances which the county approved in exchange for millions of dollars in state and federal funds.

In fiscal year 2012, the airport paid the county $103,396 for accounting services, according to Ms. Mavro Flanders. In fiscal year 2014, the airport paid the county $102,994. In May, just before the end of fiscal year 2014, she said she expected to pay a similar amount for that year.

The seven members of the airport commission are appointed by the elected members of the seven-member county commission. By statute, the airport commission is solely responsible for the airport.


- Source:  http://www.mvtimes.com

Aero Commander 500-B, N30MB, registered to and operated by Central Airlines, Inc., dba Central Air Southwest: Fatal accident occurred November 18, 2014 in Chicago, Illinois

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

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

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

The National Transportation Safety Board traveled to the scene of this accident. 

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office - DuPage; West Chicago, Illinois 
Central Air Southwest, Inc.; Kansas City, Missouri
Lycoming Engines; Williamsport, Pennsylvania 
Hartzell Propellers; Piqua, Ohio
Precision Airmotive LLC; Arlington, Washington
Woodward Inc.; Rockford, Illinois 

Registered to and operated by Central Airlines, Inc. 
dba Central Air Southwest 
http://registry.faa.gov/N30MB

NTSB Identification: CEN15FA048 
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Tuesday, November 18, 2014 in Chicago, IL
Probable Cause Approval Date: 05/11/2017
Aircraft: AERO COMMANDER 500 B, registration: N30MB
Injuries: 1 Fatal.

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

The commercial pilot was conducting an on-demand cargo charter flight. Shortly after takeoff, the pilot informed the tower controller that he wanted to "come back and land" because he was "having trouble with the left engine." The pilot chose to fly a left traffic pattern and return for landing. No further transmissions were received from the pilot. The accident site was located about 0.50 mile southeast of the runway's displaced threshold.

GPS data revealed that, after takeoff, the airplane entered a left turn to a southeasterly course and reached a maximum GPS altitude of 959 ft (about 342 ft above ground level [agl]). The airplane then entered another left turn that appeared to continue until the final data point. The altitude associated with the final data point was 890 ft (about 273 ft agl). The final GPS data point was located about 135 ft northeast of the accident site. Based on GPS data and the prevailing surface winds, the airspeed was about 45 knots during the turn. According to the airplane flight manual, the stall speed in level flight with the wing flaps extended was 59 knots.

Postaccident examination and testing of the airframe, engines, and related components did not reveal any preimpact mechanical failures or malfunctions that would have precluded normal operation; therefore, the nature of any issue related to the left engine could not be determined. Based on the evidence, the pilot failed to maintain adequate airspeed while turning the airplane back toward the airport, which resulted in an aerodynamic stall/spin.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain airspeed while attempting to return to the airport after a reported engine problem, which resulted in an aerodynamic stall/spin.

HISTORY OF FLIGHT

On November 18, 2014, about 0245 central standard time, an Aero Commander 500B airplane, N30MB, impacted a residence while attempting to return for landing after takeoff from Chicago Midway Airport (MDW), Chicago, Illinois. The pilot was fatally injured. The airplane was substantially damaged. The airplane was registered to and operated by Central Airlines, Inc., dba Central Air Southwest as a 14 Code of Federal Regulations (CFR) Part 135 on-demand cargo charter flight. Night visual meteorological conditions prevailed at the time of the accident at MDW, which was operated on an instrument flight rules flight plan. The flight originated from MDW about 0238 and was destined for the Ohio State University Airport (OSU), Columbus, Ohio.

The MDW tower controller cleared the flight for takeoff from runway 31C at 0238:50 and instructed the pilot to make a right turn to a heading of 110°. At 0240:17, the pilot informed the controller that he wanted to "come back and land" because he was "having trouble with the left engine." The pilot elected to fly a left traffic pattern and return for a landing on runway 31C. At 0241:13, the controller cleared the pilot to land on runway 31C. The pilot acknowledged the clearance. No further transmissions were received from the pilot.

GPS data extracted from a handheld unit recovered from the airplane was plotted. At 0238:21, the airplane was positioned near the arrival threshold of runway 31C. Based on the GPS altitude data parameter, the airplane became airborne about 0239:39 as it was about 1,900 ft from the runway arrival threshold. The airplane ground track initially diverted to the left of the runway centerline before becoming reestablished on a track parallel to the runway, offset to the southwest of the runway centerline about 560 ft. At 0240, the airplane entered a left turn ultimately becoming established on a southeasterly course. The airplane reached a maximum GPS altitude of 959 ft (about 342 ft above ground level [agl]).

At 0241, the airplane entered a left turn about 0.45 mile south of the runway 31C arrival threshold. The left turn appeared to continue until the final data point. The final GPS data point was recorded at 0242:07, with an associated GPS altitude of 890 ft (about 273 ft agl). The average calculated groundspeed over the final 2 seconds of data was 51 knots. The accident site was located about 135 ft northeast of the final data point and 0.50 mile southeast of the runway 31C displaced threshold.

PERSONNEL INFORMATION

FAA records indicated that the pilot held a commercial pilot certificate with single and multi-engine land airplane and instrument airplane ratings. The certificate included type ratings for CE-500 and LR-Jet airplanes, which were limited to second-in-command (SIC) privileges only. The pilot also held a flight instructor certificate with single, multi-engine, and instrument airplane ratings. The records revealed that the pilot was not successful in his initial checkride attempts for the private pilot multi-engine and instrument ratings; the commercial pilot multi-engine rating; or the flight instructor single-engine, multi-engine, and instrument ratings. The checkrides for his private pilot single-engine, commercial pilot single-engine, CE-500 SIC, and LR-Jet SIC rating checkrides were passed on the initial attempt.

The pilot was issued a first-class airman medical certificate with a restriction for corrective lenses on November 12, 2014. On the medical certificate application, the pilot reported a total flight time of 1,374 hours, with 303 hours flown within the preceding 6 months.

The operator's training records indicated that the pilot completed the company indoctrination, general emergency, hazardous materials, aircraft systems and integration, and flight training between October 27 and November 5, 2014. He passed the airman competency/proficiency check in accordance with 14 CFR Sections 135.293, 135.297, and 135.299 on November 5, 2014. The pilot was assigned as pilot-in-command on Aero Commander 500 airplanes.

The pilot's flight duty summary noted that he was placed on flight status after passing his checkride on November 5. He had flown 26.9 hours between then and the time of the accident. The pilot was off duty from 0130 on November 15 until he reported on duty at 2030 on November 17.

AIRCRAFT INFORMATION

The airplane (S/N 1453-160) was initially issued an FAA normal category, standard airworthiness certificate in June 1964. The airplane was purchased by the operator in December 1978. The airplane was maintained under an approved aircraft inspection program. According to the maintenance records, the most recent inspection, which was a phase 1 inspection of the airframe, left engine, and right engine, was completed on October 23, 2014, at a total airframe time of 26,224.7 hours.

At the time of the accident, the airframe had accumulated about 26,280 total hours. The left engine (S/N L-988-48) had accumulated about 14,134 total hours, of which about 113 hours had accumulated since overhaul. The left propeller assembly (S/N CK5153B) had accumulated about 4,902 total hours, of which about 1,000 hours had accumulated since overhaul. The right engine (S/N L-14565-48) had accumulated about 14,618 total hours, of which about 1,697 hours had accumulated since overhaul. The right propeller assembly (S/N CK5076B) had accumulated about 4,259 total hours, of which about 1,891 hours had accumulated since overhaul.

The right engine was removed on June 20, 2012. The engine was repaired with a reconditioned crankcase and new main and rod bearings on July 10, 2012. It was subsequently reinstalled on the airplane on July 17, 2012. The right propeller assembly was repaired on April 23, 2013, and returned to service.

METEOROLOGICAL INFORMATION

Weather conditions recorded by the MDW Automated Surface Observing System, located about 0.5 mile northwest of the accident site, at 0253, were: wind from 250° at 13 knots, gusting to 23 knots; broken clouds at 1,900 ft above ground level (agl); 10 miles visibility; temperature -11° C; dew point -15° C; and altimeter 29.99 inches of mercury.

AIRPORT INFORMATION

MDW is located about 9 miles southwest of the main business district and within the city limits. The airport elevation is 620 ft. It is served by two primary runways: runway 13C-31C is 6,522 ft long by 150 ft wide; runway 4R-22L is 6,445 ft long by 150 ft wide. Both runways are constructed of grooved concrete/asphalt. The airport is also configured with three additional parallel runways. Airport operations are supported by an air traffic control tower. The Chicago Terminal Radar Control facility provides air traffic control services for the surrounding airspace.

WRECKAGE AND IMPACT INFORMATION

The airplane impacted and came to rest within a home. The southwest corner of the home was destroyed. The left wing was located outside the home with the wing tip resting on the ground. The right wing remained attached to the fuselage and the outboard portion of the wing extended the roof of the adjacent home. The aft fuselage/empennage came to rest on the roof of the adjacent home. The homes were separated by about 10 ft. The forward fuselage and wings were oriented on magnetic heading of 030°; the aft fuselage and empennage were oriented on magnetic heading of 005°.

The fuselage nose section and cockpit area were fragmented. The center fuselage section was deformed consistent with impact forces. The fuselage structure was buckled in-line with the trailing edge of the wings. The fuselage aft of the buckled area and the empennage appeared intact. The elevator and rudder control surfaces remained attached to the horizontal and vertical stabilizers, respectively. Flight control continuity was confirmed from each control surface within the empennage/aft fuselage section.

Both wings remained attached to the fuselage. The left wing was deformed from the engine pylon outboard. The inboard portion of the wing between the fuselage and the engine pylon exhibited leading edge impact damage. The forward portion of the engine pylon structure was damaged consistent with impact forces. The engine was separated from the airframe except for the control cables, which retained the engine assembly. The engine was in position relative to the airframe at the accident site. The propeller assembly remained attached to the engine. The left main landing gear was in the extended position. The left aileron and wing flaps remained attached to the wing. The wing flaps were deflected approximately 30°. No anomalies consistent with a preimpact failure or malfunction related to the left aileron or wing flap control continuity were observed.

The right wing exhibited leading edge impact damage over the span of the wing. The outboard portion of the wing was displaced downward at the inboard side of the engine pylon. The forward portion of the engine pylon was damaged consistent with impact forces. The right engine had separated from the pylon and the right propeller had separated from the engine; both were located within the home. The right main landing gear was in the extended position. The right aileron and outboard flap section remained attached to the wing. The inboard flap section remained attached at the outboard hinge fitting. No anomalies consistent with a preimpact failure or malfunction related to the right aileron or wing flap control continuity were observed.

A fuel sample recovered from the left forward fuel cell was clean and appeared free of sediment or contamination. The sample exhibited a blue tint consistent with 100 low lead aviation fuel. The right forward fuel cell appeared to have been compromised. The fuel valves were on based on the mechanical position indicators.

The left engine exhibited damage consistent with impact forces. Internal engine and accessory section continuity was confirmed via crankshaft rotation. Compression was obtained at all cylinders. Borescope examination of the cylinders and valves did not reveal any anomalies. The ignition harness common to the left spark plugs appeared intact; the ignition harness common to the right spark plugs was damaged consistent with impact forces. The spark plug electrodes exhibited normal operating signatures. The left magneto housing was fractured with the attachment flange and rotor remaining with the engine. The remainder of the magneto was separated and not located. The right magneto remained attached and appeared intact. The right magneto produced a spark across all intact ignition harness leads when rotated. The oil pick-up screen was clean and free of debris while the pressure screen contained a small quantity of small metallic particles. The engine did not exhibit any evidence of oil starvation. The servo fuel injector, fuel distributor, fuel strainer, fuel injectors, and air inlet/engine air plenum, were unremarkable. The engine- driven fuel pump housing was fractured; however, once the end plate was removed, the input shaft rotated freely. The internal shaft and vanes were intact and undamaged. The airframe fuel filter was intact but contained a small amount of debris. The amount of debris was inconsistent with a significant loss of fuel flow to the engine.

The left propeller governor (PG) remained attached to the engine and appeared intact. The governor input and mating engine output splines were undamaged. The gasket/oil strainer was intact, and the strainer mesh was clean. The top flange of the pulley sheave exhibited wear marks consistent with contact against the un-sheaved input cable. The governor pulley rotated freely; however, the force of the torsion spring was insufficient to return the pulley to the normal stop position. (The noted anomalies are consistent with excessive tension placed on the governor cables during recovery.)

The left propeller assembly remained attached to the engine. The propeller blades remained attached to the hub. The first blade was bent aft about 90° over the span of the blade, with twisting toward low pitch. The second blade was twisted toward low pitch. The third blade was bent aft about 30° over the outboard one-third span, with twisting toward low pitch. The cylinder had separated from the hub, and the piston rod was fractured. The cylinder mounting threads had separated from the hub; however, the hub assembly appeared otherwise intact. Disassembly of the hub did not reveal any anomalies. The spring appeared undamaged. The pitch change fork appeared intact. The low pitch stop, feather stop, and start lock appeared intact and undamaged. Impression marks on the preload plates due to the fork were located consistent with the propeller blades being in the normal operating range at a low blade angle on impact.

The right engine was damaged consistent with impact forces. The propeller had separated from the engine crankshaft propeller flange. The propeller flange was intact; however, it was bent aft about 180°. Four propeller mounting holes common to the bent portion of the flange were elongated. In addition, the push-rods and shrouds common to the Nos. 5 and 6 cylinders were deformed consistent with impact damage. The engine appeared to be otherwise intact. Internal engine and accessory section continuity was confirmed via crankshaft rotation. Compression and suction was obtained at the Nos. 1 through 4 cylinders . Compression was confirmed on the Nos. 5 and 6 cylinders with the valves in the closed position. Borescope examination of all cylinders and valves did not reveal any anomalies. The ignition harness was damaged consistent with impact damage. Several spark plugs were fractured and could not be removed. The remaining spark plug electrodes exhibited normal operating signatures. The left magneto remained in position on the engine; however, the mounting bolt flanges were fractured. The right magneto remained attached to the engine; an internal distributor gear was fractured. Both magnetos produced a spark across the intact ignition harness leads when rotated. The oil pick-up and pressure screens were clean and free of debris. The oil sump was fractured consistent with impact forces. The engine did not exhibit any evidence of oil starvation. The servo fuel injector was fractured adjacent to the inlet plenum; the input control levers were bent. The fuel distributor gasket was torn; however, the distributor was otherwise unremarkable. The fuel strainer, engine- driven fuel pump, and air inlet/engine air plenum were unremarkable. Two fuel injectors were damaged; the remaining injectors were intact. The airframe fuel filter was intact and free of debris.

The right PG remained attached to the engine and appeared intact. The governor input and mating engine output splines were undamaged. The gasket/oil strainer was intact and the strainer mesh was clean. The top flange of the pulley sheave exhibited wear marks consistent with contact against the un-sheaved input cable. The governor pulley rotated freely and returned to the normal stop position when displaced and released.

The right propeller assembly had separated from the engine. The spinner bulkhead was fractured consistent with impact forces. The propeller blades remained attached to the hub. The first blade was fractured at about two-thirds span. The blade fragment was recovered near the accident site. The second blade was fractured near the blade tip. The blade fragment was not recovered. The third blade was bent aft about 30° over the inboard one-third span. The cylinder appeared intact. Disassembly of the cylinder revealed that the spring, piston, and piston rod were intact. The hub was intact, except for one preload plate flange which was fractured. The fork appeared intact. The low pitch stop, feather stop, and start lock appeared intact and undamaged. Impression marks on the preload plates due to the fork on the first and third blades were from the top to the bottom of the normal operating range. Impression marks on the second blade preload plate were from the midrange to the feather positions. Overall, the impact marks were located consistent with the propeller blades being in the normal operating range on impact.

MEDICAL AND PATHOLOGICAL INFORMATION

The Cook County Medical Examiner's Office attributed the pilot's death to multiple blunt force injuries sustained in the accident. The FAA Bioaeronautical Sciences Research Laboratory performed toxicology testing of specimens from the pilot. The results were negative for all substances in the testing profile, including alcohol and carbon monoxide.

TESTS AND RESEARCH

Computed tomography (CT) scans of the left PG revealed that the flyweights were positioned near the top of the flyweight cavity consistent with the flyweight being dislocated from the driveshaft. The governor bearings appeared to be intact. The scans also revealed a fragment within the flyweight cavity. The scans were otherwise unremarkable.

CT scans of the right PG did not reveal any anomalies. The flyweight mechanism was located at the bottom of the flyweight cavity and the driveshaft appeared to be properly seated. The bearings appeared to be intact.

Both PGs were bench tested in accordance with the manufacturer's specifications. Before testing, the left governor housing was opened and the flyweight mechanism was reseated onto the driveshaft spline. The fragment identified by the CT scan was not observed. The housing was resealed. No other modifications were made to the component. The right propeller governor was tested as recovered.

The left PG tested within specification, except at three data points: 1) the pump capacity was 3.99 quarts per minute, which was below the minimum of 5.0 quarts per minute; 2) the feathering speed was 1,527 rpm, which was below the minimum of 1,555 rpm; and 3) the internal component leakage was 60 quarts per hour, which was above the maximum of 30 quarts per hour.

The right PG tested within specification, except at three data points: 1) the relief valve pressure was 256 pounds per square inch (psi), which was below the minimum of 260 psi; 2) the pump capacity was 4.24 quarts per minute, which was below the minimum of 5.0 quarts per minute; and 3) the internal component leakage was 60 quarts per hour, which was above the maximum of 30 quarts per hour.

The left fuel servo injector was examined and bench tested in accordance with the manufacturer's specifications. The throttle input shaft was free to rotate. The mixture input shaft was stiff, but rotated through the full range of travel. The shaft and mixture lever were bent consistent with impact forces. The component exceeded the production flow limits established by the manufacturer at each test point. A subsequent teardown examination determined that the mixture control shaft and the idle valve shaft were deformed.

ADDITIONAL INFORMATION

Preflight and Flight Information

A worksheet recovered from the airplane denoted a total of six flight segments. The segments and estimated departure/arrival times were: Rickenbacker International Airport (LCK) (2120) to Burke Lakefront Airport (BKL) (2230), BKL (2300) to Willow Run Airport (YIP) (2355), and YIP (0015) to MDW (0130), MDW (0140) to Chicago Executive Airport (PWK) (0200), PWK (0230) to OSU (0400), and OSU to LCK as a "deadhead" segment.

A load manifest dated November 17, 2014, was recovered from the airplane, and it listed the pilot as the pilot-in-command. The actual departure and arrival times were denoted as LCK (2123) to BKL (2228), BKL (2318) to YIP (0008), and YIP to MDW (0137). Based on the manifest, 58 gallons of fuel were obtained before departing LCK and 40 gallons of fuel were obtained before departing YIP.

A representative of the fixed base operator at MDW stated that the pilot requested a ground power unit to assist with starting the engines before departure from MDW. The pilot requested no other services. The airplane was not fueled during the stop at MDW. The pilot reportedly informed FBO personnel that the heater in the airplane was not working properly. He subsequently got the heater working and let it run to warm the cabin.

A representative of the operator stated that the pilot was running about 45 minutes behind schedule due to a delay at BKL. As a result, the courier brought the PWK cargo to MDW for loading, eliminating the need for the MDW to PWK segment.

Airspeed Information

Approximate heading and airspeed information was extracted from the available GPS track and ground speed data. Due to the proximity to the airport, the MDW surface wind at the time of the accident was used. The data indicated that, during the initial climb and turn, the airplane maintained about 73 knots airspeed. The airplane accelerated to 97 knots during the downwind portion of the flight. The airspeed steadily decreased into the final turn. The airspeed between the final data points was approximately 45 knots. According to the airplane flight manual, the stall speed in level flight with the wing flaps extended was 59 knots (68 miles per hour).

NTSB Identification: CEN15FA048
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Tuesday, November 18, 2014 in Chicago, IL
Aircraft: AERO COMMANDER 500 B, registration: N30MB
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On November 18, 2014, about 0245 central standard time, an Aero Commander model 500 B airplane, N30MB, impacted a residence while attempting to return after takeoff from the Chicago Midway International Airport (MDW), Chicago, Illinois. The pilot was fatally injured. The airplane was substantially damaged. The airplane was registered to and operated by Central Airlines, Inc., dba Central Air Southwest, under the provisions of 14 Code of Federal Regulations Part 135 as an on-demand cargo charter flight. Night visual meteorological conditions prevailed for the flight, which was operated on an instrument flight rules flight plan. The flight originated from MDW about 0238. The intended destination was the Ohio State University Airport (OSU), Columbus, Ohio.

Federal Aviation Administration (FAA) air traffic control data (ATC) revealed that the flight was cleared for takeoff at 0238 from runway 31C, to be followed by a right turn to a heading of 110 degrees. About 2 minutes later, the pilot informed the MDW tower controller that he was having trouble with the left engine and requested to return to the airport. The pilot elected to fly a left-hand traffic pattern and return for a landing on runway 31C. At 0241, the controller cleared the pilot to land as requested.

The initial ATC radar contact was recorded at 0240:34 (hhmm:ss) and located about 0.51 mile west-northwest of the departure threshold of runway 31C. The altitude associated with that data point was about 800 feet mean sea level (msl). The radar data depicted the airplane turning left to become established on a southwest course, paralleling runway 31C on a downwind traffic pattern leg. The final radar data point was recorded at 0242:01 and was located about 0.54 miles south-southwest of the approach threshold of runway 31C; this was about 0.15 miles southwest of the accident site. The altitude associate with the final data point was about 800 feet msl. The accident site was located 0.50 miles southeast of the runway 31C approach threshold.

The airplane impacted a residence, with the forward fuselage coming to rest within the building. The southwest corner of the home was destroyed. Both wings remained attached to the fuselage. The left wing was located outside the building perimeter, with the wing tip resting on the ground. The right wing remained attached to the fuselage, with the outboard portion of the wing extending outside of the building perimeter and over the roof of the adjacent residence. The buildings were separated by approximately 10 feet. The left engine remained attached to the wing, and the left propeller remained attached to the engine. The right engine had separated from the wing and the right propeller had separated from the engine; both were located within the home. The aft fuselage and empennage remained attached to the remainder of the airframe. However, they were dislocated to the right relative to the forward fuselage. The aft fuselage/empennage came to rest on the roof of the adjacent residence. Damage to that home appeared limited to the roof and soffit area at the northeast corner of the structure. The flight control surfaces and wing flaps remained attached to the airframe. The landing gear was in the extended position when observed at the accident site. The forward fuselage and wings were oriented on an approximate magnetic heading of 030 degrees; the aft fuselage and empennage were oriented on an approximate magnetic heading of 005 degrees.

FAA records indicated that the pilot held a commercial pilot certificate with single engine land, multi-engine land, and instrument airplane ratings. The certificate included type ratings for CE-500 and LR-Jet airplanes. The pilot also held a flight instructor certificate with single, multi-engine, and instrument airplane ratings. He was issued a first class airman medical certificate with a restriction for corrective lenses on November 12, 2014. On the medical certificate application, the pilot reported a total flight time of 1,374 hours, with 303 hours flown within the preceding 6 months.


Federal Aviation Administration Flight Standards District Office:   FAA W. Chicago-DuPage (NON Part 121) FSDO-03

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




FOX 32 News Chicago

First look inside elderly couple's home where plane crashed; lawsuit filed  

CHICAGO (FOX 32 News) -

An elderly couple who were asleep in their Southwest Side home last week when a small plane crashed into their bedroom are suing the airline that managed the plane.

On Tuesday afternoon, planes were regularly flying over what was once the home of 84-year-old Raymond and 82-year-old Roberta Rolinskas. However, since November 18 when a small plane crashed into their home while the elderly couple were sleeping, they've been staying with relatives and avoiding the sounds of planes overhead.

"Anytime they hear an airplane, it's devastating. The inability to go back to their neighborhood is devastating. And so their routine and everything they had going on in their golden years is completely ripped apart as a result of this," attorney Matthew Jenkins said.

Jenkins of Corboy and Demetrio, who represent the Rolinskas, filed a negligence lawsuit Tuesday against Central Airlines, which operated the plane.

The suit claims that the airline was negligent in failing to execute a proper take-off and landing; maintaining a sufficient altitude; adequately monitoring the altitude and airspeed; and maintaining, inspecting and controlling the plane.

Lawyers were allowed inside the home last Friday, where they shot video and took photos. It's the first look at the damage from inside the home, where the plane smashed through the living room wall and into the couple's bedroom. The couple suffered no physical injuries, but are hoping to recover for property damage and emotional injuries.

"There's no question that this is going to be something that they relive every day. Just from my conversations with them and my interactions with them, this has greatly devastated them," Jenkins added.

Jenkins said the couple won't be able to live independently ever again.

"The emotional trauma suffered by Roberta and Raymond has been devastating," he said.

Forty-seven year old pilot, Eric Howlett, a native of Groveport Ohio, died in the crash. He was the only one on board. He had taken off from Midway at about 2:30 a.m., headed for an airport outside Columbus, Ohio.

On Tuesday, the NTSB released a preliminary report on the plane crash, which confirmed that the pilot reported trouble with the left engine. But there were no other new details regarding the cause of the crash.

The four-count lawsuit seeks an unspecified amount in damages.

A representative for Central Airlines, Inc., reached by phone Tuesday afternoon declined to comment on the crash or the suit.


The Chicago Sun-Times Media Wire contributed to this report.


The Rolinskas were sleeping in their bedroom in the 6500 block of South Knox when a small cargo plane crashed into their home. / photo courtesy of Corboy & Demetrio


An elderly couple from the Southwest Side who escaped a plane crashing into their home last week has filed a lawsuit against the airline.

According to the firm representing 82-year-old Roberta Rolinskas and 84-year-old Raymond Rolinskas, “Hearing, seeing and feeling an airplane crashing just inches away from them has caused severe emotional distress.”

The couple filed the negligence lawsuit against Central Airlines, which owned the plane, in Cook County Circuit Court Tuesday.

On Nov. 18 the couple was asleep in their bedroom when the cargo plane crashed into their home, killing the pilot and tearing a hole in the building.

At the time of the crash the Chicago Fire Department said the couple declined to be taken to a hospital. The firm’s statement says the couple “did not suffer any physical harm.”

According to a report released Tuesday by the National Transportation Safety Board, pilot Eric Howlett told the Midway Control Tower he was having issues with his left engine and asked to return to the airport.

He was cleared to land but was never heard from again.

Howlett’s body was found in the wreckage of the home.


- Source:  http://wgntv.com


Obituary for Eric Quentin Howlett 

Eric Quentin Howlett, 47, of Groveport, died on Tuesday, November 18, 2014 in Chicago.

Born on May 11, 1967, Eric was a 1986 graduate of Alta High School in Sandy, UT and a 1992 graduate of DeVry University in Columbus.

He was a proud Eagle Scout and all of his sons have followed in his footsteps.

He was also an amateur radio operator.

Eric was a member of The Church of Jesus Christ of Latter Day Saints and served a mission in Puerto Rico from 1986 to 1988.

He is survived by his wife of nearly 25 years, Christina; children, Clarissa (Jason) McMarrow, Karlton, Peter, Joseph, and Eliza; parents, Grant and Patricia Howlett; in-laws, Robert and Lee Armstrong; siblings, Susan (Nels) Beckstrand, Mark (Sherlyn) Howlett, Wayne (Molly) Howlett, Adam (Missi) Howlett, Karen (Dan) Felt, Emma (John) Oberting, Jacob (Melanie) Howlett, and Michael (Harmony) Howlett; nieces, nephews, family, and friends.

Friends may visit from 1:00-3:00 p.m. on Saturday at The Church of Jesus Christ of Latter Day Saints, 6500 Fox Hill Dr., Canal Winchester, OH 43110, where a memorial service will be held at 3:00 p.m.

Arrangements by the DWAYNE R. SPENCE FUNERAL HOME, Canal Winchester, OH.

Donations can be made in Eric’s memory to the Eric Howlett Family Fund at the Canal Banking Center, 6360 Prentiss School Drive, Canal Winchester, OH 43110.

November  22:   Visitation

01:00PM - 03:00PM

Church of Jesus Christ of Latter Day of Saints

6500 Fox Hill Dr.

Canal Winchester, OH, US, 43110

November 22:   Service

03:00PM

Church of Jesus Christ of Latter Day of Saints

6500 Fox Hill Dr.

Canal Winchester, OH, US, 43110


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

The Canal Banking Center of Canal Winchester has set up a Howlett Family Trust (#800090657) to which others may contribute:

Canal Banking Center of Canal Winchester 
6360 Prentiss School Drive Canal 
Winchester, Ohio 43110 
Telephone:  614-834-5626


 
Eric Quentin Howlett 



CANAL WINCHESTER, Ohio - Eric Howlett, 47, grew up in Madison Township near Groveport. He was a commercial pilot hauling medical supplies when his plane went down in a Chicago neighborhood.

 Both his brother-in-law and the president of his church use words like “great father, intelligent, leader and character” to describe Eric Howlett.

Howlett was supposed to land at Don Scott Airport after he took off from Midway Airport.

He never made it, leaving those closest to him to wonder why was he taken so early in his life.

“He would always come back talking about being in the clouds, the wonderful sunsets and sunrises - all that kind of stuff and was thrilled to be doing it,” said Thomas Hatch, brother-in-law. It's rough it's tough news anytime you have something like this"

Hewlett’s commercial plane crashed into a home killing him, but those inside the house walked away without a scratch. While it remains unclear what caused the plane crash, it's crystal clear to those who knew Howlett he was a man of great integrity who loved his family. He had five children.

“The hardest thing of a tragedy like this is why such a great individual, why such a man that was that stalwart, loved his family, loved his wife would do anythig for them,” added Hatch.

Howlett was an active member of the Mormon Church.

President Gary Madden says unlike other religions, Mormon's see death differently. It's not an end by a continuation of life.

“Our belief in the internal nature of families is a great strength to us,” added Madden.


“His life will continue on in a manner not unlike his life here upon earth in serving others.”

As for Eric's brother-in-law, he says losing Eric still seems surreal. He says his death will likely be hardest felt with families get together for the holidays, where there will be an empty seat.

“There's still a part of you that  just is waiting for him to walk through the door."


- Story and Video:  http://www.10tv.com


Aftermath of the Aero Commander 500-B crash near Midway: 
http://www.chicagotribune.com

Recording obtained via LiveATC.net.
 
CHICAGO (WLS) --  The ABC7 I-Team learned the identity of the pilot who was killed in a crash near Midway, as well as details about his flying history and the cargo company he worked for.

The pilot of the plane that crashed early Tuesday morning was new on the job. Eric Howlett, a father of five, had only been flying for Central Airlines for a few weeks. He was an experienced pilot, but new to that company and that aircraft. The small, family-owned air freight company from Kansas has had problems with that particular model plane before.

The pilot had just taken off for home when he went down near Midway. Eric Q. Howlett, 47, was from Groveport, Ohio, near Columbus. He was a long-time flight instructor and commercial pilot. A picture of Howlett with his wife and children is the backdrop on the pilot's Facebook page.

According to a former co-worker, Howlett began working just two weeks ago for Central Airways. A statement by the company states that airline executives are "fully cooperating" to determine the cause of the "terrible accident" involving the company's backbone aircraft: the Twin Commander.

According to federal aviation records, the one that went down near Midway was manufactured 50 years ago in 1964.

Other Twin Commanders owned and operated by Central Airways have crashed prior to Tuesday's accident at Midway. A plane crashed in 2010 at Don Scott Airport in Columbus, Ohio, the same airport that Howlett's plane was trying to get to. The pilot survived. Another crashed in 2008 at downtown Wheeler Airport in Kansas City, killing two, and again that same year near Tulsa International Airport in Oklahoma, also killing two.

Aero Commander turboprops haven't been produced since 1985, but 2,000 of them were made before that and many are still in service. Over the years there were numerous design problems found that produced structural weakness, wing corrosion and cracking- all of which were addressed by federal regulators.

- Source:  http://abc7chicago.com
 
 Eric Quentin Howlett had achieved a life goal when he recently landed a job as a commercial pilot for a cargo company, family and friends say. 

The 47-year-old from Madison Township loved to fly and was thrilled to roll that love into a career.

“He was dreaming of that since he was young,” said Leann Hatch, Howlett’s sister-in-law from Canal Winchester.

“They made a big family sacrifice so he could get his training finished.”

Howlett was killed instantly early yesterday morning when the Aero Commander 500-B that he was piloting from Chicago to Columbus slammed nose-down into the front of a Chicago home, punching through the ground floor.

Miraculously, an elderly couple sleeping in an adjacent bedroom escaped injury.

Howlett had reported that he was experiencing engine trouble with the small twin-engine cargo plane shortly after taking off from Midway International Airport in Chicago and asked to return to the airport. The crash occurred around 2:40 a.m. The plane, owned by Central Airlines Inc. of Fairway, Kan., was to fly into Don Scott Field.

“He was a solid man in all ways,” Hatch said. “He just loved his family and his wife and children with all his heart.” Howlett and his wife, Christina, have five children.

The southeastern Franklin County resident also was a leader in his church, the Church of Jesus Christ of Latter-day Saints in southern Franklin County, where he served as a ward mission leader and executive secretary. He had followed his parents in serving as a missionary, and his son currently is on a mission trip in California, Hatch said.

John Keller, charter manager for the Capital City Jet Center at Bolton Field, said he first met Howlett during the mid-’90s when they both worked at the Bank One complex on Cleveland Avenue in Westerville. Howlett worked in information technology at the time.

But he asked about the picture of planes on Keller’s desk, and he soon shared in his aspirations about flying.

Keller eventually lost touch with Howlett, until Howlett strolled into Bolton Field in 2010. He told Keller that he’d earned his pilot’s license and wanted work as an instructor so he could fly enough hours to become a commercial pilot.

Keller hired him on to be an instructor. To make ends meet, Howlett also worked as a free-lance consultant in information technology and was a substitute bus driver for Canal Winchester schools, where his wife is a full-time bus driver.

“He wanted to be a professional pilot, that’s what he wanted to do,” Keller said. “Everyone who had flown with him said he was an excellent pilot who has definitely got a feel for what he’s doing.”

Howlett got his break, getting hired as a commercial pilot to transport cargo in the past month.

“In aviation, you’re excited about any opportunity to move you ahead,” Keller said. “It was not big money, but his first step up the ladder.”

When Keller arrived at work yesterday, he heard people talking in hushed tones. They had a feeling it was Howlett who had crashed in Chicago.

Keller said they then went to a website that allowed them to listen to radio transmissions.

“We knew from the audio that it was definitely Eric’s voice,” Keller said.

The National Transportation Safety Board expects to have a preliminary accident report within a week, followed by a final report in about a year.

Crews in Chicago found fuel leaking from the wreckage, but there was no fire or explosion.

“So we’re confident we’re not dealing with any type of in-flight breakup or some scenario like that,” said Tim Sorensen, a National Transportation Safety Board investigator.

Luz Cazares, 62, who lives next door to where the plane wrecked in Chicago, ran to check on the neighbors, fearing that the couple in their 80s did not survive.

“When I saw the plane in the wall I was thinking, ‘Oh my God, something happened to them,’  ” she said.

She called out for them, jumped a fence and found them just inside the back door. The woman was asking, “What happened? What happened?” Cazares said.

She helped her to safety, and a police officer aided the woman’s husband.

No funeral arrangements have been made yet for Howlett.

- Source:  http://www.dispatch.com


A couple was in the bedroom of their home on Chicago's Southwest Side early Tuesday morning when a small plane dove out of the sky and crashed into their home, coming within eight inches of where they were sleeping, Assistant Deputy Fire Commissioner Michael Fox said.

 "They were unhurt and there's nothing wrong with them at all," he said during a morning press conference.

The pilot of the small cargo plane, an Aero Commander 500, did not survive the crash. He was later identified by family members as 47-year-old Eric Quentin Howlett of Ohio.

He departed from Midway International Airport at about 2:30 a.m. and soon after reported engine problems. He was attempting to return to the airport when he went down, FAA spokeswoman Elizabeth Corey said.

"He did not make it to the field. It looks he just went down just short of 31 Center," an air traffic controller is heard saying on a recording obtained via LiveATC.net.

FAA officials originally said the pilot was bound for Chicago Executive Airport in Wheeling, Illinois but later said the pilot amended his flight plan to Ohio State University Airport shortly before taking off.

His identity was not publicly released as of 9:45 a.m.

The plane went down about a quarter-mile from its departing runway at 2:42 a.m., into a house near West 65th Street and South Knox Avenue. It crashed through the front of the building, through the living and dining rooms and into the basement, fire officials said.

Part of the plane came to rest on the roof of a home to the south of the heavily-damaged home. Two homes near the site of the crash were evacuated for precaution.

Officials worked through the morning to stabilize the home so the process of removing the aircraft could start. National Transportation Safety Board Air Safety Investigator Tim Sorensen said he expected that to begin during the afternoon hours.

He said the condition of the aircraft indicates where was no in-flight structural failure.

"The aircraft is obviously certainly damaged, but the air frame is more or less in-tact," he said.

Jocelyn Mejia, 24, who lives down the block from the crash, said she went outside to see what happened after hearing the sound of a plane and then a loud boom.

Responding firefighters found the wreckage but did not have to deal with an intense fire. Fox said there was some leaking fuel but it didn't reach an ignition source. Firefighters sprayed a layer of foam on the fuel to prevent a fire, he said.

The twin, piston-engine airplane, with a tail number of N30MB, was registered to Central Airlines Inc. out of Fairway, Kansas.

A dispatcher with the company said "we are cooperating with the investigation into the Chicago plane crash."

Source: http://www.nbcchicago.com

























































CHICAGO (FOX 32 News) -

An elderly couple who were asleep in their Southwest Side home last week when a small plane crashed into their bedroom are suing the airline that managed the plane.

On Tuesday afternoon, planes were regularly flying over what was once the home of 84-year-old Raymond and 82-year-old Roberta Rolinskas. However, since November 18 when a small plane crashed into their home while the elderly couple were sleeping, they've been staying with relatives and avoiding the sounds of planes overhead.

"Anytime they hear an airplane, it's devastating. The inability to go back to their neighborhood is devastating. And so their routine and everything they had going on in their golden years is completely ripped apart as a result of this," attorney Matthew Jenkins said.

Jenkins of Corboy and Demetrio, who represent the Rolinskas, filed a negligence lawsuit Tuesday against Central Airlines, which operated the plane.

The suit claims that the airline was negligent in failing to execute a proper take-off and landing; maintaining a sufficient altitude; adequately monitoring the altitude and airspeed; and maintaining, inspecting and controlling the plane.

Lawyers were allowed inside the home last Friday, where they shot video and took photos. It's the first look at the damage from inside the home, where the plane smashed through the living room wall and into the couple's bedroom. The couple suffered no physical injuries, but are hoping to recover for property damage and emotional injuries.

"There's no question that this is going to be something that they relive every day. Just from my conversations with them and my interactions with them, this has greatly devastated them," Jenkins added.

Jenkins said the couple won't be able to live independently ever again.

"The emotional trauma suffered by Roberta and Raymond has been devastating," he said.

Forty-seven year old pilot, Eric Howlett, a native of Groveport Ohio, died in the crash. He was the only one on board. He had taken off from Midway at about 2:30 a.m., headed for an airport outside Columbus, Ohio.

On Tuesday, the NTSB released a preliminary report on the plane crash, which confirmed that the pilot reported trouble with the left engine. But there were no other new details regarding the cause of the crash.

The four-count lawsuit seeks an unspecified amount in damages.

A representative for Central Airlines, Inc., reached by phone Tuesday afternoon declined to comment on the crash or the suit.


The Chicago Sun-Times Media Wire contributed to this report.


The Rolinskas were sleeping in their bedroom in the 6500 block of South Knox when a small cargo plane crashed into their home. / photo courtesy of Corboy & Demetrio


An elderly couple from the Southwest Side who escaped a plane crashing into their home last week has filed a lawsuit against the airline.

According to the firm representing 82-year-old Roberta Rolinskas and 84-year-old Raymond Rolinskas, “Hearing, seeing and feeling an airplane crashing just inches away from them has caused severe emotional distress.”

The couple filed the negligence lawsuit against Central Airlines, which owned the plane, in Cook County Circuit Court Tuesday.

On Nov. 18 the couple was asleep in their bedroom when the cargo plane crashed into their home, killing the pilot and tearing a hole in the building.

At the time of the crash the Chicago Fire Department said the couple declined to be taken to a hospital. The firm’s statement says the couple “did not suffer any physical harm.”

According to a report released Tuesday by the National Transportation Safety Board, pilot Eric Howlett told the Midway Control Tower he was having issues with his left engine and asked to return to the airport.

He was cleared to land but was never heard from again.

Howlett’s body was found in the wreckage of the home.

- Source:  http://wgntv.com

http://registry.faa.gov/N30MB

NTSB Identification: CEN15FA048
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Tuesday, November 18, 2014 in Chicago, IL
Aircraft: AERO COMMANDER 500 B, registration: N30MB
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On November 18, 2014, about 0245 central standard time, an Aero Commander model 500 B airplane, N30MB, impacted a residence while attempting to return after takeoff from the Chicago Midway International Airport (MDW), Chicago, Illinois. The pilot was fatally injured. The airplane was substantially damaged. The airplane was registered to and operated by Central Airlines, Inc., dba Central Air Southwest, under the provisions of 14 Code of Federal Regulations Part 135 as an on-demand cargo charter flight. Night visual meteorological conditions prevailed for the flight, which was operated on an instrument flight rules flight plan. The flight originated from MDW about 0238. The intended destination was the Ohio State University Airport (OSU), Columbus, Ohio.

Federal Aviation Administration (FAA) air traffic control data (ATC) revealed that the flight was cleared for takeoff at 0238 from runway 31C, to be followed by a right turn to a heading of 110 degrees. About 2 minutes later, the pilot informed the MDW tower controller that he was having trouble with the left engine and requested to return to the airport. The pilot elected to fly a left-hand traffic pattern and return for a landing on runway 31C. At 0241, the controller cleared the pilot to land as requested.

The initial ATC radar contact was recorded at 0240:34 (hhmm:ss) and located about 0.51 mile west-northwest of the departure threshold of runway 31C. The altitude associated with that data point was about 800 feet mean sea level (msl). The radar data depicted the airplane turning left to become established on a southwest course, paralleling runway 31C on a downwind traffic pattern leg. The final radar data point was recorded at 0242:01 and was located about 0.54 miles south-southwest of the approach threshold of runway 31C; this was about 0.15 miles southwest of the accident site. The altitude associate with the final data point was about 800 feet msl. The accident site was located 0.50 miles southeast of the runway 31C approach threshold.

The airplane impacted a residence, with the forward fuselage coming to rest within the building. The southwest corner of the home was destroyed. Both wings remained attached to the fuselage. The left wing was located outside the building perimeter, with the wing tip resting on the ground. The right wing remained attached to the fuselage, with the outboard portion of the wing extending outside of the building perimeter and over the roof of the adjacent residence. The buildings were separated by approximately 10 feet. The left engine remained attached to the wing, and the left propeller remained attached to the engine. The right engine had separated from the wing and the right propeller had separated from the engine; both were located within the home. The aft fuselage and empennage remained attached to the remainder of the airframe. However, they were dislocated to the right relative to the forward fuselage. The aft fuselage/empennage came to rest on the roof of the adjacent residence. Damage to that home appeared limited to the roof and soffit area at the northeast corner of the structure. The flight control surfaces and wing flaps remained attached to the airframe. The landing gear was in the extended position when observed at the accident site. The forward fuselage and wings were oriented on an approximate magnetic heading of 030 degrees; the aft fuselage and empennage were oriented on an approximate magnetic heading of 005 degrees.

FAA records indicated that the pilot held a commercial pilot certificate with single engine land, multi-engine land, and instrument airplane ratings. The certificate included type ratings for CE-500 and LR-Jet airplanes. The pilot also held a flight instructor certificate with single, multi-engine, and instrument airplane ratings. He was issued a first class airman medical certificate with a restriction for corrective lenses on November 12, 2014. On the medical certificate application, the pilot reported a total flight time of 1,374 hours, with 303 hours flown within the preceding 6 months.