Dan Shalloway and Banny Galicia
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The National Transportation Safety Board traveled to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Miramar, Florida
Piper; Vero Beach, Florida
Lycoming Engines; Atlanta, Georgia
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Flyers Inc: http://registry.faa.gov/N57312
NTSB Identification: ERA16FA012
14 CFR Part 91: General Aviation
Accident occurred Tuesday, October 13, 2015 in Lake Worth, FL
Aircraft: PIPER PA 28-180, registration: N57312
Injuries: 2 Fatal.
NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
HISTORY OF FLIGHT
On October 13, 2015, about 1733 eastern daylight time, a Piper PA-28-180, N57312, impacted a residential area in Lake Worth, Florida, during approach to Palm Beach County Park-Lantana Airport (LNA), Lantana, Florida. The private pilot and one person on the ground were fatally injured. The airplane was consumed by postimpact fire and destroyed. The airplane was owned by Flyers Inc., and was being operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight had departed Kissimmee Gateway Airport (ISM), Kissimmee, Florida, with an intended destination of LNA.
Fueling records indicated that the airplane was then topped off with 20 gallons of 100-low-lead aviation gasoline before departing ISM for a flight to LNA, during which the pilot received flight-following services from air traffic control. Review of recordings of the airport's common traffic advisory frequency revealed that the pilot was 3 miles east of the airport and was going to enter the midfield left downwind leg for runway 15. The pilot then radioed that he was turning a left base leg for runway 15. No other communications were received from the pilot. Radar data provided by the Federal Aviation Administration showed a target correlated to be the accident airplane flying past the runway extended centerline and then making an S-turn before radar coverage was lost.
PERSONAL INFORMATION
According to FAA records, the pilot held a private pilot certificate with an airplane single-engine land rating, which was issued on May 4, 2012. He also held an FAA third-class medical certificate, issued September 23, 2015. At that time, he was 66 inches tall and weighed 180 pounds. He reported treatment for a kidney stone, a laceration repair, and hernia surgery as well as various minor ailments to the FAA. He reported the use of testosterone to treat a low testosterone level. His medical certificate was limited by a requirement to wear corrective lenses for distant vision and have glasses available for near vision.
At the time of the medical examination, the pilot reported 250 hours of total flight time.
AIRCRAFT INFORMATION
The four-seat, low-wing, fixed-tricycle-gear airplane, serial number 28-7405042, was manufactured in 1973. It was powered by a Lycoming O-360, 180-horsepower engine and equipped with a two-bladed, fixed-pitch Sensenich propeller.
A review of maintenance records revealed that the airplane's most recent annual inspection was completed on May 25, 2015. At that time, the airframe had accumulated 6,199 total flight hours and the engine had accumulated 1,320 flight hours since major overhaul.
METEOROLOGICAL INFORMATION
The 1753 recorded weather observation at West Palm Beach International Airport (PBI), West Palm Beach, Florida, located about 4.5 miles north of the accident site, included wind from 140° at 13 knots, visibility 10 miles, few clouds at 5,000 ft, scattered clouds at 25,000 ft, temperature 28° C, dew point 21° C, and altimeter 29.91 inches of Mercury.
WRECKAGE AND IMPACT INFORMATION
The wreckage was examined at the accident site and again at a recovery facility. No readable cockpit instruments were recovered. Aileron control continuity was established from the control chain in the cockpit via aileron cables to their respective aileron bellcranks. The aileron cables had separated and exhibited broomstraw ends, and the bellcranks had separated from the wings. Rudder control continuity was confirmed from the rudder horn to the rudder bar. Stabilator control continuity was confirmed from the "T" bar to the balance weight. The stabilator trim system was not recovered and presumed destroyed by postimpact fire.
The two-bladed propeller remained attached to the engine. One blade was bent aft, was partially melted, and contained leading edge nicks, and the outboard half of the other propeller blade was consumed by fire.
The top spark plugs were removed from the engine, and the propeller was rotated by hand. Camshaft and crankshaft continuity to the rear accessory section was confirmed, and valve train continuity was confirmed to the Nos. 1 and 3 cylinders through rotation of the crankshaft. Due to impact and thermal damage, valve train continuity to the Nos. 2 and 4 cylinders was confirmed by visual inspection.
MEDICAL AND PATHOLOGICAL INFORMATION
The Office of the Medical Examiner, West Palm Beach, Florida, performed an autopsy on the pilot. The autopsy findings included multiple blunt force trauma and thermal injuries. The autopsy also identified heart enlargement and wall thickening and diffuse coronary artery disease with 75 percent stenosis in the left anterior descending and right coronary arteries and 25 percent stenosis of the left main and left circumflex coronary arteries. In addition, there was mild calcification of the mitral valve leaflets.
The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on specimens from the pilot. The toxicology tests detected greater than 10% carbon monoxide in blood (heart) and greater than 2.51 (ug/ml) cyanide in blood (heart).
Dan Shalloway
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14 CFR Part 91: General Aviation
Accident occurred Tuesday, October 13, 2015 in Lake Worth, FL
Aircraft: PIPER PA 28-180, registration: N57312
Injuries: 2 Fatal.
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On October 13, 2015, about 1733 eastern daylight time, a Piper PA-28-180, N57312, impacted a residential area in Lake Worth, Florida, during approach to Palm Beach County Park-Lantana Airport (LNA), Lantana, Florida. The private pilot and one person on the ground were fatally injured. The airplane was consumed by postimpact fire and destroyed. Visual meteorological conditions prevailed and no flight plan was filed for the flight that departed Kissimmee Gateway Airport, (ISM), Kissimmee, Florida, with an intended destination of LNA. The airplane was owned by Flyers Inc. and operated by a private individual as a personal flight in accordance with the provisions of Title 14 Code of Federal Regulations Part 91.
Preliminary information from the Federal Aviation Administration (FAA) revealed that the flight originated at LNA earlier during the day of the accident, and flew to ISM, where fueling records indicated that the airplane was fueled with 20 gallons of 100-low-lead aviation gasoline (top off). The flight departed ISM approximately 7 hours later for an intended landing back at LNA. The pilot received flight following from air traffic control to LNA and radioed on the common traffic advisory frequency that he was 3 miles east of the airport and going to enter a mid-field left downwind leg for runway 15. The pilot then radioed that he was turning a left base leg for runway 15 and no other communications were received from the pilot. A radar plot showed the airplane flying through the runway center line and then making an "S"-turn before radar coverage was lost.
A witness observed the airplane flying overhead and watched as it made the "S"-turn, followed by a steep right 180-degree turn and descend into a mobile home park. He then saw smoke and fire where the airplane went down.
The wreckage was examined at the accident site and again at a recovery facility. No readable cockpit instruments were recovered. Aileron control continuity was established from the control chain in the cockpit, via aileron cables that were separated and exhibited broomstraw ends, to their respective aileron bellcranks, which had also separated from the wings. Rudder control continuity was confirmed from the rudder horn to the rudder bar. Stabilator control continuity was confirmed from the "T" bar to the balance weight. The stabilator trim system was not recovered and presumed destroyed by post impact fire.
The two-blade propeller remained attached to the engine. One blade was bent aft, partially melted and contained leading edge nicks, while the outboard half of the other propeller blade was consumed by fire. The top spark plugs were removed from the engine and the propeller was rotated by hand. Camshaft and crankshaft continuity were confirmed to the rear accessory section and valve train continuity was confirmed to the No. 1 and No. 3 cylinders. Due to impact and thermal damage, valve train continuity to the No. 2 and No. 4 cylinders were confirmed by visual inspection.
According to FAA records, the pilot held a private pilot certificate with a rating for airplane single-engine land, which was issued on May 4, 2012. He also held an FAA third-class medical certificate, issued September 23, 2015. At the time of the medical examination the pilot reported 250 total hours of flight experience.
The four-seat, low-wing, fixed tricycle gear airplane, serial number 28-7405042, was manufactured in 1973. It was powered by a Lycoming O-360, 180-horsepower engine, equipped with a two-blade fixed-pitch Sensenich propeller. Review of maintenance records revealed that the airplane's most recent annual inspection was completed on May 25, 2015. At that time, the airframe had accumulated about 6,199 total hours of operation and the engine had accumulated 1,320 hours since major overhaul.
The 1753 recorded weather observation at West Palm Beach International Airport (PBI), West Palm Beach, Florida, located approximately 4.5 miles north of the accident location, included wind from 140 degrees, at 13 knots, visibility 10 miles, few clouds at 5000 feet, scattered clouds at 25,000 feet, temperature 28 degrees C, dew point 21 degrees C; barometric altimeter 29.91 inches of mercury.
Plane remnants
What event — either mechanical or human — led to that critical moment when Shalloway’s Piper PA-28-180 Archer made its fatal turn?
Investigators might never find out. Whatever clues there are likely burned up with the plane.
Animated flight tracking software operated by the Boca Raton Municipal Airport — manufacturers warn it can’t be presumed 100 percent accurate, but airport officials say it’s very reliable — appears to show the plane’s final minutes.
The plane first appears in the animation at 5:28 p.m. and 49 seconds near Congress Avenue, just north of Forest Hill Boulevard. It travels south toward downtown Lake Worth, then turns northwest toward Palm Beach State College. Patterns of other flights doing the same thing suggest it’s preparing to swing around and land at the Lantana airport from the northwest.
But at 5:32:53, it turns sharply to the right; just 14 seconds later the little black airplane icon comes to a stop in the animation, right at the spot where the plane went down into the mobile park.
Surveillance video suggests the plane actually struck the mobile home from the west, suggesting it made some last-second turn that’s not seen in the flight tracking.
“Fourteen seconds to hit the ground; something happened,” said Steven Daiagi, president of the Aero Club, a “fly-in” community in Wellington.
A pilot who’s lined up on the Lantana runway, with the strip likely in sight, as Shalloway appears to have been, could glide to a landing if he ran out of gas, Daiagi said.
“It doesn’t make sense,” he said.
Daiagi said neighbors were friendly with Shalloway and described him as a seasoned pilot.
“Either something went terribly wrong with the plane and it lost power, or he (Shalloway) had a personal incident,” said Dave Freudenberg, a former Boca Raton City Council member and a small plane pilot since 1992.
“It’s possible that there was just what they call a ‘loss of control.’ The plane suddenly did something the pilot wasn’t expecting,” said Donna Wilt, an associate professor in the College of Aeronautics at the Florida Institute of Technology in Melbourne. The college specializes in aviation.
She also said the pilot could have intentionally veered off to avoid another plane or because “he suddenly had an issue and was intentionally trying to turn right and break off the landing.” And she said a bird strike can’t be ruled out.
“Something happened right at that critical time,” Wilt said.
Daniel Boggs, the NTSB investigator, still was at the crash site Thursday, but wouldn’t be made available, agency spokesman Terry Williams said from Washington, D.C.
Asked about the disastrous final 14-second stretch, Williams said, “that’s one of the things we’re going to be looking at.”
He also said the agency was interviewing witnesses and pulling the plane’s maintenance records.
Williams stressed what the NTSB always does in such investigations: they could take months.
Boggs did tell reporters Wednesday at a briefing at the scene that investigators were trying to determine if Shalloway radioed air traffic controllers.
Unlike Palm Beach International Airport and the Boca Raton airport, both of which have staffed control towers, the Lantana Airport — official name: Palm Beach County Park Airport — “is all visual,” Freudenberg said. “You’re on your own. Find that little triangle yourself.”
But Daiagi said he’s certain that neither the Lantana airport, nor the volume of aircraft in Palm Beach County’s air space, had anything to do with Tuesday’s disaster.
“If planes crash into each other,” Daiagi said, “that would have something to do with busy air space. If planes fall out of the sky…”
The NTSB says zero people died in 2014 in commercial flight accidents, while nearly 500 died in small planes, and in those, loss of control was the most frequent cause.
“The general aviation industry has not seen the same improvements” as commercial airline operators, NTSB member Earl Weener said in a statement before a safety forum Wednesday in Washington D.C. about “loss of control” smalll plane crashes.
In the statement, George Perry, head of the Air Safety Institute for the Aircraft Owners and Pilots Association, which represents owners and pilots of small planes, said standards by which the Federal Aviation Administration tests pilots are “stuck in the 1970s.”
Data analyst Mike Stucka contributed to this story.
Source: http://www.mypalmbeachpost.com
The co-founder of a Kissimmee tourist attraction died Tuesday in a South Florida plane crash, according to officials.
Dan Shalloway, 64, who helped open Machine Gun America last year, died when the plane he was flying crashed into a mobile home in Palm Beach County.
"Everyone at Machine Gun America is deeply saddened by the tragic events of [Tuesday] that took the life of our co-founder Dan Shalloway," a statement said. "Dan loved to fly, was an engineer by trade, actively involved in politics and passionate about his community."
Banny Galicia, a 21-year-old woman in the mobile home, was also killed, officials said.
Spokesman Alan Byrd said Shalloway was in town for a corporate event at Machine Gun America earlier this week and was flying back to his home in Palm Beach County.
The "very experienced pilot" took off from Kissimmee Gateway Airport and was heading to the Palm Beach County Park Airport, Byrd said.
Photos: Plane crashes in mobile home park
The plane was a single-engine Piper PA-28-180 owned by Flyers Inc. in Boynton Beach, according to Federal Aviation Administration records.
Shalloway had a private pilot's license issued in 2012, records show.
The National Transportation Safety Board is investigating the plane crash. A cause for the crash was not immediately known.
According to the statement, Shalloway leaves behind a wife, Lisa; daughter, Gina; and son, Erik.
"All of us at Machine Gun America will deeply miss Dan," the statement read.
Loved boats, planes
Mike Erickson, owner of Canvas Designers in Riviera Beach, said he and Shalloway were friends since the 1990s.
He described Shalloway as a community-oriented man who loved restoring old boats and flying planes.
He found out about his friend's death Wednesday and said the news hasn't quite sunk in.
Shalloway adopted his daughter from Russia, said Erickson.
"When he first went to Russia and they met Gina, he just had a glow on his face," Erickson said. "He couldn't wait to bring her home. It was like he was reborn. He was just completely over himself about it, and he couldn't wait to get her back to the States."
According to his online biography, he was an associate adviser at Sperry Van Ness Florida Commercial Real Estate Advisors in Boynton Beach.
Shalloway was formerly a private-sector engineer who worked with Palm Beach County on water-management issues for many years. He was a founding member of Shalloway, Foy, Raman & Newell.
That agency broke up after a corruption scandal in 2006 involving his former partner, ex-county Commissioner Warren Newell.
New business venture
Machine Gun America, on U.S. Highway 192 in Kissimmee, opened in December.
Shalloway was instrumental in some of the engineering aspects of the business, according to Byrd.
It has 8-inch concrete walls with reinforced steel plates for safety.
"I think his impact at Machine Gun America will be felt for a long time," Byrd said.
The attraction allows guests to partake in shooting exercises such as "Zombie Apocalypse" and "Automatic Divas." People as young as 13 can shoot guns, but everyone, no matter what age, must be accompanied by a gun-safety instructor.
A man who answered the phone at Machine Gun America referred comment to Byrd. The attraction's co-founder, Robert Rubin, was not available for comment, Byrd said.
Source: http://www.orlandosentinel.com
Rest in peace Dan.
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