Sunday, May 31, 2015

Pakistan International Airlines, Civil Aviation Authority take no action against violators of air safety law

KARACHI: Despite a lapse of over six weeks, no action has been initiated by the aviation regulator as well as by the Pakistan International Airlines (PIA) against the influential pilot, Qasim Hayat, who violated air safety laws and put the lives of over 350 Toronto-bound passengers at risk, it is learnt here reliably.

According to highly placed sources, the PIA, succumbing to the pressure of the influential pilot, has put the issue which it earlier considered “sacrosanct”, on the back-burner, while the Civil Aviation Authority (CAA), the aviation regulator, did not even bother responding to queries by Dawn about it.

The sources said that Islamabad-based pilot Mr Hayat had not taken the mandatory 24-hour rest before he operated the Toronto-bound flight PK 789 on April 7, 2015.

The mandatory rest is prescribed in the CAA’s laws so that the air crew is not tired during flight duty, as a fatigued crew can result in a disaster.

Sources said that PIA, following the 24-hour mandatory rest requirement in mind, had scheduled Mr Hayat to fly from Islamabad to Lahore on April 5, take rest at a Lahore hotel for two days, and then operate the Canada-bound flight on April 7.

Instead, Mr Hayat did not fly from Islamabad to Lahore as scheduled on April 5, and stayed back overnight and then flew to Lahore on the evening of April 6, reaching Lahore late at night, and then operated the Toronto-bound flight early on April 7, after hardly taking seven to eight hours rest.

Sources added that out-of-station crew members of the flight operated by Mr Hayat be also included in an inquiry as to why they did not raise objections knowing that the pilot had not taken the mandatory rest; the crew had also taken rest in the same hotel.

The names of the crew members, as filled in the list by pilot Mr Hayat are: pilots Anwar, Navid and Zain. Cabin crew included Anwer Sultana, Syed Kashif, Uzma Furqan, Sheema Khan, Saima Arshad, Asim Soomro, Aamir Niaz, Sana Aziz, Qudsia Hassan, Samreen, Kanchan, Anila Iftikhar, Ambar Hasan and Yawar Shehzad.

Previously responding to Dawn, PIA spokesperson Aamir Memon had said that “your query highlights the concern PIA considers sacrosanct. We are verifying the matter in all areas of airline operations and will conduct a thorough inquiry and take appropriate action.”

However, responding to the newspaper on Sunday, a couple of weeks after the issue was highlighted in the media and around six weeks after the incident, Mr Memon said the inquiry had not even been initiated yet as Mr Hayat was on vacation.

To another question that every information — his travel to Lahore from Islamabad and then his travel to Toronto from Lahore, his stay at Lahore hotel etc — was a matter of PIA’s own record and could be verified by the airline without Mr Hayat being present, Mr Memon insisted that Hayat’s presence was necessary.

To a question by this reporter, the CAA spokesperson Pervez Geroge did not respond though he was contacted repeatedly through telephone as well as email. Mr Pervez always said that he would ask the officials concerned — in this case deputy director general as well as director of flight standards — but he never gave any reply whether the CAA had initiated an inquiry into this serious violation of air safety law committed by PIA pilot Mr Hayat.

The sources said that PIA and CAA did not take any action if the violator was an influential person, as apart from Mr Hayat, another influential PIA pilot, Amir Hashmi, who is also president of the Pakistan Air Lines Pilots Association (PALPA), had violated the same 24-hour rest law.

A few months back he flew from New York to Pakistan and in another incident flew from Lahore to Canada without taking the required duration of rest before operating these Trans-Atlantic long haul flights putting the lives of hundreds of passengers at risk.

The sources said that it was high time the federal government launched a high-level inquiry into the affairs of PIA as well as CAA to investigate why no probe by either organizations was conducted against the violators of air safety law when the issues were highlighted by the media.

Published in Dawn, June 1st, 2015


Man caught flying drone during Phillies game

SOUTH PHILADELPHIA (WPVI) -- Stadium security and police were called after a man was caught flying a drone during a Phillies game at Citizens Bank Park in South Philadelphia.

It happened around 4:00 Sunday afternoon.

Authorities say it was spotted flying near third base but it's not clear how high the drone actually went.

Phillies staff saw the drone from inside the ballpark but it landed outside.

The man cooperated with authorities.

The drone was confiscated by Eagles security but will be returned sometime Sunday evening.

Police say they still need to investigate where the man was standing when he controlled the drone. It has to stay within a controller's line of sight.

It's also not clear which stadium property he was standing on - Lincoln Financial Field or Citizens Bank Park.

Police say security from both stadiums are allowed to stop or detain someone for flying a drone.

Action News reached out to the man but he declined to speak with us.

While no charges will be filed it's still possible that the man will face an Federal Aviation Administration penalty or even a fine.

There are restrictions about flying drones over stadiums, large gatherings and near airports.

Police plan to follow up with the Federal Aviation Administration on Monday.

Story and video:

Cessna 207 Skywagon, Yute Air, N1653U: Accident occurred May 30, 2015 in Bethel, Alaska

NTSB Identification: ANC15FA032
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 30, 2015 in Bethel, AK
Aircraft: CESSNA 207, registration: N1653U
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 May 30, 2015, about 1130 Alaska daylight time, a Cessna 207, N1653U, sustained substantial damage after impacting trees about 40 miles southeast of Bethel, Alaska. The airplane was being operated by Yute Air, Bethel, Alaska as a visual flight rules (VFR) postmaintenance flight under Title 14, CFR Part 91, when the accident occurred. The commercial pilot, the sole occupant, sustained fatal injuries. Visual meteorological conditions were reported in the area of the accident, and company flight following procedures were in effect. The accident flight originated at the Bethel Airport, Alaska about 0830, with an expected return time of 1200.

About 1415, flight coordination personnel from Yute Air in Bethel notified the Director of Operations (DO) that the accident airplane was overdue. About 1435 the DO notified the Federal Aviation Administration (FAA) who issued an alert notice (ALNOT). About 1532, an aerial search was initiated by Yute Air, Alaska State Troopers, Alaska Air National Guard as well as other air operators and Good Samaritans. On May 31, about 1730 searchers discovered the airplane's submerged and fragmented wreckage in a river slough. 

On June 1, the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), along with an additional NTSB investigator, an inspector from the Anchorage Flight Standards District Office (FSDO), and members of the Alaska State Troopers, traveled to the accident scene by helicopter and river boats. 

The main wreckage was located submerged in a fast flowing braided river that was surrounded by trees. An area believed to be the initial impact point was marked by a broken treetop, atop about a 30 foot tall birch tree. From the initial impact point the airplane traveled northbound, about 350 feet, coming to rest on its left side, and in the fast moving river water. The engine separated from the airplane and it was located submerged upstream and in the main river channel. The pilot's body was discovered still restrained within the submerged fuselage. 

An on-scene documentation of the debris field was completed, and a detailed wreckage examination is pending following recovery of the airplane. 

The accident airplane was equipped with automatic dependent surveillance-broadcast (ADS-B) technology. In typical applications, the ADS-B capable aircraft uses an ordinary Global Positioning System (GPS) receiver to derive its precise position from the Global Navigation Satellite System (GNSS) constellation, and then combines that position with any number of aircraft parameters, such as speed, heading, altitude, and aircraft registration number. This information is then simultaneously broadcast to other ADS-B capable aircraft, and to ADS-B ground, or satellite communications transceivers, which then relay the aircraft's position and additional information to Air Traffic Control centers in real time.

A preliminary NTSB review of ADS-B data archived by the Anchorage Air Route Traffic Control Center (ARTCC) showed that the accident airplane was transmitting data for portions of the accident flight. At the last recorded ADS-B position, which was about 6 miles southwest from the accident site, the airplane was flying at an altitude of approximately 475 feet mean seal level (msl), while traveling in an easterly-northeasterly direction. A detailed NTSB analysis of the archived ADS-B data is pending.

The airplane was equipped with a Continental Motors IO-520 engine. A detailed NTSB examination of the engine is pending.

The closest weather reporting facility was Bethel, about 40 miles northwest of the accident site. At 1053, an aviation routine weather report (METAR) was reporting, in part: Wind 210 degrees at 10 knots; visibility, 10 statute miles; clouds and sky condition, few at 12000 feet, scattered at 2000 feet; temperature, 16 degrees C; dew point, 9 degrees C; altimeter, 30.12 inHG.

FAA FSDO:  FAA Anchorage FSDO-03


ANCHORAGE, Alaska (AP) — The body of a missing Yute Air pilot was found inside the upside-down wreckage of a small plane that had just been equipped with a new engine, Alaska State Troopers said Tuesday.

 Responders tentatively identified the body found in the Cessna 207 on Monday as 47-year-old Blaze Highlander of Olympia, Washington. The aircraft was found in the Kwethluk River about 40 miles southeast of Bethel, but challenging conditions are slowing efforts to recover the submerged body and wreckage.

Highlander, who survived an earlier Yute Air plane crash, was last seen leaving Bethel Saturday morning. Troopers said he was breaking in a new engine for the plane. He was the only person on board.

The wreckage was spotted by another Yute Air pilot Sunday evening, but recovery efforts have been stymied by adverse weather and river conditions. Responders on the scene found the plane in pieces and submerged in up to 8 feet of water, according to Clint Johnson, head of the National Transportation Safety Board's Alaska office.

"This is a very fast-moving river," Johnson said. "And when there's a fair amount of rain upstream, there's pretty much a wall of water."

Johnson said it's unclear if the plane broke apart because of the impact or the river conditions, Johnson said.

Yute Air's Bethel station manager Andrew Flagg referred questions to company operations manager Dan Knesek, who did not immediately respond to requests for comment Tuesday.

In December 2011, Highlander survived a plane crash near Kwigillingok, escaping with only minor injuries. Highlander was the only person on board the Yute Air-owned Cessna 207 when the crash occurred about 80 miles southwest of Bethel.

The cause of that crash was determined by the NTSB to be the pilot's decision to continue flying in bad weather that iced up the wings.

It's too early to say what caused the weekend crash, which occurred when the weather was clear and calm, at least in Bethel, according to Johnson. He said weather is not a top priority in the investigation at this point. NTSB investigations also look at pilot error and mechanical problems as possible causes.

Yute Air serves more than 22 communities in the Yukon-Kuskokwim Delta region of southwest Alaska, providing scheduled air service and charters.

Update, 10:30 a.m. Monday: A Yute Air plane missing after flying out of Bethel Saturday was found crashed in the Kwethluk River at 6:45 p.m. Sunday, according to the Alaska National Guard. 

"Wreckage was initially spotted by a Yute Air pilot who was flying a company aircraft during the search," said National Guard spokeswoman Lt. Col. Candis Olmstead Monday. "The Civil Air Patrol flew over the area moments later and were able to confirm the aircraft wreckage."

Rescue and recovery efforts are underway, authorities said. 

A preliminary FAA incident report posted Monday says that the missing Cessna 207 was found 40 miles from Bethel.

The preliminary data says the status of the pilot -- the lone person aboard the Cessna -- is "unknown." 

Olmstead said that Alaska State Troopers headed to the scene in a jet boat early Monday morning, along with a trooper helicopter and  investigators from the National Transportation Safety Board and FAA. 

Original story: A major search is underway in Western Alaska for a Yute Air pilot who didn’t return from a post-maintenance check flight out of Bethel on Saturday.

The pilot, flying a Cessna 207, left from the regional airline’s hub in Bethel Saturday morning at about 8:30 a.m., said Clint Johnson, Alaska chief for the National Transportation Safety Board.

The pilot planned to head east of Bethel for a three-and-a-half hour flight, said Daniel Knesek, director of operations for Yute Air.

“He was considered overdue at 12:30 p.m. and we have been actively searching for him and the aircraft thereafter,” Knesek wrote.

The pilot was the only person aboard the aircraft.

Johnson said it was too early for his agency, which investigates aircraft accidents, to be actively involved.

“We don’t know if it’s an accident yet,” Johnson said.

The Alaska Rescue Coordination Center is heading up a search, said Alaska State Troopers spokesman Tim Despain, with trooper aircraft assisting Civil Air Patrol and military aircraft in the search.

Several local air carriers and pilots operating in Western Alaska have also joined the search.

“Hageland Aviation, Grant Aviation, Ryan Air and Renfro’s Alaskan Adventures and the State Troopers have all provided pilots and aircraft to help since the search began,” Knesek said. "Our efforts will continue." 

Yute Air serves more than 22 villages in the area of the Yukon-Kuskokwim Delta, with scheduled air service and charters on a fleet of Cessna 207 and 172 airplanes.


Naples Municipal Airport (KAPF) To Enlist Help for Executive Director Search

The City of Naples Airport Authority has issued a Request for Qualifications for firms qualified to assist in the search for a new executive director. Ted Soliday, who has served in the position since 1994, has announced plans to retire in April 2016.

The Airport Authority’s Consultant Selection Committee will evaluate the proposals, interview the firms, rank them, develop a scope of work and, at the June 18 meeting of the Board of Airport Commissioners, recommend hiring one of the firms.

Naples Municipal Airport, a certificated air-carrier airport, is home to flight schools, air charter operators, car rental agencies and corporate aviation and nonaviation businesses as well as fire/rescue services, mosquito control, the Collier County Sheriff’s Aviation Unit and other community services.

During the 2013-2014 fiscal year, the airport accommodated 95,120 takeoffs and landings.

All funds used for the airport’s operation, maintenance and improvements are generated from activities at the airport or from federal and state grants; the airport receives no property tax dollars. The Florida Department of Transportation values the airport’s economic impact to the community at $283.5 million annually.

Naples Municipal Airport operates as a general aviation airport but complies with the same Federal Aviation Administration standards and safety guidelines as airports with commercial airline service, maintaining the same level of security and adhering to all Transportation Security Administration and FAA directives. During a recent annual inspection, the FAA found the airport 100 percent in compliance with Federal Aviation Regulations Part 139 requirements.

The Birdmen and their buzz wagons

In August 1918, pilots from Payne Field, U.S. Army Air Service, flew to a barbecue in Artesia and landed in a field near the Methodist Church. The late Sam Kaye found photographs of the barbecue, including this one of the Payne Field pilots, in his mother's scrapbook. 
Photo by: Courtesy photo/Carolyn Kaye

By Rufus Ward

May 30, 2015 11:37:19 PM

Just 10 years after the Wright brothers had delivered the first airplane to the newly formed U.S. Army Air Service, aircraft were playing an important role in World War I. With the need to rapidly increase the number of pilots, the Army Signal Corps began establishing pilot training based around the country. In 1917 West Point, Mississippi, was selected as the site for one of those training bases. The field was constructed on 533 acres of open prairie about four miles north of town and named Payne Field.

The pilots at Payne Field trained in Curtiss JN-4 airplanes which were called "Jennys." The Jenny had a top speed of 75 mph and a ceiling of 11,000 feet. The first squadron arrived on March 10, 1918. By May 1 the field was fully operational with 125 Jennys soon in the air. Eventually, about 1,500 pilots would train at the field.

Most people around West Point had never seen an aircraft before and called the Jennys "buzz wagons." The aviators were called "birdmen." The aircraft were used for pilot training and missions related to base operations. Planes did flyovers at public events such as Liberty Bond drives. In 1918, after Aviation Cadet Joseph Peters, of Columbus, was killed in an air crash at Kelly Field in Texas, his funeral was at Friendship Cemetery in Columbus. Pilots from Payne Field flew over the funeral service dropping flowers as Peters' body was lowered into his grave.

However, there apparently were many flights by pilots that were under the radar -- if they had even had radar back then. One which was authorized but out of the ordinary was newspaper delivery. on Aug. 21, 1918, a base newspaper, the Payne Field Zoom, was established. It was announced that area towns that had at least 50 subscribers would receive weekly delivery of the paper by airplane. The towns in the coverage area included Macon, Artesia, Columbus, Starkville, Okolona, Tupelo, Aberdeen and Brooksville. Payne Field planes would land near each town and bundles of papers would be picked up by post office personnel for delivery.

In September 1918, a Payne Field story made national news. Wardie Dawson was a "paralyzed crippled boy" living in Okolona whose brothers were in the military but be was unable to serve and lived at home. He wrote Lt. Col. Jack Heard, the field commander, a letter asking if a plane might land at his house so that he could see it. Heard wrote back a letter of encouragement but that there was no place for a plane to land. Heard then had a plane deliver the letter by flying at tree top level over the boy's house and drop the letter to him.

While those uses of aircraft are such as the Air Force might do today, others were not. I heard family stories about my grandfather, T.C. Billups, who lived at Billups Gate near Artesia. In the fall he had dove hunts and pilots from Payne Field would be invited. They would fly down, land in a pasture and then go hunting. After the hunt and after the hunt party was over, they would fly back to the base. On Aug. 16, 1918, there was a big barbecue and Brunswick stew picnic in Artesia. It was said that almost 1,000 people attended. The barbecue was held next to the Methodist Church and a number of pilots from Payne Field flew down and landed in an open field near the church. Pictures of the event with the pilots and their planes were taken. Several years ago the late Sam Kaye found those photos in his mother's scrapbook.

Probably the most unusual flights, though, left no record. In 1918, Columbus Police Chief John Morton, Payne Field Intelligence Officer Lt. McClean and Federal Revenue Agent Fry raided a bootlegging/moonshine operation on the Pickensville Road, 12 miles southeast of Columbus.

The raid was based on information that pilots from Payne Field may have been flying down, landing in a field near the location of a still and buying moonshine. The raid turned up 2 gallons and one quart of moonshine but only "some evidence" that there had been a still there. The moonshiner was found guilty by Justice of the Peace G.D. McKeller and sentenced to pay a fine of $50 and spend 30 days on the County Farm. It is interesting that only evidence there had been a still was found and that it was the Columbus Police Chief and not the sheriff who participated, though, the raid was in the county, not the city.

The early days of the U.S. Army Signal Corps Air Service must have been very interesting.

Thanks to Carolyn Kaye for help with this column.

Story, comments and photo:

Saturday, May 30, 2015

Air Force Academy adjusts flight training to minimize noise, plans meeting with neighbors

As the Air Force Academy heads into its busiest flying season, cadets will wake up earlier and climb higher to keep peace with the school's neighbors.

The academy's Col. Steve Burgh said getting cadets in planes at 6 a.m. will solve some noise issues over northern Colorado Springs neighborhoods and fix a training problem. The academy's T-53 trainer planes don't come with air conditioning, so rising early means a more comfortable flight, he said.

To deal with noise, Burgh will have the cadets start their flights with a corkscrew ascent over the academy's airfield. By starting an hour early, the T-53 trainers won't have to compete with the school's gliders and parachutists for airspace, giving them time to circle their way to altitude before heading east across northern Colorado Springs to rural training areas.

That will put the planes higher when they pass over homes, and with the ascent completed they can fly at a more ear-friendly throttle setting.

"We'll be above 1,000 feet," Burgh said. "We can be at cruise throttle."

The quieter morning flights might not be enough to quiet complaints from neighbors. The school modified its flight patterns in 2013 to avoid conflicts with commercial flights headed to airports in Denver and Colorado Springs. That pushed more planes over neighborhoods from Gleneagle to Briargate.

Neighbor Martha Brewer said the higher morning flights will address some of the neighbor's safety concerns, but flights at lower altitudes during the rest of the day remain a worry.

"All that remains to be seen," she said.

Brewer last year complained to the Federal Aviation Administration about low-flying cadet flights. The agency determined the academy was flying within safety rules.

"As no violation was substantiated, the FAA considers this matter closed," the agency wrote to Brewer.

Burgh said the academy has emphasized safety in its flight programs.

Safety concerns drove the school to pick the T-53, a plane that's equipped with a parachute that can bring the entire craft safely to Earth in an emergency.

The school says it's taking another step to make flights safer by telling instructor pilots to more quickly grab the controls when a student is flying too low over homes.

"You don't want to fly for the student but we don't want them to mess up too much," explained the academy's Lt. Col. Christopher Hawn.

More than 1,900 cadets per year take part in the academy's parachuting, glider and powered flight programs. Hundreds get their first taste of flying in the single-engine T-53, an Air Force variant of the civilian Cirrus SR-20.

The training program isn't a replacement for later pilot training cadets will get after they graduate. Instead it's seen as something that develops leaders and gives all cadets, including those who won't fly for the Air Force, familiarity of what it takes to fly for the service.

Much of that flight training takes place in a narrow two-month window starting in June, when cadets are out of class.

"Summer is our go-to time because the cadets aren't restricted," Hawn said.

A lot of the summer powered flight training takes place in eastern El Paso County, where cadets use the school's Bullseye Auxiliary Airfield to learn how to land and take off and learn maneuvering over wide-open ranch lands.

But flights at the academy's airfield will continue. And just the first takeoffs of the day will use the corkscrew ascent for higher, quieter flights over neighborhoods.

The academy is studying noise from flight programs for a report that should be completed later this year. Also underway is a Pentagon study of land use and encroachment in the Pikes Peak region that will analyze flight program issues at all local bases as a step to improving flight patterns and local zoning laws. That study is in its early stages.

"We are always aware of noise and safety concerns of those who live in neighborhoods near the Academy," Burgh wrote in a message to neighbors sent last week. "We sincerely appreciate the continued cooperation and support of our good neighbors in Colorado Springs and surrounding communities."

The academy will hear from its neighbors at a meeting Thursday arranged by the Colorado Springs Regional Business Alliance to address flight programs.

"I plan to be there," Brewer said.


Removal cost $30,000-$35,000: Wayward drone tangles with Seattle high-voltage line

Seattle City Light workers prepare to remove the drone from a high-voltage transmission line.

SEATTLE -- Seattle City Light crews freed a drone Saturday that had been stuck in a high-voltage transmission line over Lake Union for nearly a week.

"This like the I-5 of the power industry," said Bernie Ziemianek, Seattle City Light.

The drone was spotted in the line on May 24th, Ziemianek said.

On Saturday, crews de-energized the line and raised a large basket into place as curious neighbors looked on. It took a few minutes for two workers to slide across the line and free the drone.

"We were hopeful that maybe the wind would help us and get it out, but as you can see… it stayed up there for about a week," said Ziemianek.

Ziemianek said the entire effort to remove the drone cost about $30,000-35,000. The amount includes the man-power to remove it and the hours spent over the past several days to come up with a plan to make sure no customers were impacted by the work, he said.

"An unfortunate expense for all of us, but other than that… for me… more amusing that somebody doesn't know how to fly their new toy," said Webb Stevens, who lives nearby.

The mishap is the latest in a string of potentially dangerous encounters involving drones as they continue to grow in popularity.

A pilot had to pull a plane up 200 feet Friday to avoid hitting a drone as it approached New York's LaGuardia Airport, officials said.

Drone use has also prompted many questions about privacy.

The Federal Aviation Administration is currently working on new rules. Right now, anyone operating a drone is advised to stay below 400 feet and away from airports, officials said.

Seattle City Light officials said drones should also be kept away from transmission lines.

"Whether you're flying a drone or a radio-controlled helicopter or plane or even a kite, pay attention to where the power lines are at. Consider this a no-fly zone," said Scott Thomsen, Seattle City Light.

Seattle police are now looking into how the drone got into the transmission line, officials said.

Story and photo:

Chino Valley teen finishes first leg of journey to private pilot license

Jaqueline Beltran, with Cheri Warner, adjunct instructor and advanced ground instructor at Yavapai College’s Career and Technical Education Center (CTEC), and John Morgan, the college’s dean of career and technical education.

Chino Valley High School Student Jaqueline Beltran completed a "first-ever" milestone with Mountain Institute Joint Technical Education District (MIJTED) by passing the written exam required by the Federal Aviation Administration (FAA) as the first step in earning a private pilot license.

Cheri Warner, adjunct instructor and advanced ground instructor at Yavapai College's Career and Technical Education Center (CTEC), joined John Morgan, the college's dean of career and technical education, in awarding Beltran her certificate of completion. 

Beltran, a senior this fall, is the first of 44 area students in the aviation program's two-year history to "step up and do the work and get high scores (in her studies), so that she could take that written test," Warner said. Courses over several months led up to the test. 

The daughter of Eloy and Irene Beltran, the young aviator said her career goal is to become a commercial pilot or professional jet pilot. 

"I came to JTED one day and took an interest in it," Beltran said of MIJTED's aviation track. "Ever since that day I can't stop getting enough." 

In honor of Beltran's achievement, North-Aire Aviation Flight Training Center has awarded her a Discovery Flight with a pilot instructor so that she can learn aircraft controls, engage in flight planning, perform pre-flight checks, and try her hand at flying a plane. North-Aire Aviation is the fixed wing aircraft partner with Yavapai College in the MIJTED and CTEC offerings. 


Cessna 340A, N340A, Aviation Peter Corporation: Incident occurred May 30, 2015 at Martha's Vineyard Airport (KMVY), Vineyard Haven, Massachusetts

The pilot of a twin-engine Cessna 340, his wife and their dog walked away from a very rough landing at Martha’s Vineyard Airport about 12:30 pm, Saturday afternoon.

The plane’s right main gear collapsed soon after landing, airport manager Sean Flynn told The Times, causing the plane to veer off the runway and come to a stop on the grassy safety area.

Airport fire and rescue crews responded. West Tisbury firefighters and Tri-Town ambulance crews also arrived to assist.

There were no injuries. West Tisbury firefighters assisted in hoisting the plane up and locking the gear back into place.

The pilot, who Mr. Flynn did not identify, is a seasonal Island homeowner. The plane is registered to a Delaware corporation.

State and federal aviation and transportation authorities will be responsible for any investigation.

“I am glad no one was injured,” Mr. Flynn said. “I’m also grateful for the quick response of our emergency crews and mutual aid provided by first responders.”



A six-passenger aircraft veered off the main runway at the Martha’s Vineyard Airport shortly before noon Saturday when the plane’s landing gear collapsed. The pilot, a passenger, and a dog, were unhurt, officials said.

“Upon landing, his right main gear collapsed,” said airport manager Sean Flynn. “That caused [the plane] to veer off the payment to the safety area, a grassy area just off the runway. We’re thankful nobody was hurt.”

The airport fire department responded to the incident, backed up by mutual aid from several Island departments.

The airport was closed to all aircraft for about 30 minutes, then resumed operations with only one runway. That caused some delays among commercial and private aircraft who were required to use the airport’s shorter runway.

The aircraft, a twin-engine Cessna 340A, was built in 1975, according to FAA records, and is owned by Aviation Peter Corporation, a company registered in Middletown, Del.

According to Mr. Flynn, the National Transportation Safety Board (NTSB), the FAA, and the Massachusetts Department of Transportation Aeronautics Division will look into the mishap, as part of a routine investigation.

By 4 p.m., the plane was repaired and moved off the runway area to the airport ramp.

- Story and photo:

Rag-Wing RW-6, N2305J: Accident occurred May 30, 2015 at Sugar Valley Airport (5NC2), Mocksville, Davie County, North Carolina


NTSB Identification: GAA15CA115 
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 30, 2015 in Mocksville, NC
Probable Cause Approval Date: 07/27/2015
Aircraft: SMILEY JAMES E RAG WING RW-6, registration: N2305J
Injuries: 1 Minor.

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

The pilot reported that during the takeoff roll, the tailwheel equipped airplane encountered a gust a wind from the left, and veered to the right side of the runway. The pilot attempted to abort the takeoff after the airplane exited the right side of the runway, but then added power to continue the takeoff. The airplane did not respond to control inputs while attempting to turn back towards the runway, and impacted a building. The airplane sustained substantial damage to the left wing and fuselage. The pilot reported no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's loss of directional control during takeoff, which resulted in a runway excursion and impact with a building.

DAVIE COUNTY, N.C. —A small plane crashed into a building Saturday at the Sugar Valley Airport in Davie County.

Authorities said the pilot was the only person aboard the plane, and the building only sustained minimal damage.

The building houses the airport offices.

The pilot suffered minor injuries and was taken to a hospital for treatment.

The crash happened during a pilots' meet, and activities resumed when the incident was cleared.

Story, photo and comments:

Pulsar III, N747N, Steven & Miles LLC: Accident occurred May 30, 2015 near General Dick Stout Field Airport (1L8), Hurricane, Utah

Aviation Accident Final Report - National Transportation Safety Board: 


The private pilot of the experimental, amateur-built airplane reported that the purpose of the flight was to evaluate the effect of airstream cooling on the engine oil temperature once the airplane reached level flight. He stated that departure, climb, and level-off were uneventful; however, while maneuvering, the oil temperature began to increase. A descent did not mitigate the increase in oil temperature, and the engine subsequently experienced a total loss of power. The pilot attempted to restart the engine; when it did not respond, he began a right turn toward the departure runway. The airplane touched down short of the runway and collided with a fence. The pilot sustained a serious head injury and did not recall anything after the turn toward the airport.

The experimental engine was not made available for examination after the accident, and the reason for the elevated oil temperature and subsequent loss of engine power was not determined.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

An elevated oil temperature and subsequent total loss of engine power for reasons that could not be determined based on the available information. 


Temperature - Not specified

Not determined
Not determined - Unknown/Not determined (Cause)

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office;  Salt Lake City, Utah

Aviation Accident Factual Report - National Transportation Safety Board:

Investigation Docket - National Transportation Safety Board:

Steven & Miles LLC:

NTSB Identification: WPR15LA170
14 CFR Part 91: General Aviation
Accident occurred Friday, May 29, 2015 in Hurricane, UT
Aircraft: DUENAS PULSAR III, registration: N747N
Injuries: 1 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.


On May 29, 2015, about 1100 mountain daylight time, an experimental amateur-built Pulsar III, N747N, collided with corral fences during an emergency off airport forced landing at Hurricane, Utah. The private pilot sustained serious injuries; the airplane sustained substantial damage. The pilot/owner was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The local personal flight departed General Dick Stout Field (1L8) in Hurricane about 1000. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported that the purpose of the flight was to evaluate the effect of airstream cooling on the engine oil temperature once the airplane reached level flight. The plan was to circle above the airport while climbing to the desired altitude, establish level flight, observe the oil temperature, and land. After takeoff, climb performance and oil temperature were normal. At 5,100 ft msl (airport elevation was 3,347 ft), the pilot began to circle the airport. After three circles, he noticed that the oil temperature was about 220° F, and he began a shallow descent to help cool the engine.

About 4,500 ft, the oil temperature was about 230° F, and the engine shut off. He turned on the auxiliary fuel pump, and attempted to restart the engine. When it did not respond, he began a right turn towards runway 19 at 1L8. The airplane touched down short of the runway, and collided with the corral fences. The pilot sustained a serious head injury, and did not recall anything after the turn toward the airport.

One witness stated that he had observed the takeoff, and watched the airplane complete two climbing turns. He heard a radio transmission from someone asking the pilot if everything was alright. The pilot replied no, he was "dead sticking," which meant to the witness that the engine was not running. The witness observed the airplane was about 1/2 mile from the airport, and the propeller was not turning. He lost sight of the airplane just prior to touchdown.


The engine was an experimental Aeromaxx BB420 H, serial number 11U, rated at 118 hp. Aeromaxx used their own remanufactured and restored Corvair parts to build Corvair engines for homebuilt, experimental aircraft.

The experimental engine was not available for an exam.

NTSB Identification: WPR15LA170 
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 30, 2015 in Hurricane, UT
Aircraft: DUENAS PULSAR III, registration: N747N
Injuries: 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On May 30, 2015, about 1049 mountain daylight time, an experimental amateur-built Duenas Pulsar III, N747N, collided with a corral during an emergency forced landing at Hurricane, Utah. The pilot/owner was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The private pilot sustained serious injuries; the airplane sustained substantial damage to all airframe components. The local personal flight departed Hurricane about 1030. Visual meteorological conditions (VMC) prevailed, and no flight plan had been filed.

The pilot reported to a Federal Aviation Administration inspector that the purpose of the flight was to conduct engine testing. While maneuvering, the engine stopped producing power. The pilot set up for an emergency landing, but landed short of the runway.

HURRICANE – The pilot injured in Saturday morning’s airplane crash in a field north of the Hurricane Municipal Airport has been identified.

Terri Draper, spokesperson for Intermountain Healthcare’s southwest region and Dixie Regional Medical Center, confirmed the pilot of the plane was Carlos Duenas, 62, of Hurricane.

As of 3:40 p.m. Saturday, Duenas remains in critical condition at Dixie Regional Medical Center, Draper said.

Mechanical failure was the apparent cause of the airplane crash.

Just before 11 a.m., the Hurricane City Police and Hurricane Valley Fire departments were dispatched on reports of an aircraft that had crashed into a corral.

The owner of the property where the plane crashed, Kimberly Nielson, said she didn’t see the crash but heard a loud “thud,” looked out her window and saw the plane in the corral with her horses and donkeys.

Duenas was taken by ambulance to Dixie Regional Medical Center with serious injuries, including a laceration to his head and a possible broken leg, Hurricane Police Sgt. Brandon Buell said.

The plane is listed as having been manufactured by Duenas and is a Pulsar III fixed wing single-engine, according to information from the Federal Aviation Administration. The plane is an amateur built, experimental aircraft and is listed as being registered to Stevens & Miles LLC.

Prior to the crash, Buell said, the plane took off, circled the field twice, then attempted to land from the north. It is believed engine problems caused the plane to stall, and it crashed in the corral just short of the runway.

The plane was extensively damaged, Buell said, and appears to be totaled.

The fencing around the corral was also damaged, but no one on the ground, human or animal, was reported injured as a result of the crash.

The cause of the crash is currently being investigated, according to a press release from the Hurricane City Police Department, and the FAA has been notified about the incident.

This report is based on preliminary information provided by law enforcement or other emergency responders and may not contain the full scope of findings.

Story, photo gallery and video:

Cessna 421B Golden Eagle, N1592G, K.W. Brown Ministries Inc: Incident occurred May 29, 2015 at Chesapeake Regional Airport (KCPK), Norfolk, Virginia

CHESAPEAKE, Va. (WVEC) -- A family is happy to be safe after the engine on their plane stopped working mid-air during a flight Friday. 

Bishop Kim Brown, from The Mount in Chesapeake, told 13News Now his wife, daughter, son, daughter-in-law and 3-year-old grandson were on board a Cessna 421B Golden Eagle that took off from Chesapeake Regional Airport headed to Charlotte, N.C. Friday around 4:45 p.m.

About 15 minutes into the flight, his family saw smoke coming from the left wing of the plane and the propeller stopped.

The pilots informed the family on board that one of two engines had blown and they were turning the plane around to go back to Chesapeake with the one working engine.

The plane landed safely at Chesapeake Regional Airport and no one was injured.

In a phone call with 13News Now's Regina Mobley, Bishop Brown said, "God showed himself strong."

The family plans to drive to Charlotte Saturday where Bishop Brown is opening a new church Sunday.



Beech A36 Bonanza, N221D, Moto Air Inc: Fatal accident accident occurred May 29, 2015 at Hale County Airport (KPVW), Plainview, Texas

Paul Waller, his wife Tammy Waller, and their daughter Michele.

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

Additional Participating Entities:  
Federal Aviation Administration / Flight Standards District Office; Lubbock, Texas
Continental Motors Inc; Mobile, Alabama
Textron Aviation; Wichita, Kansas 

Aviation Accident Factual Report - National Transportation Safety Board:

Investigation Docket - National Transportation Safety Board:

MOTO Air Inc:

Paul and Michele Waller

NTSB Identification: CEN15FA245 
14 CFR Part 91: General Aviation
Accident occurred Friday, May 29, 2015 in Plainview, TX
Aircraft: BEECH A36, registration: N221D
Injuries: 3 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.


On May 29, 2015, about 2115 central standard time, a Beechcraft A-36 airplane, N221D, impacted terrain shortly after takeoff from Hale County Airport (PVW), Plainview, Texas. The pilot and two passengers were fatally injured, and the airplane was destroyed. The flight was being operated as a 14 Code of Federal Regulations Part 91 personal flight. Night visual meteorological conditions existed at the accident site at the time of the accident, and an instrument flight rules (IFR) flight plan had been filed. The flight departed PVW destined for Boerne Stage Field Airport, Boerne, Texas.

A handheld GPS was retrieved from the accident site, Figure 1 depicts its downloaded data. It was revealed that the flight departed from runway 22 about 2119, banked left, and then reached about 80 ft above ground level (agl) at a groundspeed of 86 knots before the recording stopped less than 1 minute later. See Figure 5 for a wreckage diagram. Several witnesses reported seeing the airplane take off to the southwest, make a sharp left turn, and then head straight down. One of the witnesses stated that they could not believe anybody would take off in the approaching storm. Another witness reported that she was "watching the storm clouds" and heard an engine at "full throttle" and then looked over and saw the airplane "traveling very fast" toward the ground.


The pilot held a commercial pilot certificate with airplane single-engine land and instrument ratings. No pilot logbooks were made available for review. The pilot's most recent Federal Aviation Administration (FAA) second-class medical certificate was issued on October 13, 2014, with no limitations. On his medical certificate application, the pilot reported that he had about 950 total hours of flight time.


According to FAA records, the six-seat airplane, serial number E927, was issued its original airworthiness certificate on September 30, 1976, and was registered to the pilot on April 13, 2011. According to aircraft maintenance records, the last annual inspection was completed on December 3, 2014, at a recorded tachometer time of 6,705.4 hours.

The engine was originally a Continental Motors IO-520-BB. The engine was converted to an IO-550-B-RA engine, serial number 578094, by RAM Aircraft under Supplemental Type Certificate SE10746SC-D when it was overhauled on August 11, 2011, at an engine total time of 2,471.7. The last logbook entry, dated February 18, 2015, indicated that the engine had accrued 621 hours since the overhaul and conversion.

Maintenance records indicated that the airplane was retrofitted with an Aspen Avionics EFD1000, which replaced all the primary flight instruments. The airplane was also equipped with a Garmin 430W, which combined GPS, navigation and communication information.

Maintenance records revealed that the airplane sustained paint damage in September 2014 after being flown into inclement weather. The pilot's damage report stated that he "flew into a building storm not visible or on XM weather."


At 2058:58, the pilot filed an IFR flight plan on, and received weather information from The weather information included conditions at the destination airport; the latest TAF; the latest METARs, SIGMETs, and AIRMETs along the flight route; notices to airmen; current severe thunderstorm watch and warning information; area forecasts; the convective outlook; PIREPs, and winds aloft information. Portions of that information are discussed below. For more weather information, see the Weather Study in the public docket for this accident.

The closest official weather station was PVW, located 1 mile from the accident site at an elevation of 3,374 ft msl.

At 2055, the PVW Automated Weather Observing System (AWOS) reported wind from 100° at 4 knots, 10 miles visibility, clear skies below 12,000 ft agl, temperature 21°C, dew point 17°C, and an altimeter setting of 30.05 inches of mercury (inHg). Remarks: automated station with a precipitation discriminator, lightning distant (defined as beyond 10 miles but less than 30 miles from the center of the airport) west, temperature 21.1°C, dew point 16.6°C. 

At 2115, the PVW AWOS reported calm wind, 10 miles visibility, clear skies below 12,000 ft agl, temperature 21°C, dew point 16°C, and an altimeter setting of 30.09 inHg. Remarks: automated station with a precipitation discriminator, lightning distant west and northwest, temperature 21.1°C, dew point 16.0°C. 

At 2135, the PVW AWOS reported wind from 300° at 26 knots with gusts to 36 knots, 10 miles visibility, light rain, scattered clouds at 4,500 ft agl, scattered clouds at 6,000 ft agl, a broken ceiling at 6,500 ft agl, temperature 16°C, dew point 11°C, and an altimeter setting of 30.17 inHg. Remarks: automated station with a precipitation discriminator, lightning distant southwest through northwest, temperature 15.5°C, dew point 11.0°C.

The observations from PVW indicated visual flight rules ceilings at the surface at the time of the accident with no visibility restrictions. The sun set at 2051, and civil twilight ended at 2119, the approaching storm was visible as noted by a witness to the accident. 

PVW was the closest site with a National Weather Service (NWS) TAF. The TAF valid at the time of the accident, which was issued at 1820 and was valid for a 24-hour period beginning at 1900, indicated the following:

Wind from 060° at 10 knots, greater than 6 miles visibility, scattered clouds at 5,000 ft agl, and a broken ceiling at 25,000 ft agl. Temporary conditions of variable wind at 25 knots with gusts to 45 knots, 2 miles visibility, thunderstorms and heavy rain, and a broken ceiling of cumulonimbus clouds at 3,000 ft agl were forecast between 2100 and 0100.

The closest NWS Weather Surveillance Radar-1988, Doppler (WSR-88D) was from Lubbock Preston Smith International Airport (LBB), Lubbock, Texas, which was located 31 miles south of the accident site at an elevation of 3,282 ft. Figure 2 shows the LBB WSR-88D base reflectivity images for the 0.5° elevation scans initiated at 2115. The image shows lightning flashes and strikes associated with a squall line, which are indicated by small black dots, north and west of the accident site between 2100 and 2115. The figure shows the gust front's location, depicted by a red line. The gust front was moving eastward over the accident site at the accident time.

The first severe thunderstorm warning that included the accident site was issued at 2046 by the NWS Office in Lubbock, Texas. Another severe thunderstorm warning, which was valid for the accident site at the accident time, was issued at 2113; and a severe thunderstorm watch was issued at 1545 and was valid through 2300. Figure 3 shows the 2046 severe thunderstorm warning area outlined in red, the 2113 severe thunderstorm warning area outlined in green, and the severe thunderstorm watch area outlined in blue. The accident site is marked by the star in figure 3. The severe thunderstorm warnings reported 60 mph wind gusts and hail.

FAA Advisory Circular AC 00-24C, "Thunderstorms," issued in February 2013, is a training guide for pilots on thunderstorm hazards. Figure 4 shows a cross-section of a squall line thunderstorm from AC 00-24B depicting a shelf cloud, gust front, and its related cold air outflow. A gust front typically causes a sudden wind shift and increase in wind speed along with potentially moderate-to-severe turbulence up to 1,000 ft and occasionally to 3,000 ft agl. A sudden wind shift and gusty winds associated with a gust front can be seen at both PVW and LBB, when the gust front moves across those airports. Multiple surges of cold dense air are typical results in individual strong gusts. Gust fronts often extend up to 15 miles from the main precipitation core of the thunderstorm.


The main wreckage was located in a flat, grass field about 1,100 ft southeast of runway 04/22. The airplane came to rest on a magnetic heading of 130ยบ at an elevation of 3,609 ft. A postimpact fire had ensued.


The airplane impacted terrain in about a 20°-nose-down attitude. Ground scars were consistent with a near vertical impact. The ground scars were also consistent with the landing gear being extended at the initial impact; however, fire damage precluded determination of the landing gear actuator position. A propeller blade fractured at impact and separated from the crankshaft, and the hub separated from the engine's propeller flange. The remainder of the airframe continued to travel on a southeasterly heading and impacted the ground about 100 ft from the initial impact.

As viewed from the initial impact point looking south, the main cabin door separated from the fuselage and came to rest left of, and about 162 ft from, the main wreckage. The separated nose landing gear was found near the initial impact point and 152 ft from the main wreckage. The separated left main landing gear (MLG) was found left of the main debris path and about 74 ft from the main wreckage. The separated right MLG was found right of the main debris path and about 90 ft from the main wreckage. The postimpact fire consumed major portions of the fuselage, empennage, and wings. 

The flap actuator housings were consumed by the postimpact fire, which precluded their measurement.


The engine was examined on-scene by the National Transportation Safety Board investigator-in-charge and an engine manufacturer representative. The engine crankcase remained intact; however, the engine sustained extensive thermal damage due to the postimpact fire. The crankshaft was rotated by hand, and continuity was established between the crankshaft, camshaft, connecting rods, and associated components. All six cylinders were examined using a borescope, and no anomalies were noted. All cylinders produced compression when the crankshaft was rotated, and all rocker arms and valves operated normally.

The right and left magnetos rotated by hand and produced a spark on all six posts during impulse coupling operation. The ignition harness sustained significant impact and thermal damage; however, the ignition harness produced a spark on the upper spark plugs for the Nos. 1, 3, and 5 cylinders. The remaining ignition leads could not produce a spark, consistent with thermal damage. All spark plugs displayed normal operating and wear signatures.

Thermal damage was noted on all the fuel and oil system components. There was no evidence of mechanical malfunctions or failures that would have precluded normal operation.

The separated propeller sustained significant impact damage. All the propeller blades displayed leading-edge polishing, chordwise scratches, leading-edge gouging, and twisting deformation consistent with being under power at the time of impact.


The South Plains Forensic Pathology, P.A., Lubbock, Texas, conducted an autopsy of the pilot. The cause of death for the pilot was attributed to "blunt force injuries of head, neck, torso and extremities."

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on specimens from the pilot. The toxicology results were negative for all tests.

NTSB Identification: CEN15FA245
14 CFR Part 91: General Aviation
Accident occurred Friday, May 29, 2015 in Plainview, TX
Aircraft: BEECH A36, registration: N221D
Injuries: 3 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 May 29, 2015 about 2115 central standard time (CST), a Beechcraft A-36, N221D, impacted terrain on the airfield at Hale County Airport (PVW), Plainview, Texas. The commercial certificated pilot and two passengers on board were fatally injured and the airplane was destroyed. The airplane was registered to Moto Air Inc. and operated by a private individual on a visual rules flight plan under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the flight. The personal flight was originating at the time of the accident, with an intended destination of Boerne Stage Field Airport (5C1), Boerne, Texas.

According to a witness statement, the airplane was observed with the engine at "full throttle traveling very fast" headed toward the ground. The witness reported a storm was arriving over the airfield at the time of the accident.

The 2115 recorded weather observation at PVW, included calm winds, visibility 10 miles, temperature 21 degrees C, dew point 16 degrees C; barometric altimeter 30.09 inches of mercury.

The National Oceanic and Atmospheric Administration (NOAA) weather station located just northwest of PVW recorded 5 minute observations with winds at 2115 from 006 degrees at 0 knots gusting to 2 knots. At 2120, winds were recorded from 301 degrees at 12 knots gusting to 45 knots.

Officials say the crash happened about 100 yards from the runway

Tammy Waller and daughter Michele. 

Paul Waller


A community shaken by the loss of a well known family after their plane crashed at Hale County airport. 

Just seconds after reading the news of a Hale County plane crash, Tawnya Tidwell's heart sank. 

"I just looked at my husband and said I know them, and he says who was it, and I said I don't know. The names are not released but I know who it was I know them," Tidwell said.

Friday night, Michele Waller, 18, celebrated her graduation from Plainview High School. 

"She's grown up into such a beautiful young adult, that just ended too quickly," Tidwell said.

The same evening she her mother and father were killed after their Beechcraft A-36 Bohnanza burst into flames.

"They would fly all the time, they would go places all the time. I know Paul was a very experienced and cautious pilot," Tidwell said.

Just before 9:30 Friday evening, Captain Derrick McPherson with the Plainview Police Department says Paul Waller, 46, his wife Tammy Waller, 44, and their daughter Michele took off from Hale County Airport en route to the San Antonio area.

"Almost immediately after take off the aircraft crashed on the south east portion of the aircraft property. We had three witnesses that stated that the aircraft did take off and almost immediately crashed back to the ground," Captain McPherson said.

Upon crashing, the aircraft burst into flames.

"I just cried all night, just having a feeling that it was them and then getting confirmation that it was them," Tidwell said.

Tidwell said the Waller's were well known throughout the Plainview area and were considered a second family to many.

Paul Waller had his own automotive shop.

"We would always take our cars to him, everybody in Plainview knows them," Tidwell said.

The Waller's leave behind their 13-year-old son.

"I'm just concerned for their son that's left behind, I can't imagine what he's going through right now."

The FAA and the NTSB are investigating the crash to determine a probable cause.

"Winds were moving into this area very quickly and were very strong so we feel like that was probably a factor," Captain McPherson said.

For now residents are just trying to make sense of it all. 

"You don't expect things like that to happen, it just shows us how short life really is," a Plainview resident said.

Plainview ISD released this statement:

"Our hearts are heavy as we absorb the news of the tragedy that took the life of PHS graduate Michele Waller and her parents, Paul and Tammy Waller, following graduation on Friday evening.  We offer our deepest condolences to the Waller family. We ask that you remember them in your thoughts and prayers and provide them with comfort and support in the days ahead."


Plainview authorities have confirmed that the three occupants of a Beech A36 Bonanza who died in a local plane crash Friday night were Plainview automotive garage owner Paul Waller, 46; his wife Tammy, 44; and their 18-year-old daughter Michele. The Wallers’ young son was not aboard the ill-fated flight.

Less than an hour earlier, Michele Waller had received her diploma as a member of the Plainview High School Class of 2015.

The names of the victims were released by Plainview police at a news conference at Plainview-Hale County Airport about 10 a.m. Saturday.

The three died at 9:17 p.m. Friday when their private plane crashed while attempting to take off from Plainview-Hale County Airport.

The plane went down on the southeast portion of airport property and burned on impact.

The airplane was based in Plainview and piloted by a Paul Waller. According to a flight plan filed by the pilot, the aircraft was flying from Plainview to San Antonio with three people on board. According to social media, the family was traveling to San Antonio to attend a wedding. A press release issued Saturday morning said the plane was bound for Burney, Tex.

The crash may have occurred as a strong wind gust front was moving through the area and inclement weather could have had a factor in the crash. The airplane was inverted when it crashed. There was no debris found on the runway.

According to the Texas Tech Mesonet station that’s located a few hundred yards north of the airport, the peak wind gust in Plainview on Friday was 45 mph, recorded at 9:20 p.m. The crash occurred three minutes before that, and the leading edge of a strong storm system was moving through the area at the time. It was not raining when the crash occurred, but started shortly after. In all, 0.96 inch of precipitation was measured in downtown Plainview overnight.

FAA investigators, as well as the National Transportation Safety Board representatives, were on the site of the crash Saturday morning.

The National Transportation Safety Board will be in charge of the investigation, according to local police, as well as all updates on its progress.

Following the crash, the bodies were initially taken to a local funeral home before being transported to the medical examiner’s office in Lubbock.


UPDATE:   Authorities identified three Plainview residents who died late Friday in a plane crash at the Hale County airport.

After a preliminary investigation by the Federal Aviation Administration, Paul Waller, 46, Tammy Waller, 44, and Michele Waller, 18, were identified as the victims of Friday's plane crash, according to a statement released Saturday morning.

No other people were on the plane.

Positive ID will not be determined until the final autopsy is complete.

Michele Waller graduated from high school Friday night. 

The family was en route to Boerne near San Antonio.

Paul Waller was an auto mechanic in Plainview.

The National Transportation Safety Board will arrive on scene Saturday afternoon.


Three people are dead after a plane crashed shortly after taking off Friday from Hale County Airport in Plainview.

A Beech A-36 Bonanza crashed while departing from the airport about 9:15 p.m., according to information from the Federation Aviation Administration.

“Local authorities reported that the aircraft was destroyed by fire after the crash,” according to the FAA statement. “According to a flight plan filed by the pilot, the aircraft was flying from Plainview to San Antonio.”

Plainview Fire Chief Rusty Powers said the names of the victims are being withheld pending identification and notification of next of kin. The deceased are two females and a male. Officials were able to retrieve their bodies from the scene of the crash Friday night and transported them to a local funeral home.

“At the time of departure we were having severe winds,” said Capt. Derrick McPherson, emergency management coordinator for the Plainview Police Department.  “I feel like that was possibly a factor.”

McPherson said he did not believe it was raining at the time of the crash.

Although officials experienced some difficulties getting close to the actual site of the crash due to weather, McPherson said units arrived at the scene within three to four minutes.

“Initial response units at the fire department had four-wheel drive capabilities so we were able to get our four-wheel drives out there very rapidly,” Powers said.

An Federal Aviation Administration investigator is expected to arrive at the scene Saturday to conduct an investigation, Powers said.

The National Transportation Safety Board has also been notified and will arrive at the crash site as soon as possible.

The aircraft’s tail number will be released once it is verified by investigators.

Until investigators arrive, the Plainview Police Department is providing security for the site of the crash.

“At this time, our prayers go out to the families. We know it’s going to be devastating for the entire community,” McPherson said. “It’s just unfortunate.”