Thursday, December 10, 2015

Piper PA-46-500TP Meridian, N145JR, Airsea Charters Inc: Fatal accident occurred December 10, 2015 in Council Bluffs, Pottawattamie County, Iowa

John Warren Rogers
March 13, 1950 ~ December 10, 2015


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


Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Lincoln, Nebraska
Piper Aircraft, Inc; McKinney, Texas
Pratt & Whitney Canada; Longueuil, Quebec


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

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

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


Airsea Charters Inc: http://registry.faa.gov/N145JR





NTSB Identification: CEN16FA062
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 10, 2015 in Council Bluffs, IA
Probable Cause Approval Date: 06/13/2017
Aircraft: PIPER PA46 500TP, registration: N145JR
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 private pilot was conducting a personal cross-country flight. Shortly after takeoff, the pilot told the air traffic controller that he needed to return to the airport due to an attitude heading reference system (AHRS) "miscommunication." Air traffic control radar data indicated that, at that time, the airplane was about 1.75 miles north of the airport on a southeasterly course about 2,000 ft. mean sea level. About 20 seconds after the pilot requested to return to the airport, the airplane began to descend. The airplane subsequently entered a right turn, which appeared to continue until the final radar data point. The airplane struck power lines about 3/4 of a mile from the airport while maneuvering within the traffic pattern. The power lines were about 75 ft. above ground level.

A postaccident examination of the airframe and engine revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation. Although the pilot reported a flight instrumentation issue to air traffic control, the investigation was unable to confirm whether such an anomaly occurred based on component testing and available information. Examination of the standby airspeed indicator revealed that the link arm had separated from the pin on the rocking shaft assembly; however, it likely separated during the accident sequence. No other anomalies were observed. Functional testing indicated that the standby airspeed indicator was likely functional and providing accurate airspeed information to the pilot throughout the flight. Finally, examination of the left and right annunciator panel bulb filaments associated with the left fuel pump advisory revealed that they were stretched, indicating that the left fuel pump advisory indication annunciated at the time of the accident; however, this likely occurred during the accident sequence as a result of an automatic attempt to activate the left fuel pump due to the loss of fuel pressure immediately after the left wing separated.

Toxicology testing of the pilot detected low levels of three different sedating antihistamines; however, antemortem levels could not be determined nor could the underlying reason(s) for the pilot's use of these medications. As a result, it could not be determined whether pilot impairment occurred due to the use of the medications or the underlying condition(s) themselves.

Although the pilot reported a flight instrumentation issue, this problem would not have affected his ability to control the airplane. Further, the pilot should have been able to see the power lines given the day/visual weather conditions. It is possible that the pilot become distracted by the noncritical anomaly, which resulted in his failure to maintain clearance from the power lines.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain clearance from power lines while returning to the airport after becoming distracted by a noncritical flight instrumentation anomaly indication.

HISTORY OF FLIGHT


On December 10, 2015, at 1153 central standard time, a Piper PA46-500TP airplane, N145JR, impacted power lines and terrain near Council Bluffs, Iowa. The pilot was fatally injured. The airplane was substantially damaged. The airplane was registered to Airsea Charters Inc. and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the departure airport about the time of the accident, and the flight was operated on an instrument flight rules flight plan. The flight originated from Eppley Airfield (OMA), Omaha, Nebraska, about 1150 and was destined for Perry Stokes Airport (TAD), Trinidad, Colorado.

At 1150, the OMA tower controller cleared the pilot for takeoff and instructed him to fly a 320-degree heading. At 1152:12, the pilot stated that he "needed to return to Eppley." The controller instructed the pilot to enter a right downwind for runway 32R. When asked if he required any assistance, the pilot replied, "negative." The pilot reported that the AHRS had a "miscommunication." (Within the context of the avionics installed on the airplane, AHRS likely referred to the attitude and heading reference system.) At 1153, the controller inquired if the pilot could accept a short approach. The pilot accepted and was subsequently cleared to land. The controller indicated that another airplane was on a 4-mile final for the runway at that time. No further communications were received from the pilot.

Air traffic control (ATC) radar data depicted the airplane entering a right turn after takeoff. At the time that the pilot requested to return to the airport, the airplane was located about 1.75 miles north of the airport on a southeast course, at an altitude of about 2,000 ft mean sea level (msl). The airplane paralleled the runway on a downwind traffic pattern leg. About 20 seconds after requesting to return, the airplane began a descent. The airplane subsequently entered a right turn which appeared to continue until the final radar data point. The final data point was recorded at 1153:36, with an associated altitude of 1,100 ft msl. The data point was located about 400 ft northeast of the accident site.

A witness reported observing the airplane as he was driving southbound on Highway 29. The landing gear extended as the airplane was flying southbound at a "low" altitude immediately east of the highway. The airplane subsequently made a "sharp turn" to the west and struck power lines running along the east side of the highway. The airplane came to rest in the center median area between the north and southbound lanes of the divided highway about 3/4 of a mile east of the airport.

PERSONNEL INFORMATION

Within the preceding one year, the pilot had logged 296.7 hours in airplanes and an additional 20.0 hours in a flight simulator/flight training device. Of that flight time, 280.7 hours were in the accident airplane. All of the pilot's logged flight time within 90 days of the accident was in the accident airplane. The pilot had completed the Federal Aviation Administration (FAA) Wings Program, Advanced Level – Phase 2, which met the requirements of a flight review.

AIRCRAFT INFORMATION

The current owner purchased the airplane in January 2011; the accident pilot signed the registration application. In January 2013, the airplane was involved in a nose landing gear collapse and runway excursion event during landing. Maintenance records noted that the engine was removed, disassembled, inspected and repaired. It was subsequently reinstalled in August 2013. An overhauled propeller assembly was installed at that time.

Airplane records indicated that the most recent maintenance was completed on December 8, 2015, at 1,047.2 hours. Three discrepancies were noted related to that maintenance work, including (1) loss of airspeed indication at altitude; (2) propeller deice inoperative; and (3) air noise at the cabin door near the retract cable. The maintenance records indicated that the propeller heat control module was replaced and sealant was applied to the cabin door. In addition, the left and right moisture drains were checked; no water was observed. No further action was documented related to the loss of airspeed discrepancy. The airplane was subsequently returned to service.

The pilot's wife reported accompanying the pilot on a trip to Steamboat, Colorado, about one week before the accident. On December 6th, approximately one hour into the return flight to OMA, the airplane "started to act erratically." The pilot turned the autopilot off and descended to a lower altitude. The remainder of the flight proceeded without further incident. The pilot informed her that there was an inconsistency in the instrument indications that would need to be checked when they landed.

METEOROLOGICAL INFORMATION

AIRPORT INFORMATION

Glideslope guidance to runway 32R was available from a precision approach path indicator (PAPI). An instrument landing system (ILS) was also installed on runway 32R.

WRECKAGE AND IMPACT INFORMATION

The accident site was located about 3/4 of a mile east of the OMA runway 32R threshold in the center median area between the north and southbound traffic lanes of Interstate 29. The median was an open area consisting of grass and vegetation. The airplane struck power lines and a support arm about 75 ft above ground level. The power lines were about 520 ft northeast of the accident site. The airplane came to rest inverted. The main wreckage consisted of the fuselage, inboard two-thirds of the right wing, empennage, and engine. The left wing had separated at the wing root and was located about 15 ft west of the main wreckage. The propeller had separated from the engine and was located about 30 ft north of the main wreckage. The right wingtip and fragments of the outboard right wing were located in the vicinity of the power lines.

A post-accident examination of the airframe and engine did not reveal any anomalies consistent with a pre-impact failure or malfunction. A detailed summary of the airframe and engine examinations is included with the docket material associated with this accident case.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy of the pilot was conducted at the Iowa State Medical Examiner's Office. The pilot's death was attributed to blunt force injuries sustained in the accident.

The FAA Civil Aerospace Medical Institute toxicology report stated:
Chlorpheniramine detected in Urine
0.007 (ug/ml, ug/g) Chlorpheniramine detected in Blood (Cavity)
Dextromethorphan detected in Urine
Dextromethorphan NOT detected in Blood (Cavity)
Dextrorphan detected in Urine
Dextrorphan detected in Blood (Cavity)
Diphenhydramine detected in Urine
Diphenhydramine detected in Blood (Cavity)
3.663 (ug/ml, ug/g) Doxylamine detected in Urine
0.085 (ug/ml, ug/g) Doxylamine detected in Blood (Cavity)

Chlorpheniramine, diphenhydramine, and doxylamine are sedating antihistamines available in a variety of over-the-counter allergy products and sleep aids. Dextromethorphan is a cough suppressant also available over-the-counter. It is not considered impairing in normal doses.

TESTS AND RESEARCH

Examination of the data acquisition unit revealed no engine exceedance events or engine trend monitoring entries related to the accident flight. Engine trend data are not recorded until the airplane is stabilized in cruise flight at or above 15,000 ft.

Examination of the annunciator panel light bulbs revealed that the left and right bulb filaments associated with the L Fuel Pump advisory indication were stretched. In addition, the right bulb filament associated with the Fuel Pressure caution indication exhibited minor stretching; the left bulb filament appeared to be intact. The remaining bulb filaments were either intact or broken, but none appeared to be stretched. A stretched filament is consistent with the bulb being illuminated at the time of the accident. According to the Pilot's Operating Handbook, with the electric fuel boost pumps in AUTO mode, the left and right boost pumps will be activated when the engine fuel pressure drops below 9 pounds per square inch gauge (psig) for any reason, and will remain on until the fuel pressure increases to 12 psig.

Examination of the standby airspeed indicator revealed that the link arm had separated from the pin on the rocking shaft assembly. No other anomalies were observed. The link arm was re-attached and the indicator was tested. Functional testing determined that the airspeed indications were within the test procedure limits with one exception: at 160 knots, during the decreasing airspeed portion of the test, the indication was 164 knots, which was one knot above the specification limit of 163 knots.

Examination of the attitude heading and reference system (AHRS) units, the air data computer (ADC) units, and the magnetometers did not reveal any anomalies; although, the testing was limited by the capabilities of the test bench. Each unit appeared to be functional and provided valid information. The AHRS units were tested independently and provided attitude (roll, pitch, heading) and acceleration information. The output data appeared to correspond to the orientation of the unit. The ADC units provided valid airspeed and altitude information. The test bench did not support simultaneous testing of the units. As a result, evaluation of any potential miscompare annunciations was not possible.

ADDITIONAL INFORMATION

Review of the avionics manufacturer's documentation did not reveal any annunciation defined as a "miscommunication" message. However, the primary flight display (PFD) may display a Miscompare Annunciation (MISCOMP) in relation to altitude, airspeed, pitch, or roll data. A MISCOMP annunciation is normally displayed when the airspeed received by each PFD differs by more than 10 knots. For pitch and roll attitude data, a MISCOMP message is normally displayed when the data differs by 5 degrees and 6 degrees, respectively. An altitude MISCOMP annunciation is normally provided when the altitudes differ by 200 feet or more.






NTSB Identification: CEN16FA062 
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 10, 2015 in Council Bluffs, IA
Aircraft: PIPER PA46 500TP, registration: N145JR
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 December 10, 2015, at 1153 central standard time, a Piper PA46-500TP Meridian airplane, N145JR, was substantially damaged when it impacted power lines and terrain near Council Bluffs, Iowa. The pilot was fatally injured. The airplane was registered to Airsea Charters Inc. and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was operated on an instrument flight rules flight plan. The flight originated from Eppley Airfield (OMA), Omaha, Nebraska, about 1150. The intended destination was the Perry Stokes Airport (TAD), Trinidad, Colorado. 

Shortly after takeoff, the pilot informed the air traffic controller that he needed to return to the airport. The pilot was instructed to enter the traffic pattern for landing. When the controller inquired if the pilot needed any assistance, the pilot replied "negative." The pilot added that the AHRS had a "miscommunication." (Within the context of the avionics installed on the accident airplane, AHRS refers to Attitude and Heading Reference System.) The controller inquired if the pilot was able to accept a short approach due to incoming traffic. The pilot accepted and was subsequently cleared to land. The pilot noted that he would be looking for the inbound traffic. No further communications were received from the pilot. 

The accident site was located about 0.70 miles east of the runway threshold in a center median area between the north and southbound traffic lanes of Interstate 29. The airplane struck power lines, including a power pole support, about 400 feet east-northeast of the accident site. The support and power lines were about 75 feet above ground level. Fragments of the right wing were located in the vicinity of the power lines. The airplane came to rest inverted. The entire airframe structure and all flight control surfaces were accounted for at the accident site. 

Weather conditions recorded by the OMA Automated Surface Observing System (ASOS), at 1152, were: wind from 290 degress at 16 knots, gusting to 23 knots; 10 miles visibility; few clouds at 1,500 feet above ground level; temperature 13 degrees Celsius; dew point 3 degrees Celsius; altimeter 29.65 inches of mercury. The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Lincoln, Nebraska
Piper Aircraft, Inc.; Mc Kinney, Texas
Pratt & Whitney Canada; Longueuil, Quebec

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


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

NTSB Identification: CEN16FA062 
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 10, 2015 in Council Bluffs, IA
Aircraft: PIPER PA46 500TP, registration: N145JR
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.

HISTORY OF FLIGHT

On December 10, 2015, at 1153 central standard time, a Piper PA46-500TP airplane, N145JR, impacted power lines and terrain near Council Bluffs, Iowa. The pilot was fatally injured. The airplane was substantially damaged. The airplane was registered to Airsea Charters Inc. and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the departure airport about the time of the accident, and the flight was operated on an instrument flight rules flight plan. The flight originated from Eppley Airfield (OMA), Omaha, Nebraska, about 1150 and was destined for Perry Stokes Airport (TAD), Trinidad, Colorado.

At 1150, the OMA tower controller cleared the pilot for takeoff and instructed him to fly a 320-degree heading. At 1152:12, the pilot stated that he "needed to return to Eppley." The controller instructed the pilot to enter a right downwind for runway 32R. When asked if he required any assistance, the pilot replied, "negative." The pilot reported that the AHRS had a "miscommunication." (Within the context of the avionics installed on the airplane, AHRS likely referred to the attitude and heading reference system.) At 1153, the controller inquired if the pilot could accept a short approach. The pilot accepted and was subsequently cleared to land. The controller indicated that another airplane was on a 4-mile final for the runway at that time. No further communications were received from the pilot.

Air traffic control (ATC) radar data depicted the airplane entering a right turn after takeoff. At the time that the pilot requested to return to the airport, the airplane was located about 1.75 miles north of the airport on a southeast course, at an altitude of about 2,000 ft mean sea level (msl). The airplane paralleled the runway on a downwind traffic pattern leg. About 20 seconds after requesting to return, the airplane began a descent. The airplane subsequently entered a right turn which appeared to continue until the final radar data point. The final data point was recorded at 1153:36, with an associated altitude of 1,100 ft msl. The data point was located about 400 ft northeast of the accident site.

A witness reported observing the airplane as he was driving southbound on Highway 29. The landing gear extended as the airplane was flying southbound at a "low" altitude immediately east of the highway. The airplane subsequently made a "sharp turn" to the west and struck power lines running along the east side of the highway. The airplane came to rest in the center median area between the north and southbound lanes of the divided highway about 3/4 of a mile east of the airport.

PERSONNEL INFORMATION

Within the preceding one year, the pilot had logged 296.7 hours in airplanes and an additional 20.0 hours in a flight simulator/flight training device. Of that flight time, 280.7 hours were in the accident airplane. All of the pilot's logged flight time within 90 days of the accident was in the accident airplane. The pilot had completed the Federal Aviation Administration (FAA) Wings Program, Advanced Level – Phase 2, which met the requirements of a flight review.

AIRCRAFT INFORMATION

The current owner purchased the airplane in January 2011; the accident pilot signed the registration application. In January 2013, the airplane was involved in a nose landing gear collapse and runway excursion event during landing. Maintenance records noted that the engine was removed, disassembled, inspected and repaired. It was subsequently reinstalled in August 2013. An overhauled propeller assembly was installed at that time.

Airplane records indicated that the most recent maintenance was completed on December 8, 2015, at 1,047.2 hours. Three discrepancies were noted related to that maintenance work, including (1) loss of airspeed indication at altitude; (2) propeller deice inoperative; and (3) air noise at the cabin door near the retract cable. The maintenance records indicated that the propeller heat control module was replaced and sealant was applied to the cabin door. In addition, the left and right moisture drains were checked; no water was observed. No further action was documented related to the loss of airspeed discrepancy. The airplane was subsequently returned to service.

The pilot's wife reported accompanying the pilot on a trip to Steamboat, Colorado, about one week before the accident. On December 6th, approximately one hour into the return flight to OMA, the airplane "started to act erratically." The pilot turned the autopilot off and descended to a lower altitude. The remainder of the flight proceeded without further incident. The pilot informed her that there was an inconsistency in the instrument indications that would need to be checked when they landed.

METEOROLOGICAL INFORMATION


AIRPORT INFORMATION

Glideslope guidance to runway 32R was available from a precision approach path indicator (PAPI). An instrument landing system (ILS) was also installed on runway 32R.

WRECKAGE AND IMPACT INFORMATION

The accident site was located about 3/4 of a mile east of the OMA runway 32R threshold in the center median area between the north and southbound traffic lanes of Interstate 29. The median was an open area consisting of grass and vegetation. The airplane struck power lines and a support arm about 75 ft above ground level. The power lines were about 520 ft northeast of the accident site. The airplane came to rest inverted. The main wreckage consisted of the fuselage, inboard two-thirds of the right wing, empennage, and engine. The left wing had separated at the wing root and was located about 15 ft west of the main wreckage. The propeller had separated from the engine and was located about 30 ft north of the main wreckage. The right wingtip and fragments of the outboard right wing were located in the vicinity of the power lines.

A post-accident examination of the airframe and engine did not reveal any anomalies consistent with a pre-impact failure or malfunction. A detailed summary of the airframe and engine examinations is included with the docket material associated with this accident case.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy of the pilot was conducted at the Iowa State Medical Examiner's Office. The pilot's death was attributed to blunt force injuries sustained in the accident.

The FAA Civil Aerospace Medical Institute toxicology report stated:
Chlorpheniramine detected in Urine
0.007 (ug/ml, ug/g) Chlorpheniramine detected in Blood (Cavity)
Dextromethorphan detected in Urine
Dextromethorphan NOT detected in Blood (Cavity)
Dextrorphan detected in Urine
Dextrorphan detected in Blood (Cavity)
Diphenhydramine detected in Urine
Diphenhydramine detected in Blood (Cavity)
3.663 (ug/ml, ug/g) Doxylamine detected in Urine
0.085 (ug/ml, ug/g) Doxylamine detected in Blood (Cavity)

Chlorpheniramine, diphenhydramine, and doxylamine are sedating antihistamines available in a variety of over-the-counter allergy products and sleep aids. Dextromethorphan is a cough suppressant also available over-the-counter. It is not considered impairing in normal doses.

TESTS AND RESEARCH

Examination of the data acquisition unit revealed no engine exceedance events or engine trend monitoring entries related to the accident flight. Engine trend data are not recorded until the airplane is stabilized in cruise flight at or above 15,000 ft.

Examination of the annunciator panel light bulbs revealed that the left and right bulb filaments associated with the L Fuel Pump advisory indication were stretched. In addition, the right bulb filament associated with the Fuel Pressure caution indication exhibited minor stretching; the left bulb filament appeared to be intact. The remaining bulb filaments were either intact or broken, but none appeared to be stretched. A stretched filament is consistent with the bulb being illuminated at the time of the accident. According to the Pilot's Operating Handbook, with the electric fuel boost pumps in AUTO mode, the left and right boost pumps will be activated when the engine fuel pressure drops below 9 pounds per square inch gauge (psig) for any reason, and will remain on until the fuel pressure increases to 12 psig.

Examination of the standby airspeed indicator revealed that the link arm had separated from the pin on the rocking shaft assembly. No other anomalies were observed. The link arm was re-attached and the indicator was tested. Functional testing determined that the airspeed indications were within the test procedure limits with one exception: at 160 knots, during the decreasing airspeed portion of the test, the indication was 164 knots, which was one knot above the specification limit of 163 knots.

Examination of the attitude heading and reference system (AHRS) units, the air data computer (ADC) units, and the magnetometers did not reveal any anomalies; although, the testing was limited by the capabilities of the test bench. Each unit appeared to be functional and provided valid information. The AHRS units were tested independently and provided attitude (roll, pitch, heading) and acceleration information. The output data appeared to correspond to the orientation of the unit. The ADC units provided valid airspeed and altitude information. The test bench did not support simultaneous testing of the units. As a result, evaluation of any potential miscompare annunciations was not possible.

ADDITIONAL INFORMATION

Review of the avionics manufacturer's documentation did not reveal any annunciation defined as a "miscommunication" message. However, the primary flight display (PFD) may display a Miscompare Annunciation (MISCOMP) in relation to altitude, airspeed, pitch, or roll data. A MISCOMP annunciation is normally displayed when the airspeed received by each PFD differs by more than 10 knots. For pitch and roll attitude data, a MISCOMP message is normally displayed when the data differs by 5 degrees and 6 degrees, respectively. An altitude MISCOMP annunciation is normally provided when the altitudes differ by 200 feet or more.

Airsea Charters Inc: http://registry.faa.gov/N145JR

NTSB Identification: CEN16FA062 
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 10, 2015 in Council Bluffs, IA
Aircraft: PIPER PA46 500TP, registration: N145JR
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 December 10, 2015, at 1153 central standard time, a Piper PA46-500TP Meridian airplane, N145JR, was substantially damaged when it impacted power lines and terrain near Council Bluffs, Iowa. The pilot was fatally injured. The airplane was registered to Airsea Charters Inc. and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was operated on an instrument flight rules flight plan. The flight originated from Eppley Airfield (OMA), Omaha, Nebraska, about 1150. The intended destination was the Perry Stokes Airport (TAD), Trinidad, Colorado. 

Shortly after takeoff, the pilot informed the air traffic controller that he needed to return to the airport. The pilot was instructed to enter the traffic pattern for landing. When the controller inquired if the pilot needed any assistance, the pilot replied "negative." The pilot added that the AHRS had a "miscommunication." (Within the context of the avionics installed on the accident airplane, AHRS refers to Attitude and Heading Reference System.) The controller inquired if the pilot was able to accept a short approach due to incoming traffic. The pilot accepted and was subsequently cleared to land. The pilot noted that he would be looking for the inbound traffic. No further communications were received from the pilot. 

The accident site was located about 0.70 miles east of the runway threshold in a center median area between the north and southbound traffic lanes of Interstate 29. The airplane struck power lines, including a power pole support, about 400 feet east-northeast of the accident site. The support and power lines were about 75 feet above ground level. Fragments of the right wing were located in the vicinity of the power lines. The airplane came to rest inverted. The entire airframe structure and all flight control surfaces were accounted for at the accident site. 

Weather conditions recorded by the OMA Automated Surface Observing System (ASOS), at 1152, were: wind from 290 degress at 16 knots, gusting to 23 knots; 10 miles visibility; few clouds at 1,500 feet above ground level; temperature 13 degrees Celsius; dew point 3 degrees Celsius; altimeter 29.65 inches of mercury.

  
FAA Flight Standards District Office:  FAA Des Moines FSDO-61

Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email eyewitnessreport@ntsb.gov,  and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov


Rogers, John W.



John W. Rogers
March 13, 1950 ~ Dec 10, 2015

Survived by his wife, Joann; children, James Rogers (Sara) and Janell Bartlett (Glen); grandchildren: Anne, Miles, Alexis, Brogan, Aryia and Declan; mother, Olive “Kay” Rogers; brothers, David Rogers (Patty) and Daniel Rogers (Carolyn).

The family will receive friends Wednesday, December 16th from 1pm to 3pm, followed by MEMORIAL SERVICE at 3pm, all at the West Center Chapel. Private Interment.

Memorials are suggested to Iowa State University Foundation for the John Rogers Memorial Fund, 2505 University Blvd., Ames, Iowa, 50010. 

HEAFEY-HOFFMANN DWORAK & CUTLER
Mortuaries and Crematories
7805 West Center Road
Omaha, Nebraska 68124
(402) 391-3900


Pilot reported 'miscommunication' of systems before crash

OMAHA, Neb. —John W. Rogers died Thursday when his Piper PA-46-500TP Meridian cartwheeled in the median of Interstate 29.

Investigators say he clipped a power line on the way down.

Rogers had just taken off from Eppley Airfield, and had requested a return landing.

In a recording of his final radio calls, Rogers can be heard calmly making the request on transmissions with the Omaha air traffic tower.

First, he confirms the runway.

"Right downwind 3-2 right.. Thank you," he says.

The air controller asks if he requires assistance.

He responds “uh, negative.” But then he says something on board is having a ‘miscommunication.'

Rogers’ final transmission acknowledged his clearance to land, again, calmly saying 'okay'.

The tower then loses contact with Rogers. They ask another pilot if he sees the Meridian, and then other controllers.

"Do you have a Meridian out there anywhere on short final?"

The response: "Negative."

According to online records, Rogers ran Airsea Charters out of his northwest Omaha home.

It is a small business that charters commercial boats.

Federal investigators will determine why his plane went down.


John Warren Rogers





OMAHA (Neb.) The pilot of a single-engine plane killed when his aircraft crashed in the median of Interstate 29 north of Council Bluffs Thursday has been identified.

In a release Friday, Pottawattamie County Sheriff's Jeff Danker identified the pilot as 65-year-old John Rogers of Omaha.

The Sheriff said the pilot left Eppley Airfield around noon. Moments later he radioed back saying he was experiencing problems with the plane. He requested permission to return to the airport. According to witness reports the plane then clipped a power line and crashed.

The plane went down near mile marker 58 east of Eppley Airfield and north of downtown Council Bluffs. The FAA arrived Thursday to begin its investigation while the NTSB will be on scene starting Friday.

Darrell Wade was traveling along I-29 just before the plane went down. He told us, "I looked at the other two guys in the truck with me and said, 'Oh crap, he's gonna crash."

Wade said, "We were heading south on Interstate 29. Plane was flying on the other side, following the railroad tracks. Cut a hard right. Landing gear dropped. Clipped one of the power lines. Cartwheeled and landed face-first in the dirt."

Wade said, "When his landing gear came down I knew that he was having some kind of mechanical issue, obviously." He said he saw no fire but the wreckage was surrounded by fuel.

He told us he checked the pilot - the lone person on board and said, "No response. No pulse."

Traffic was interrupted after the crash but was moving again by 1 p.m.


A pilot died Thursday morning after his plane crashed in the median near the 57-mile marker between the north and southbound lanes of Interstate 29.

The pilot, flying a Piper Malibu Meridian single-engine plane, left Eppley Airfield at 11:51 a.m., according to the Pottawattamie County Sheriff’s Office and FlightAware.com, a flight tracking website. 

Shortly after takeoff, the man radioed back to Eppley that he was having plane troubles and requested an emergency landing. 

Sheriff Jeff Danker said the pilot was dead when authorities reached the small plane. He is believed to be the lone passenger in the plane.

Darrell Wade, from Highlandville, Missouri, said he was driving southbound on I-29 when he saw the plane flying low above train tracks next to northbound I-29.

“He was following the railroad and then took a hard right,” Wade said. “His wing clipped a power line, and I told my friends, ‘That plane’s going to crash,’”

Wade, an off-duty police officer and former firefighter, said he stopped to check on the victim and was unable to find a pulse. Wade said the man was elderly.

The pilot was still in the plane hours after the crash as authorities waited for investigators with the Federal Aviation Administration and National Transportation Safety Board to arrive. Because the victim had not been removed from the plane, Danker said little is known about his identity or hometown.

According to FlightAware, the plane was scheduled to go from Omaha to a small airport in Trinidad, Colorado, and then later depart for Chandler, Arizona. The airport manager at Perry Stokes Airport in Trinidad confirmed the flight didn’t arrive.

At least three power lines were cut because of the collision with the plane. One power line landed on northbound I-29, closing the outside lane for an hour. Another line landed in a tree located between northbound I-29 and Joslin Avenue, and a third hung off the pole. Danker said Mid-American Energy was on the scene quickly to repair the loose wires. According to the power company, the downed wires cut power to 1,258 customers from 11:58 a.m. until 1:09 p.m.

Danker said the Pottawattamie County Sheriff’s Office, the Council Bluffs Police Department, the Council Bluffs Fire Department, Iowa State Patrol, Iowa Department of Transportation, Pottawattamie County Medical Examiner, Pottawattamie County Emergency Management Agency, the Crescent Fire Department and the Eppley Airport Authority Fire Rescue were on the scene.




COUNCIL BLUFFS, Iowa - A small airplane crashed on Interstate 29 Thursday in western Iowa, killing the pilot who had just taken off from Omaha’s Eppley Airfield.

Pottawattamie County Sheriff Jeff Danker said the pilot was the sole occupant of the plane, which crashed just before noon. Firefighters and law enforcement briefly closed all lanes of the interstate, and later restricted traffic to one lane in each direction for several miles. No other injuries were reported.

The plane crashed near mile marker 58 north of Council Bluffs. Danker said the pilot radioed to report engine problems and was trying to turn the plane around. The plane struck a power line during the crash, knocking down the wires.

Photos from the scene showed the plane lying upside down in a grassy area along the interstate with one of its wings ripped off.

Iowa State Patrol Sgt. Nathan Ludwig said investigators from the Federal Aviation Administration and the National Transportation Safety Board were headed to the scene. An NTSB spokesman in Washington said he did not yet have any information about the crash.

Authorities have not released the pilot’s identity and were still investigating Thursday afternoon.





The pilot of a single-engine plane was killed when his aircraft crashed in the median of Interstate 29 north of Council Bluffs Thursday.

Pottawattamie County Sheriff Jeff Danker said, ""Right now we have one deceased."

The Sheriff said the pilot left Eppley Airfield around noon. Moments later he radioed back saying he was experiencing problems with the plane. He requested permission to return to the airport. According to witness reports the plane then clipped a power line and crashed.

The plane went down near mile marker 58 east of Eppley Airfield and north of downtown Council Bluffs.

Darrell Wade was traveling along I-29 just before the plane went down. He told us, "I looked at the other two guys in the truck with me and said, 'Oh crap, he's gonna crash."

Wade said, "We were heading south on Interstate 29. Plane was flying on the other side, following the railroad tracks. Cut a hard right. Landing gear dropped. Clipped one of the power lines. Cartwheeled and landed face-first in the dirt."

Wade said, "When his landing gear came down I knew that he was having some kind of mechanical issue, obviously." He said he saw no fire but the wreckage was surrounded by fuel.

He told us he checked the pilot - the lone person on board and said, "No response. No pulse."

Traffic was interrupted after the crash but was moving again by 1 p.m.

Story, video and photo gallery: http://www.wowt.com



COUNCIL BLUFFS, Iowa —A small plane has crashed along Interstate 29 in Council Bluffs, killing one person inside it, authorities said.

The plane landed in the median, just east of Eppley Airfield.

Pottawattamie County Sheriff Jeff Danker says it appears the plane was trying to make it to Eppley Airfield. He said the plane took off from the airfield at 11:51 a.m. and turned back.

One witness told investigators the plane clipped a power line.

The National Transportation Safety Board and Federal Aviation Administration are on the way to investigate.

Story, comments, video and photo gallery: http://www.ketv.com




















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