Choppers grounded following fatal crash

The Civil Aviation Authority is grounding Robinson R44 series helicopters following a fatal chopper crash this week. 

All Robinson R44 series helicopters fitted with main rotor blades P/N CO16-7, otherwise known as dash 7 blades, have been banned from flying as of today, the CAA said in a statement. 

The directive was issued in response to an investigation into an R44 accident near Queenstown on Thursday, which killed Stephen Anthony Nicholson Combe, aged 42, of Wanaka, and James Louis Patterson-Gardner, aged 18, of Queenstown.

It appeared the aircraft's main rotor blade had failed during flight. 

Patterson-Gardner's mother, Louisa "Choppy" Patterson, is the owner of Over The Top, which operated the helicopter. The firm had an unblemished safety record. 

Today's announcement was to "prevent the possibility of main rotor blade separation and consequent loss of the helicopter", the CAA said. 

Aircraft in remote locations were able to complete one further flight to the nearest appropriate facility, provided they were subject to a detailed visual inspection of the blades. 

"Ensure blade is clean and inspect upper and lower surface paying attention to defects in paint which may signify cracking."

R44 helicopters are four-seat light aircraft produced by the Robinson Helicopter Company and commonly operated in New Zealand. However they are known to have a significantly higher risk of post-crash fires than similar helicopter models.

In April 2013, the New Zealand Civil Aviation Authority ordered R44 helicopters' aluminium fuel tanks be replaced with bladder-type fuel tanks to reduce the risk.

Original article can be found at: http://www.stuff.co.nz

Wanaka helicopter pilot Steve Combe and wife Steph.

James Louis Patterson-Gardner, 18, with John Key.

Steamboat airline program officials making progress on switch from unreliable turbo-prop service to and from Denver

Steamboat Springs — Yampa Valley Regional Airport will be closed April 14 until June 15 for a major runway construction project, and when the airport reopens, flights to Denver will be on small jets instead of the the 71-passenger turbo props currently flown by Republic Airlines. However details of the United Express carrier and aircraft that will fly the route in July and August are still being negotiated.

“The June flights are on Trans States (Airlines), but we’re still trying to finalize the details for the heart of the summer,” Steamboat Ski & Resort Corp. Senior Vice President of Sales and Marketing Rob Perlman said Friday.

A search of flights at the United Airlines reservation site confirms that flights between YVRA and Denver June 18 will be on a 50-passenger Embraer RJ145 jet flown by Trans States. However, a similar search in mid-July still reflects service by Republic Airlines on the Q400.

Perlman told the members of the board of directors of the Local Marketing District, who advise Steamboat Springs City Council on the use of public tax dollars to support air service, that negotiations with United for the summer beyond June are ongoing.

Since the beginning of the year, Perlman and Ski Corp. Airline Program Director Janet Fischer have been seeking to switch away from Republic, which struggled to operate flights between Denver International Airport and YVRA during the critical Denver holidays. Fischer told the LMD in January that of 48 scheduled flight segments on United Express to and from Denver during the six-day period between Christmas and New Year's, 20 were canceled. And of the 28 that did fly, 10 experienced delays of more than two hours. Weather in Steamboat was not the issue.

Perlman pointed out Friday that the switch to 50-passenger jets represents a loss of 21 available seats, and while that may not be a detriment during many operations, the seats could be missed during peak travel periods like the Fourth of July. Still, he said, he thinks the highest priority now is restoring the confidence of the traveling public in the Denver/Steamboat route.

In addition to boosting the summer resort economy, flights between the largest city in the Rocky Mountain region and the Yampa Valley are important to the resort economy’s success over the winter.

United’s mainline has a long track record of serving YVRA well from Houston and Newark, as well as flying new mainline flights from San Francisco and Washington D.C., and from Los Angeles and Chicago with other United Express partners. But the Denver route has been problematic when operated by carriers flying turbo props. Delays and cancellations are typically attributed to mechanical issues, the lack of a crew and “air traffic control.”

Perlman also told the LMD Board that the current low fuel costs being incurred by all airlines will help the Fly Steamboat program perform well against the minimum revenue guarantees that are extended to the airlines to secure flights.

“Obviously, we’re past the halfway point of the ski season, and the flights have been performing well,” Perlman said. “What plays into our favor this year is the price of fuel. That is a part of our minimum revenue guarantees with all of the airlines. It will be a while before we understand the full extent of the benefit, but it will play in our favor in the form of the payouts we make in the spring and summer.”

Original article can be found at: http://www.steamboattoday.com

Quest Aircraft sold to Japanese firm

SANDPOINT — Quest Aircraft is being acquired by a Japanese firm with extensive experience in shipbuilding and transportation, the company announced on Tuesday.

“It’s the next step for us. It’s going to allow us to continue on the expansion path that we’re on,” said Quest spokeswoman Julie Stone.

The terms of the sale were not disclosed.

Setouchi Holdings’ acquisition of Quest will not affect the company’s plane manufacturing facility or displace any of the 184 employees at the plant.

“Everything that’s currently in place will not change,” said Stone.

Quest’s headquarters will remain in Sandpoint and the company’s leadership team will continue to oversee and manage the organization.

Setouchi Holdings is a member of Tsuneishi Group, a Hiroshima-based conglomerate with shipbuilding, ironwork, trading, engineering, shipping and other divisions.

Quest President and CEO Sam Hill said the company has positioned itself to be attractive to outside investors to help grow the company. Moreover, Hill said Tsuneishi Group and Quest are a “perfect fit.”

“They have extensive experience in manufacturing along with other global capabilities which will benefit us greatly,” Hill said in a statement. “In addition, their corporate philosophy is similar to ours in how they treat their customers and employees, and in how they view their place in the world.”

Quest announced last year that it had selected Setouchi as its Japan and southeast Asia dealer for the Kodiak, Quest’s signature, single-engine turboprop airplane. Tsuneishi’s involvement in the aviation industry began with Setouchi.

“We are looking to grow in that part of the world. We see a lot of potential in Asia and having connections over there will certainly help us,” Stone said.

Hill said that Tsuneishi is enthusiastic about the Kodiak, a versatile 10-seat aircraft designed for short terrestrial or amphibious takeoffs and landings.

“They believe strongly in the Kodiak and want to help us make Quest the leading manufacturer of single-engine turboprops in the world,” Hill said.

Quest delivered 30 Kodiaks in 2014, the most in the company’s history. It plans to up production in 2015.

There are 135 Kodiaks out in the field today, according to the company.

Stone said Tsuneishi’s resources and diversity will help Quest realize its goals and help elevate its stature in the global marketplace.

“We are part of an overall group that’s got a global footprint and it should only enhance our footprint in the world,” she said.

Original article can be found at: http://www.bonnersferryherald.com

Socata TBM700, N944CA: Accident occurred February 02, 2007 in Dartmouth, Massachusetts

http://registry.faa.gov/N944CA

NTSB Identification: NYC07FA065. 
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
Accident occurred Friday, February 02, 2007 in Dartmouth, MA
Probable Cause Approval Date: 12/20/2007
Aircraft: SOCATA TBM 700, registration: N944CA
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.

During the flight, the private pilot/operator was most likely seated in the left seat. He obtained his instrument rating about 7 months prior to the accident, and had accumulated approximately 300 hours of flight experience; of which, about 80 hours were in the accident airplane. The commercial pilot/company pilot was most likely seated in the right seat. He had accumulated approximately 1,000 hours of flight experience; of which, about 125 hours were actual instrument experience, and 80 hours were in the accident airplane. The commercial pilot had filed a flight plan to the wrong airport, received a weather briefing for the wrong airport, and therefore was not aware of the NOTAM in effect for an out of service approach lighting system at the destination airport. When the commercial pilot realized his error, he changed the flight plan, but did not request another weather briefing. According to radar information, the airplane flew the instrument landing system runway 5 approach fast, performed a steep missed approach to 1,000 feet, and then disappeared from radar, consistent with a loss of control during the missed approach. No preimpact mechanical malfunctions were identified with the airplane during the investigation. The reported weather at the accident airport included an overcast ceiling at 200 feet, visibility 1 mile in light rain and mist, and wind from 160 degrees at 4 knots. The investigation could not determine which pilot was flying the airplane at the time of the accident.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
Both pilots' failure to maintain aircraft control during a missed approach.

This report was modified on December 11, 2007.

HISTORY OF FLIGHT

On February 2, 2007, about 1940 eastern standard time, a Socata TBM 700, N944CA, was destroyed when it impacted terrain in Dartmouth, Massachusetts, during a missed approach to New Bedford Regional Airport (EWB), New Bedford, Massachusetts. The certificated commercial pilot, certificated private pilot, and a passenger were fatally injured. Night instrument meteorological conditions prevailed for the flight that departed General Edward Lawrence Logan International Airport (BOS), Boston, Massachusetts, about 1917. An instrument flight rules (IFR) flight plan was filed for the business flight conducted under 14 CFR Part 91.

The airplane was based at Lehigh Valley International Airport (ABE), Allentown, Pennsylvania. The private pilot operated the airplane through his legal practice, and was visiting Massachusetts to meet colleagues. The commercial pilot was employed as a company pilot for the legal practice.

According to data from Lockheed Martin Corporation, the commercial pilot contacted the Williamsport Automated Flight Service Station (AFSS) about 0925 on the day of the accident. He filed an IFR flight plan for a trip from ABE to BOS, with a proposed departure time of 1300. The flight service specialist accepted the flight plan, and provided a standard weather briefing for the flight, which included Notices to Airmen (NOTAM). The airplane subsequently flew uneventfully from ABE to BOS.

The commercial pilot contacted the Williamsport AFSS again about 1600. He filed two IFR flight plans. The first flight plan was from BOS to "Bedford B-E-D," (erroneously, not New Bedford) with a proposed departure time of 1700. The second IFR flight plan was from Lawrence G. Hanscom Airport (BED), Bedford, Massachusetts, to ABE, with a proposed departure time of 2000. The commercial pilot requested a weather briefing for the flight from BOS to BED, and was provided a standard weather briefing, which included NOTAMs for BOS and BED.

The commercial pilot contacted the Williamsport AFSS a third time, about 1710, and advised that he needed to make changes to two IFR flight plans. First, he asked that the destination of his first flight plan be changed from "Bedford" to "New Bedford." The commercial pilot then asked if the flight service specialist knew the three-letter-identifier for New Bedford as the commercial pilot was not near a map or computer at the time. The flight service specialist then provided the correct "EWB" identifier for New Bedford. The commercial pilot also changed the departure time from 1700 to 1730.

For the second flight plan, the commercial pilot changed the departure point from BED to EWB, for the return flight to ABE. The flight service specialist then stated that he would change the flight plans. The commercial pilot thanked the specialist and ended the telephone call. The commercial pilot did not request a weather briefing for the flight to EWB.

While at BOS, the airplane was fueled, and then departed for EWB. According to radar and voice data provided by the Federal Aviation Administration (FAA), the flight proceeded toward the instrument landing system (ILS) approach for runway 5 at EWB.

At 1935, the flight intercepted the localizer course, about 3 miles prior to the NEFOR intersection. At that time the airplane's radar target indicated an altitude of 1,900 feet and a groundspeed of 180 knots. The flight was handed off from Providence Approach Control to New Bedford Tower, and subsequently cleared to land.

At 1936, the flight crossed NEFOR. At that time, the airplane's radar target indicated an altitude of 1,400 feet and a groundspeed of 200 knots. The EWB tower controller advised the flight that two preceding aircraft landed about 10 to 15 minutes prior, and "broke out" about 300 feet, which was acknowledged.

At 1937, the flight was approximately 1 mile from the runway 5 threshold at EWB. At that time, the airplane's radar target indicated an altitude of 300 feet and a groundspeed of 160 knots.

About 15 seconds later, the airplane's radar target indicated a left climbing turn to 1,000 feet, at a ground speed of 140 knots. The radar target was subsequently lost. During that time, one of the pilots reported a missed approach to EWB tower. No further transmissions were received from the accident airplane after the radar target was lost. The investigation could not determine which pilot was flying the airplane at the time of the accident. 

The accident occurred during the hours of night; located about 41 degrees, 40.06 minutes north latitude, and 70 degrees, 58.57 minutes west longitude. 

PILOT INFORMATION

The commercial pilot, age 23, held a commercial pilot certificate, with ratings for airplane single engine land, airplane multiengine land, and instrument airplane. He also held a flight instructor certificate, with ratings for airplane single engine land and instrument airplane. The commercial pilot reported 1,700 hours of total flight experience on the application for his most recent FAA first class medical certificate, issued January 8, 2007.

The commercial pilot completed formal training for the make and model accident airplane in July 2006, at SIMCOM, Pan Am International Flight Academy.

The commercial pilot's logbook was recovered; however, the last entry was dated September 29, 2006. There was no record of all of his flight time between the last entry and the day of the accident. According to the logbook, as of the last entry, the commercial pilot had accumulated a total flight experience of approximately 1,037 hours; of which, about 113 hours were in multiengine airplanes, and 924 hours in single engine airplanes. The commercial pilot also recorded about 125 hours in actual instrument meteorological conditions, 91 hours in night conditions, and 65 hours in the accident airplane.

The private pilot, age 53, held a private pilot certificate, with a rating for airplane single engine land. He obtained his private pilot certificate in November 2005. The private pilot also obtained an instrument rating on July 24, 2006, and reported 300 hours of total flight experience on his most recent FAA third class medical certificate, issued on December 14, 2006. The private pilot's logbook was not recovered. According to a witness who spoke to the private pilot about 1 week prior to the accident, the private pilot reported 80 hours of flight experience in the accident airplane. 

There was no record that the private pilot completed a formal training course for the make and model accident airplane.

According to a flight instructor that had flown with both pilots, during the month prior to the accident, the private pilot flew from the left seat, with the commercial pilot in the right seat. The flight instructor described the commercial pilot as a fantastic instrument pilot.

The flight instructor added that the private pilot flew during a 6-year period, about 10 years prior to the accident. He did not have a pilot license at the time, but flew about 600 to 700 hours as a student pilot receiving instruction, primarily in multiengine airplanes. The private pilot subsequently misplaced his logbook containing a record of that flight time. The private pilot did not count that time when applying for his private pilot or medical certificates. The flight instructor estimated that the private pilot had accumulated about 400 to 450 hours of flight experience since the lapse in flying. The flight instructor described the private pilot as a low experience instrument pilot, who occasionally became distracted or fixated on one instrument.

AIRCRAFT INFORMATION

The airplane was manufactured in 2001. The airplane's most recent annual inspection was completed on July 7, 2006. At that time, the airplane had accumulated 478.8 total hours of operation. 

The airplane was equipped with an engine monitoring system, which periodically recorded data during different phases of flight. According to the last record, captured during the cruise portion of the accident flight, the airplane had accumulated 647.38 hours of operation.

Review of a pilot's information manual for the same make and model as the accident airplane revealed that the published approach speed with the flap in the landing configuration was 80 knots. Further review of the manual revealed that the flap operating range was from 60 knots to 122 knots. The flaps could be selected to three positions: UP (0 degrees extension); TO (10 degrees extension), and LDG (34 degrees extension).

METEOROLOGICAL INFORMATION

The reported weather at EWB, at 1939, was: wind from 160 degrees at 4 knots; visibility 1 mile in light rain and mist; overcast ceiling at 200 feet; temperature 33degrees Fahrenheit (F); dew point 34 degrees F; altimeter 29.58 inches Hg.

AIRPORT INFORMATION

Runway 5 at EWB was 4,997 feet long, 150 feet wide, and consisted of asphalt. The runway was equipped with a medium intensity approach lighting system with runway alignment indicator lights (MALSR), which was out of service, and a NOTAM was in effect at the time of the accident. The runway was also equipped with high intensity runway lighting (HIRL), which was operating at the time of the accident. 

The instrument landing system approach for runway 5 at EWB had a decision altitude of 274 feet mean sea level (msl), 200 feet above ground level (agl), with a visibility requirement of 1/2 mile. The outer marker was NEFOR, which was 3.9 nautical miles from the runway threshold. The crossing height at NEFOR was 1,339 feet msl.

The missed approach procedure was a climb to 700 feet, then a climbing left turn to 1,700 feet, direct to NEFOR and hold.

WRECKAGE INFORMATION

The wreckage was located in a wooded area about 1 mile west of EWB, and was examined on February 3 and 4, 2007. All major components of the airplane were accounted for at the site. A debris path was observed, which originated with severed trees at descending heights, on an approximate 260-degree magnetic heading for about 30 feet to an impact crater. The main wreckage was located about 30 feet beyond the impact crater, and the debris path terminated at the right wing, located just beyond the main wreckage. The main wreckage was resting on its right side, and oriented about 100 degrees magnetic. The horizontal stabilizer had separated from the main wreckage, and was located to the right of it. The cockpit area had also separated from the main wreckage, and was resting to the left of it. The left wing, the left main landing gear, and the nose landing gear were located near the impact crater. The propeller was located near the left wing, and the engine was located near the cockpit.

The left wing separated near the wing root, outboard of its attachment point, and the left aileron remained attached to the wing. The left flap had separated from the left wing, and was resting near it. The left aileron control cables were fragmented and the cable ends were broomstrawed, consistent with overstress. The right wing also separated near the wing root, and outboard of its attachment point. The right main landing gear remained in the right wing. The right aileron and right flap separated from the wing, and were located nearby. The right aileron control cables were also fragmented and the cable ends were broomstrawed, consistent with overstress. Each wing contained three flap actuators. One flap actuator was recovered from the left wing, and two flap actuators were recovered from the right wing. Measurements of all recovered actuators corresponded to an approximate 20-degree flap extended position.

The horizontal stabilizer had sheared off its attach points. The left elevator remained attached, and the right elevator had separated, and came to rest near the horizontal stabilizer. The left elevator trim tab was deflected upward and locked, consistent with impact damage, and the right elevator trim tab was approximately neutral. Flight control continuity was confirmed from the cockpit area to the rudder. Flight control continuity for the elevator was confirmed from the cockpit area to the point of horizontal stabilizer separation.

All four propeller blades exhibited s-bending, and one blade was sheared at the tip. The engine was disassembled for inspection. Rotational scoring was noted on the gas generator and turbine rotors. Examination of the cockpit revealed that the landing gear switch was in the down position; however, the switch lever had separated consistent with impact damage. Both altimeter setting windows displayed "29.58," and the radar altimeter bug was positioned to 280 feet. The flap indicator needle was mid-range between the takeoff and landing setting. The rudder trim needle indicated "center," and the elevator trim needle was missing.

MEDICAL AND PATHOLOGICAL INFORMATION

Autopsies were performed on the pilots by the Commonwealth of Massachusetts, Office of the Chief Medical Examiner, Boston, Massachusetts. 

Toxicological testing was conducted on the pilots at the FAA Toxicology Accident Research Laboratory, Oklahoma City, Oklahoma. 

TESTS AND RESEARCH

A handheld global positioning system (GPS) unit was recovered from the wreckage and forwarded to the Safety Board's Vehicle Laboratory, Washington, D.C. Due to damage sustained in the accident, no data could be extracted from the unit.


On February 3, 2007, the FAA conducted a flight inspection of the ILS runway 5 approach at EWB. Review of the Flight Inspection Report revealed that the facility operation was found to be satisfactory.

Peter Karoly and wife Dr. Lauren Angstadt died when their plane crashed near New Bedford, Mass., in February 2007. 

Four nephews and a niece who will share what's left of lawyer Peter J. Karoly and wife Dr. Lauren Angstadt's estates filed court papers Friday objecting to more than $2.3 million in fees and payments taken from the couple's assets.

The papers, filed in Northampton County Orphans' Court on behalf of Gregory Azar, John P. Karoly III, Jason Azar and Joshua E. Karoly seek documents and invoices to back up the costs claimed by the estates' administrators. Niece Alexa Karoly's request to join in the objections was granted in a hearing Friday.

The objections question more than 100 individual payments to lawyers, accountants, auctioneers and "cash infusions" for businesses owned by the estates. They also seek explanations for the sale of homes, commercial real estate and other property at a combined loss of nearly $1.9 million.

The costs are claimed by attorneys Thomas A. Wallitsch and Harry Newman, both of Allentown, who were appointed to manage the estates during an epic seven-year legal battle. Members of one of the Lehigh Valley's most prominent families fought over the wills of Karoly and Angstadt, who died in a plane crash in 2007, with Karoly's sisters claiming unsuccessfully that the couple's 2006 wills were forgeries.

A state appeals court last year upheld an orphans' court decision that the sisters failed to prove the wills submitted by their brother, disgraced South Whitehall Township attorney John P. Karoly Jr., were forgeries.

Even with staggering administrative and legal expenses, Karoly's legacy remains worth $5.22 million today, and Angstadt's is worth $4.93 million, according to accountings filed in December by the administrators.

Attorney Robert Goldman, who represents three of the nephews, said the accounts do not include any supporting information. The court papers filed Friday say that requests for detailed invoices and other information were rebuffed.

"All we see is money that's gone out without explanations for these expenditures," Goldman said.

The documents the beneficiaries are seeking will help them understand whether the costs are justified and whether any money should be returned to the estate. If the costs are found to be excessive, how much money needs to be returned would ultimately be decided by a judge, Goldman said.

Calls to Wallitsch's and Newman's offices Friday were not immediately returned.

Among the payments flagged in the objections are $716,940 in legal fees for the administration of Karoly's estate and $378,373 for the administration of Angstadt's estate. The beneficiaries also question why many of the properties the couple owned were maintained for seven years rather than being sold.

Karoly, 53, was known as a prominent medical malpractice attorney and entrepreneur with stakes in a number of medical imaging and technology companies. Angstadt, 54, was an Allentown dentist. The couple had been married for 22 years when their single-engine turboprop crashed short of the runway in New Bedford, Mass.

Original article can be found at: http://www.mcall.com

Full-sized replica helicopter towed by truck strikes California overpass

A realistic life-sized replica helicopter was knocked off a trailer as it passed under a low bridge on Interstate 15 in Fontana, CHP officials said.

A driver in a Ford F-350 was heading south at 6:55 a.m. Friday, Feb. 20, towing the helicopter -- which is to be used as a movie prop -- on a flat-bed trailer when it passed under the Duncan Canyon bridge. The helicopter was too tall and it struck a support beam on the bridge and crashed to the pavement, said CHP Officer Jesus Garcia.

One other vehicle was struck by debris and the number three and four lanes were blocked until 8:27 a.m., a CHP incident log showed.

A SigAlert was announced, and no injuries were reported.

Construction crew members who were working on the bridge helped the driver load the chopper back onto the trailer and the driver found another route, Garcia said.

The helicopter is much lighter than it looks and the bridge sustained no damage, the officer said.

Original article can be found at: http://www.pe.com

Wounded dog saved by hot air balloon pilot (with video)

A hot air balloon pilot spotted a dog struggling in the desert during a Valentine's Day flight.

"I glanced over out of the right side of my eye," said Jason Elkins, the owner of Equinox Balloons and third-generation balloon pilot. "I could see this little white puff ball moving through the hay fields."

Jason pointed out the dog to the two couples flying over the Tonopah area. After landing, the group noticed the dog hobbling down the road.

"It became apparent he was having problems," he said. " He was limping pretty bad."

Jason looked for the nearest house about two miles away and noticed it was abandoned. That's when he took the dog to a veterinarian who found a bullet in the pup's shoulder blade. It came from a .22 rifle.

There was also a stomach wound that looked like a bullet entered and left the dog's stomach.

"Someone had intentionally tried to hurt him," Elkins said.

Jason, who has a golden retriever and cat, never considered himself a "small dog person," but he knew the dog would be a part of his family. He named him "Chase," which refers to the ground crew following the hot air balloons until they land.

"We're going to have it taken out in the next week or two," he said. "He also has a broken molar that needs to come out, but the vet said he's going to be fine once we get those things taken care of, but he's pretty much fallen in love with the family and we've fallen in love with him."

Elkins added that he hopes to one day take Chase up in the balloon. The vet estimated the dog is 3 years old and guessed Chase is an American-Eskimo mix.

Story, comments, video and photos:  http://www.azcentral.com

Hilton Head Island Airport working to meet some Federal Aviation Administration standards

BEAUFORT CO., SC (WTOC) - According to officials from the Beaufort County Airports, the Hilton Head Island Airport does not meet some design standards required by the Federal Aviation Administration.

The length of the runways is limited at the airport because of the height of the surrounding trees. Plans have been made to expand the runway and remove the trees in an effort to expand the airport and meet the guidelines administered by the FAA.

Beaufort County Airport officials said their current noncompliance with the design standard is not a safety hazard to those flying in and out of the small airport, but it does limit their day-to-day capabilities.

“That runway extension is going to enable us to keep up with the technology on both the private side and the commercial side,” said Beaufort County Airports Director Jon Rembold. “Just the geographic size of our airport limits us. Our goal really is just to maximize what we can do to serve the tourism business of Hilton Head and the business community of Hilton Head.”

Officials told WTOC they'll begin the expansion once they are cleared to remove the trees.

Original article can be found at: http://www.wtoc.com

San Antonio, Texas: Airport advisors wanted

The city is accepting applications for 11 positions on the Airport Advisory Commission (AAC).

The commission advises the city’s aviation director on policies affecting the San Antonio International Airport and Stinson Municipal Airport. Members also act as advocates for the airport system to the public, airlines, regulatory agencies and other beneficiaries of air transportation, the city said in a news release.

Applicants are being sought for stakeholders in the following categories: airport business lessee, Alamo Area Council of Governments, aviation industry, business and general community organizations and travel & tourism industry. Representatives from neighborhood associations in areas located near the city’s airports also are encouraged to apply.

Applications are available online at: webapps2.sanantonio.gov/BoardComm/Vacancies.aspx.

The deadline to apply is Monday, March 19.

The AAC is a 19-member commission appointed by the City Council at-large for staggered two-year terms. It meets the third Tuesday of the month at 3:30 p.m. in the mezzanine conference area of the international airport’s Terminal A.

Original article can be found at: http://blog.mysanantonio.com

Riverton Regional Airport (KRIW) served mostly by 19 seat aircraft, board told Friday morning

(Riverton, Wyo.) -The Riverton Airport Board learned Friday morning that most of the incoming commercial aircraft from Great Lakes Airlines are of the 19 passenger variety. “We have had very few 9 seaters, those are pretty rare,” said Marchane Hunt, Great Lakes station manager.

“No one has been left behind. If I know I have 23 passengers, I let them know and they’ll send up a Brasilia, they’ve done it twice for me,” she said. “Most of our morning traffic from here is going to Denver for business or doctor’s appointments, but the afternoon flights have passengers with connecting flights.”

Airport Board Chairman Dean Peranteaux noted that Great Lakes is now only flying into about a dozen airports, about half the number from a year ago as they adjust to new FAA regulations regarding the number of hours pilots can fly.

“Our on-time performance on flights from Denver is 75 percent while flights from Riverton to Denver arrive on time 71 percent of the time,” Airport Division Manager Paul Griffin reported. He said only five percent of Riverton’s flights were canceled in the past 60 days ending January 31st.

Enplanements from Riverton Regional numbered only 431 in January, compared with 711 from one year ago. Griffin noted that 20 flights were canceled in January out of 117 departures.

Original article can be found at http://county10.com

Davis Field (KMKO), Muskogee, Oklahoma: Airport board to craft strategic plan

Members of the airport board have recently begun discussing the development of an Airport Strategic Development Plan for Davis Field that should be completed this year.

In November 2014 the city council approved the City of Muskogee Strategic Plan which stated that the city should “realize the full potential for improving Davis Field, including runway improvements.” Funds in the amount of $800,000 have been allocated through 2016 for those improvements, said Garry Lynn, Davis Field airport manager.

The plan also calls for creation of a flight school, as well as obtaining funding for hangar expansion, a new terminal and tower.

The strategic plan also said that in 2015 city officials would establish an Airport Strategic Development Plan that “should fully analyze feasibility of revitalizing industrial uses and establish an Airport/Industrial Trust Authority with borrowing authority.”

While modernization to the airfield is in the works, there are no plans to expand Davis Field, Lynn said.

“Diversity is the key to ensure its future,” he said.

There is approximately 500 acres remaining at the airfield that can be developed for non-aviation purposes, Lynn said.

“We need to maximize utilization of the airport property that we currently have to the extent possible,” Lynn said.

He imagines a long-term lease for a very large warehouse would be ideal or a hub for a FEDEX or UPS package operation at the 1,622-acre facility.

“The airport and Muskogee Development staff are constantly meeting with and seeking companies to enhance the economic well-being and growth of the airport,” Lynn said. “There is a letter of agreement with the Oklahoma Army National Guard that allows the guard to train at Davis Field.”

A 97,000-square-foot, $23 million Armed Forces Reserve Center was built in June 2011 on Davis Field Airport grounds, according to the Muskogee Development website.

Davis Field has three runways with the longest lighted runway measuring 7,202 feet and can accommodate airline-size aircraft.

Lynn estimates that of the 11,000 total aviation operations conducted last year at Davis Field about 75 percent were general aviation and 25 percent were military or other aviation.

There are 96 aircraft registered at the airport with 41 being single engine, 54 multi-engine and one jet, Lynn said. However, that information may be misleading, he said.

“Seventy percent of our fuel sales is comprised of jet fuel which would indicate a majority of turbine or jet aircraft activity at the airport,” Lynn said.

Davis Field

ADDRESS: 1200 Sabre St.

HOURS: Open 24 hours. Attended 8 a.m. to 5 p.m. with after hours service available upon request.

SERVICES OFFERED: Aviation and jet fuel, airframe maintenance, line services, sales, avionics, parts and service repair, consulting, pilot training, rentals and flight planning.

NUMBER OF ACRES: 1,622.

NUMBER OF RUNWAYS: 3.

NUMBER OF RUNWAYS LIGHTED: 1.

LONGEST RUNWAY: 7,202 feet.

NUMBER OF EMPLOYEES: One.

KEY PERSONNEL: Mike Stewart, director of public works; Garry Lynn, airport manager.

PHONE: (918) 684-6333.

WEBSITE: www.cityofmuskogee.com/shell.asp?pg=175.

Original article can be found at: http://www.muskogeephoenix.com

Congressman Mica calls for satellite tracking of commercial jets

ORLANDO --   Last year the world watched as we heard a commercial jet “disappeared” from radar.

Hundreds of passengers on board vanished.

Congressman John Mica, R-Winter Park, a senior member of the House Transportation Committee, would like to see satellite tracking instead of radar, providing better communication with aircraft.

“We saw with the Malaysia air flight that we still haven’t located that every aircraft that flies in the world that carries passengers should have the capability of being tracked,” Mica said.

The technology does exist, but it could also be costly. Then again, so can searching for missing flights.

“Obviously like with Malaysia, when they go down in the ocean and how many millions of dollars have they spent looking for that?” said Professor Marty Lauth with Embry-Riddle University.

John Mica said he’s in talks with the International Civil Aviation Organization, a United Nations agency, to create an international standard for commercial jets.

Experts from Embry Riddle University said it’s a big deal.

“We’re moving towards it, I mean, over the Atlantic Ocean obviously between the United States they are trying to get satellite tracking there so they can remove separation,” Lauth said.

Professor Lauth, who spent decades in air traffic control, said it could take 10 to 15 years to get jets equipped with what they’d need for next generation tracking. But Mica is afraid we’re behind the times.

“We’re falling further behind in the U.S. in next generation air traffic control and air management. We’ve just not done that," Mica said. "I’m going to propose in Congress that it be privatized that we create an employee stock ownership.”

Tracking is not so much a problem within the United States, experts say, but rather for other parts of the world and international flights.

“There’s a considerable amount of expense involved in that and certainly the airlines don’t necessarily see a return on their investment,” Lauth said.

Regardless Mica said he plans to push for this policy with flight tracking leaders and experts this month, something that could globally change the way flights like yours are tracked.

Original article can be found at: http://www.mynews13.com

Naples Airport Authority invites the public to share ideas about airport noise

The City of Naples Airport Authority wants input about airport noise issues and invites the public to share ideas during a community forum and open house. Airport Authority staff and members of the Noise Compatibility Committee will be on hand to share information and solicit suggestions from the public from 5:30 until 7 p.m. Tuesday, March 24. The event will take place in the Commercial Airline Terminal at Naples Municipal Airport, located at the south end of the airport off North Road.

The Noise Compatibility Committee is a volunteer advisory group of nine citizens from all parts of the community that studies and makes recommendations to the Airport Authority on noise compatibility measures.

“Naples Municipal Airport has earned a national reputation for innovative and effective noise-control techniques, but we know we can do more,” said Donna M. Messer, a member of the City of Naples Airport Authority Board of Commissioners and board liaison to the Noise Compatibility Committee. “We are working diligently to do all that is possible to minimize noise and are actively looking for new ideas for mitigating airport noise.

“We hope lots of people will come to share their thoughts with us and learn more about the airport,” said Messer.

M. Richard Mellon, J.D., who chairs the Noise Compatibility Committee, shares Messer’s views.

“As good neighbors, the committee members are taking this opportunity to educate the public about airport operations and our continued efforts to decrease noise impacts in the community,” said Mellon “We are eager to work with our neighbors to alleviate their concerns about aircraft-generated noise.”

In 2012, the Airport Authority and the Noise Compatibility Committee launched the “Please Fly Safe Fly Quiet” campaign to encourage pilots and aircraft operators to do all they can to minimize aircraft noise. The campaign encourages pilots to observe the airport’s recommended 10 p.m. to 7 a.m. aircraft curfew, as well as to follow recommendations such as using the full runway length for takeoffs and landings; observing “keep-it-high” landing procedures and quieter departure techniques; adhering to preferred flight paths; and using idle reverse thrust.

Naples Municipal Airport is home to fire/rescue services, mosquito control, the Collier County Sheriff’s Aviation Unit and other community services as well as flight schools, air charter operators, car rental agencies and corporate aviation and nonaviation businesses. Opened in 1943, the certificated air-carrier airport occupies a square mile bordered by commercial and residential development, just minutes from downtown Naples. 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.

To learn more or to subscribe for email updates about the airport, visit www.FlyNaples.com. 

 Original article can be found at: http://www.naplesnews.com

Incident occurred February 14, 2015 at Monticello Municipal Airport/Ellis Field (KLLQ), Monticello, Arkansas

Saturday afternoon, around 3 pm, an agricultural plane  (cropduster) and a privately owned plane are taking off/leaving at the same time at Ellis Field.

There was no contact, and no one was injured, as a potential collision was avoided.

However, the crop-duster, in his effort to avoid a mishap, came to a stop in the muddy field at the north end of the runway.

With the assistance of a couple of bystanders, who helped push the plane back to the paved surface, the calm pilot resumed his planned schedule for the rest of the day.

Original article can be found at: http://www.monticellolive.com

Piper Aircraft hoping new model, expanding markets will increase sales

VERO BEACH — After a 9.6 percent drop in sales in 2014 from the previous year, Piper Aircraft hopes a new model and expanding global markets will buoy sales this year.

Piper, with slightly more than 800 full-time employees, has more than double the staff of any other private employers in Indian Rover County. Furthermore, Piper’s $45,000 average wage is about 5 percent higher than other manufacturing jobs in the county and 20 percent higher than the county’s average wage.

“Manufacturing is extremely important for a vibrant economic base,” said Indian River County Commissioner Wesley Davis. “We’re fortunate to have Piper here generating the jobs that they do.”

Indian River County Chamber of Commerce President Penny Chandler said, “Vero Beach and Indian River County are fortunate to have Piper as our top employer. The company is engaged with this community.

“They contribute to local charities, their employees volunteer their time to area non-profits and give time to local students who work on science fair projects, and they participate in community events like the annual Vero Beach holiday parade,” Chandler said. “Piper’s annual payroll reaches each and every corner of our community.”

Last month, Piper Aircraft introduced a new version of its top-of-the-line M-Class single-engine Meridian M500 turbine business aircraft.

“The 2015 Piper M500 will come equipped with the very newest Garmin avionics package for increased safety,” Piper President and CEO Simon Caldecott said in a news release. “As part of our ongoing product improvement initiatives, we saw an opportunity to give our customers the latest improvements in proven avionics technology with electronic stability protection, under speed protection and automatic level mode among other improvements.”

The M500, which seats six and lists for $2.26 million, saw a 5 percent increase in demand in 2014, consistent with the overall expansion of the turboprop market.

“While the General Aviation market experienced a 4.3 percent growth during 2014, the lack of tax incentives, like bonus depreciation, caused M-class sales to slow in the U.S. market,” said Jacqueline Carlon, Piper’s director of marketing and communications.

While a strong U.S. dollar gives Americans traveling abroad good buying power, it’s not so good for Piper and other companies that rely on export sales.

“The Piper Seneca, a six-place twin-engine aircraft popular in Central and South America, experienced a decline in sales in the Brazilian market,” Carlon said, adding that the decline in sales was mainly due to a recession that began early last year and weakened the Brazilian Real against the U.S. dollar.

This year, Carlon said, Piper expects the global aviation market to remain relatively flat due to strengthening of the U.S. dollar against the euro and British pound. To counter that, Piper is adding dealer and sales representation in key markets, such as China.

Last fall, Piper received a certification from the Civil Aviation Administration of China for Piper’s top-of-the-line M-Class single-engine aircraft — the Matrix, the Mirage and Meridian.

Soon after, Piper delivered the first M-Class Matrix to Hanxing General Aviation Co. Ltd., one of its dealers in China.

Carlon noted that a growing shortage of pilots worldwide should result in growth for pilot training programs, and sales of Piper’s training models.

Read more here:  http://www.tcpalm.com

Van's RV-6, N135BB: Fatal accident occurred June 20, 2014 in Sauk Rapids, Minnesota

http://registry.faa.gov/N135BB 

NTSB Identification: CEN14FA306
14 CFR Part 91: General Aviation
Accident occurred Friday, June 20, 2014 in Sauk Rapids, MN
Probable Cause Approval Date: 03/02/2015
Aircraft: BRUMWELL RV-6, registration: N135BB
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.

About 5 minutes after the experimental amateur-built RV-6 airplane departed from a local airport, an air traffic controller notified the pilot that an Airbus was 30 miles southwest of the airport and inbound. About 7 minutes later, the pilot reported that he had the Airbus in sight and then stated that he was going to take a picture of it. No further communications were received from the pilot. A witness reported observing the RV-6 “rocking back and forth” before the “nose went down” and then seeing two objects come off the airplane when it entered a descent. Another witness reported hearing engine noise before observing the airplane enter a steep nose-down descent. The airplane impacted a house and was destroyed by a postimpact fire.

The two objects that the witness observed coming off the RV-6, which were a headset and PVC material, were later located near the accident site and did not exhibit thermal damage or soot. The exit of the two objects from the airplane’s interior indicates that the canopy likely opened in flight, which led to the loss of pitch control. Fire damage precluded examination of the airplane’s canopy and systems; therefore, the reason for the canopy opening in flight could not be determined. There was no radar or recorded position and time data for either airplane; therefore, the effects, if any, of wake turbulence from the Airbus on the RV-6 could not be determined.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s loss of pitch control due to the in-flight opening of the canopy during cruise flight for reasons that could not be determined because fire damage precluded examination of the airplane’s canopy and systems.

HISTORY OF FLIGHT

On June 20, 2014, about 2029 central daylight time, an experimental amateur-built Brumwell RV-6, N135BB, impacted a house after a departure from cruise flight near Sauk Rapids, Minnesota, and about 6 miles northwest of the St Cloud Regional Airport (STC), St Cloud, Minnesota. The pilot and passenger were fatally injured. The airplane was destroyed by post-crash fire. The airplane was registered to and operated by the pilot under 14 CFR Part 91 as a personal flight and was not operating on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The local flight originated from STC about 2010.

According to a transcript of STC Air Traffic Control Tower (ATC) communications, the pilot contacted STC ATC about 2011 and transmitted an initial departure heading of west/southwest.

About 2012, ATC cleared the airplane for takeoff from runway 13 and a turn to the west/southwest.

About 2016, the pilot transmitted that it would maneuver over the western part of town, then fly up the river, and contact ATC when inbound. The pilot transmitted the flight was an aerial tour of the city for the passenger aboard.

About 2017, ATC transmitted that an Airbus 319 [Allegiant Flight 108 (AAY108)] was 30 miles southwest of the airport and was inbound. The pilot transmitted, "I'll look for allegiant…"

About 2023, AAY108 transmitted that it was on a right base for runway 13. ATC then cleared AAY108 to land on runway 13. The pilot transmitted that they were over the river, by the hospital at 2,000 feet. The pilot then transmitted, "ah where's the airbus right now." AAY108 transmitted that it was 11 [miles] southwest of the airport.

About 2024, ATC and the pilot transmitted that they had AAY108 in sight. The pilot then transmitted, "and allegiant one three five bravo bravo i'm an r v six about your 12 o'clock position right over the river at two thousand feet." AAY108 transmitted that it had the airplane on its traffic collision avoidance system (TCAS) and was currently descending through 3,300 feet. The pilot transmitted, "yeah we'll keep comms with you plenty of room to maneuver there."

About 2025, the pilot transmitted, "I got a camera out we're gonna take a picture of ya." AAY108 transmitted, "we have you in sight as well."

There were no further transmissions from the airplane.

A witness near the accident site stated seeing a jet flying east and a small airplane flying north. The small airplane started "wobbling and shaking" and then started "going down." The small airplane was offset from the jet about 45 degrees from the tail of the jet. The witness stated that the small airplane may have been at a higher altitude than the jet. The small airplane's wings were "rocking back and forth" before the "nose went down." The witness stated seeing a dark and a light colored object come from the small airplane.

Another witness stated that he was sitting and facing east in his house's driveway. He looked south when he heard engine noise from the accident airplane. He said the airplane was in a "nose-dive." He said that the airplane was heading north. The airplane had about a 70 degree nose down attitude while in the descent. He said there was no fire from the airplane. The airplane was not rotating while it was descending. He said the winds were from the south and that there was "not a lot of wind."

OTHER DAMAGE

The home that was struck by the airplane sustained impact and fire damage.

PERSONNEL INFORMATION

The pilot, age 60, was employed as captain on Boeing 737 airplanes at an air carrier. He held an airline transport pilot certificate with airplane multiengine land, airplane single-engine land, airplane single- engine sea ratings. He held Boeing 727 and Boeing 737 type ratings. He held a flight instructor certificate with airplane single-engine and instrument airplane ratings. He held a flight engineer certificate with a turbojet powered rating.

A pilot logbook recovered from the wreckage had a beginning entry dated April 2013 with a tachometer time entry of 1,324.7 hours and the last entry was dated June 2014 with a tachometer time entry of 1,383.2 hours. All the pilot logbook were entries for the accident airplane.

The pilot's flight experience included 24,465 total hours, of which 478 hours were in the last six months as of his last airman medical examination dated January 23, 2014. The pilot was issued a first class airman medical certificate with the following limitation: must wear corrective lenses.

AIRCRAFT INFORMATION

The airplane was a 1992 Brumwell RV-6, serial number 20598, experimental amateur-built airplane that was powered by a Lycoming O-360-A1A, serial number L-33015-36A, engine. The airplane was built by the previous owner/builder. The airplane was equipped with an upward (tip-up) opening canopy.

On December 19, 2012, the pilot purchased the airplane from the aircraft builder. On March 5, 2013, the airplane's registration to the pilot was accepted by the Federal Aviation Administration.

On January 6, 2013, at a total time in service and a tachometer time of 1,305.9 hours, the last aircraft logbook entry made by the previous owner/builder was for a pre-sale checkout of the airplane, which "checked ok."

The pilot logbook that was recovered from the wreckage had an entry dated August 24, 2013, for a flight in the accident airplane from JKJ [Moorhead Municipal Airport, Moorhead, Minnesota] to STC. The remarks section of this entry contained "canopy opened descending @ 120 kts STC" at a tachometer time of 1,359.6 hours. A review of the airframe logbook did not reveal a corresponding entry relating to the August 24, 2013, pilot logbook entry.

On April 14, 2014, at a total time in service and a tachometer time of 1,373 hours, an aircraft and engine logbook entries indicated that a condition inspection was completed and that the airplane and engine were found to be in a condition for safe operation. The entries were signed by an airframe and power plant mechanic. There were no additional aircraft logbook entries dated after April 14, 2014.

FLIGHT RECORDERS

There was no nonvolatile memory that could provide airplane position and time information due to the airplane's type of avionics installation and damage from the accident. There was no radar data available for the airplane. The flight data recorder from AAY108 was downloaded by the National Transportation Safety Board Vehicle Recorders Laboratory. The download included parameters of airplane position, altitude, speed, and configuration.

A plot of AAY108's flight track was produced by a National Transportation Safety Board Senior Air Traffic Investigator and is included in the docket of the report.

WRECKAGE AND IMPACT INFORMATION

The airplane was consumed by post-crash fire and by the fire of the home that the airplane impacted. The damage precluded functional testing and examination of the airplane systems. The canopy and its latching mechanisms were consumed by fire and could not be examined.

A headset case that contained an aviation head set and white PVC material were found at a neighboring house near the accident site. The pilot's name was on materials within the headset case. The head set and PVC material did not exhibit thermal damage or soot. PVC material has been used by builders of homebuilt airplanes for wheel chocks or control locks.

MEDICAL INFORMATION

An autopsy of the pilot was conducted by the Midwest Medical Examiner's Office, Ramsey, Minnesota, on June 21, 2014. The autopsy report stated the cause of death as multiple blunt force injuries due to plane crash.

The FAA's Final Forensic Toxicology Fatal Accident Report of the pilot stated that testing for carbon monoxide and cyanide were not performed, no ethanol was detected in the muscle and the liver, and no listed drugs were detected the in liver.

TESTS AND RESEARCH

The effects of wake turbulence, if any, could not be determined without relative position and time information from radar/recorded data for both airplanes.

The Lancair Legacy Canopy Safety Issue (Thorn 2014) discusses accidents resulting from flight with the upward opening canopies that become unlatched/open in flight for Lancair and not RV airplanes, which also have upward opening canopies. The paper states in part:

"There are several potential root causes of the Legacy's open canopy flight hazard. One is the canopy is large and, if not latched down in flight, it will open to varying degrees and alter the air flow over the tail/stabilizers and under some situations create significant pitch attitude stability and control issues.

Another potential root cause may be the pilot's loss of reliable airplane pitch attitude reference where the canopy's structural frame serves as a key attitude reference line and as the open canopy moves it corrupts the pilot's normal visual pitch attitude reference cues.

There may also be a tendency for pilots flying with the shock and chaos of an open canopy, with severe cockpit wind, noise, and debris flying about, to induce pitch attitude oscillations by their control inputs."

NTSB Identification: CEN14FA306
14 CFR Part 91: General Aviation
Accident occurred Friday, June 20, 2014 in Sauk Rapids, MN
Aircraft: BRUMWELL RV-6, registration: N135BB
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 June 20, 2014, about 2034 central daylight time, an experimental amateur-built Brumwell RV-6; N135BB, impacted a house after a departure from cruise flight about 6 miles northwest of the St Cloud Regional Airport (STC), St Cloud, Minnesota. The airplane was destroyed by post-crash fire. The pilot and passenger were fatally injured. The airplane was registered to and operated by the pilot under 14 CFR Part 91 as a personal flight and was not operating on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The local flight originated from STC about 2010. 
 
Investigating Flight Standards District Office:   FAA Minneapolis FSDO-15 


 The area where a small plane hit a house Friday evening is likely just outside of what is considered St. Cloud's "controlled airspace," meaning that the pilot wasn't required to be in consistent contact with air traffic controllers about his location and plans for his flight.

St. Cloud Regional Airport's controlled airspace is about 4½ to 5 miles in each direction from the center of the airport, and the location of the crash is farther away from the airport than that. Investigators will look at what communication occurred between pilot Scott Olson and air traffic controllers and between those controllers and the pilot of an Allegiant Air flight that was seen in the area of Olson's plane just before the crash.

Witnesses reported seeing the planes close to one another just before Olson's plane crashed into a house at 731 Garden Place at about 8:26 p.m. Friday.

Killed in the crash were Olson, 60, and Alexander Voigt, 16, a German foreign exchange student whose host in the United States was St. Cloud Mayor Dave Kleis.

Olson was a tenant of St. Cloud Regional Airport, according to Bill Towle, director of St. Cloud Regional Airport. A spokesman for the National Transportation Safety Board confirmed that Olson's Brumwell RV-6 experimental craft departed St. Cloud Regional Airport at about 7:55 p.m. and was scheduled to return later that night.

Because Olson's flight departed from the St. Cloud airport, he had to tell air traffic controllers there what he was planning to do after takeoff, Towle said. But once he got outside controlled airspace, he wasn't required to maintain that communication, Towle said.

That doesn't mean Olson wasn't talking to those air traffic controllers. Investigators likely will review recordings of the air traffic controllers' communications to determine whether Olson knew about the proximity of the Allegiant flight and whether Allegiant's pilot knew Olson's plane was in the area.

The Allegiant flight was required to contact the control tower before it entered controlled airspace, Towle said, and that typically happens when the flight is 10-15 miles out.

"Whether they're in the airspace or not, even if they are in the vicinity, aircraft that are coming to St. Cloud typically will call from a distance, 10 or 15 miles, and they'll radio their intentions," Towle said. "They'll talk about where they're coming from, where their location is, what their altitude and speed is."

The tower can then contact all other aircraft that might be in the vicinity to ensure that each pilot is aware of that.

"They are the conduit for the aircraft operating in the area," Towle said of the air traffic controllers.

The NTSB and Federal Aviation Administration are jointly investigating the crash and hope to have a preliminary report available within 10 business days of the accident. It could take up to a year for a final conclusion about what caused the crash.

The plane crashed into a home owned by Jeff Hille, a teacher and baseball coach at Sauk Rapids-Rice High School. Hille was not home at the time. His brother-in-law, Kole Heckendorf, was in the house and escaped out of a second-floor window. Hille, Heckendorf and Hille's sister, Kristen, had been living in the home and have since been staying with family.

Hille benefit fund

BankVista has established a benefit fund for Jeff Hille, who lost his home and belongs when a plane crashed into it Friday.

Funds can be mailed to the bank — 125 Twin Rivers Court, Sartell, MN 56377 — or donated in person. To reach the bank by phone, call 320-257-1600 or 877-415-0008.
 
Story and photo:  http://www.sctimes.com

ST. CLOUD — A memorial fundraiser will be held on Sunday to celebrate the life of the student who was killed in a plane crash in Sauk Rapids last summer.

Alexander Voigt, a 16-year-old foreign exchange student from Germany, and 60-year-old pilot Scott Olson died after their plane crashed into a Sauk Rapids house last June.

The Celebrating Alexander event will take place at Michael’s Restaurant and feature an authentic German meal.

Any and all donations will be accepted with the money going towards a memorial bench honoring Voigt that will be placed along the Mississippi River this summer.

The benefit will run from 4:00 to 7:00 p.m. on Sunday at Michael’s Restaurant (510 Highway 10 South in St. Cloud).

Story and photo:  http://wjon.com

http://registry.faa.gov/N135BB

NTSB Identification: CEN14FA306
14 CFR Part 91: General Aviation
Accident occurred Friday, June 20, 2014 in Sauk Rapids, MN
Aircraft: BRUMWELL RV-6, registration: N135BB
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 June 20, 2014, about 2029 central daylight time, an experimental amateur-built Brumwell RV-6, N135BB, impacted a house after a departure from cruise flight near Sauk Rapids, Minnesota, and about 6 miles northwest of the St Cloud Regional Airport (STC), St Cloud, Minnesota. The pilot and passenger were fatally injured. The airplane was destroyed by post-crash fire. The airplane was registered to and operated by the pilot under 14 CFR Part 91 as a personal flight and was not operating on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The local flight originated from STC about 2010.

According to a transcript of STC Air Traffic Control Tower (ATC) communications, the pilot contacted STC ATC about 2011 and transmitted an initial departure heading of west/southwest. 

About 2012, ATC cleared the airplane for takeoff from runway 13 and a turn to the west/southwest. 

About 2016, the pilot transmitted that it would maneuver over the western part of town, then fly up the river, and contact ATC when inbound. The pilot transmitted the flight was an aerial tour of the city for the passenger aboard. 

About 2017, ATC transmitted that an Airbus 319 [Allegiant Flight 108 (AAY108)] was 30 miles southwest of the airport and was inbound. The pilot transmitted, "I'll look for allegiant…"

About 2023, AAY108 transmitted that it was on a right base for runway 13. ATC then cleared AAY108 to land on runway 13. The pilot transmitted that they were over the river, by the hospital at 2,000 feet. The pilot then transmitted, "ah where's the airbus right now." AAY108 transmitted that it was 11 [miles] southwest of the airport.

About 2024, ATC and the pilot transmitted that they had AAY108 in sight. The pilot then transmitted, "and allegiant one three five bravo bravo i'm an r v six about your 12 o'clock position right over the river at two thousand feet." AAY108 transmitted that it had the airplane on its traffic collision avoidance system (TCAS) and was currently descending through 3,300 feet. The pilot transmitted, "yeah we'll keep comms with you plenty of room to maneuver there."

About 2025, the pilot transmitted, "I got a camera out we're gonna take a picture of ya." AAY108 transmitted, "we have you in sight as well."

There were no further transmissions from the airplane.

A witness near the accident site stated seeing a jet flying east and a small airplane flying north. The small airplane started "wobbling and shaking" and then started "going down." The small airplane was offset from the jet about 45 degrees from the tail of the jet. The witness stated that the small airplane may have been at a higher altitude than the jet. The small airplane's wings were "rocking back and forth" before the "nose went down." The witness stated seeing a dark and a light colored object come from the small airplane. 

Another witness stated that he was sitting and facing east in his house's driveway. He looked south when he heard engine noise from the accident airplane. He said the airplane was in a "nose-dive." He said that the airplane was heading north. The airplane had about a 70 degree nose down attitude while in the descent. He said there was no fire from the airplane. The airplane was not rotating while it was descending. He said the winds were from the south and that there was "not a lot of wind."

OTHER DAMAGE

The home that was struck by the airplane sustained impact and fire damage.

PERSONNEL INFORMATION

The pilot, age 60, was employed as captain on Boeing 737 airplanes at an air carrier. He held an airline transport pilot certificate with airplane multiengine land, airplane single-engine land, airplane single- engine sea ratings. He held Boeing 727 and Boeing 737 type ratings. He held a flight instructor certificate with airplane single-engine and instrument airplane ratings. He held a flight engineer certificate with a turbojet powered rating. 

A pilot logbook recovered from the wreckage had a beginning entry dated April 2013 with a tachometer time entry of 1,324.7 hours and the last entry was dated June 2014 with a tachometer time entry of 1,383.2 hours. All the pilot logbook were entries for the accident airplane.

The pilot's flight experience included 24,465 total hours, of which 478 hours were in the last six months as of his last airman medical examination dated January 23, 2014. The pilot was issued a first class airman medical certificate with the following limitation: must wear corrective lenses.

AIRCRAFT INFORMATION

The airplane was a 1992 Brumwell RV-6, serial number 20598, experimental amateur-built airplane that was powered by a Lycoming O-360-A1A, serial number L-33015-36A, engine. The airplane was built by the previous owner/builder. The airplane was equipped with an upward (tip-up) opening canopy.

On December 19, 2012, the pilot purchased the airplane from the aircraft builder. On March 5, 2013, the airplane's registration to the pilot was accepted by the Federal Aviation Administration.

On January 6, 2013, at a total time in service and a tachometer time of 1,305.9 hours, the last aircraft logbook entry made by the previous owner/builder was for a pre-sale checkout of the airplane, which "checked ok."

The pilot logbook that was recovered from the wreckage had an entry dated August 24, 2013, for a flight in the accident airplane from JKJ [Moorhead Municipal Airport, Moorhead, Minnesota] to STC. The remarks section of this entry contained "canopy opened descending @ 120 kts STC" at a tachometer time of 1,359.6 hours. A review of the airframe logbook did not reveal a corresponding entry relating to the August 24, 2013, pilot logbook entry.

On April 14, 2014, at a total time in service and a tachometer time of 1,373 hours, an aircraft and engine logbook entries indicated that a condition inspection was completed and that the airplane and engine were found to be in a condition for safe operation. The entries were signed by an airframe and power plant mechanic. There were no additional aircraft logbook entries dated after April 14, 2014.

FLIGHT RECORDERS

There was no nonvolatile memory that could provide airplane position and time information due to the airplane's type of avionics installation and damage from the accident. There was no radar data available for the airplane. The flight data recorder from AAY108 was downloaded by the National Transportation Safety Board Vehicle Recorders Laboratory. The download included parameters of airplane position, altitude, speed, and configuration. 

A plot of AAY108's flight track was produced by a National Transportation Safety Board Senior Air Traffic Investigator and is included in the docket of the report.

WRECKAGE AND IMPACT INFORMATION

The airplane was consumed by post-crash fire and by the fire of the home that the airplane impacted. The damage precluded functional testing and examination of the airplane systems. The canopy and its latching mechanisms were consumed by fire and could not be examined.

A headset case that contained an aviation head set and white PVC material were found at a neighboring house near the accident site. The pilot's name was on materials within the headset case. The head set and PVC material did not exhibit thermal damage or soot. PVC material has been used by builders of homebuilt airplanes for wheel chocks or control locks.

MEDICAL INFORMATION

An autopsy of the pilot was conducted by the Midwest Medical Examiner's Office, Ramsey, Minnesota, on June 21, 2014. The autopsy report stated the cause of death as multiple blunt force injuries due to plane crash.

The FAA's Final Forensic Toxicology Fatal Accident Report of the pilot stated that testing for carbon monoxide and cyanide were not performed, no ethanol was detected in the muscle and the liver, and no listed drugs were detected the in liver.

TESTS AND RESEARCH

The effects of wake turbulence, if any, could not be determined without relative position and time information from radar/recorded data for both airplanes.

The Lancair Legacy Canopy Safety Issue (Thorn 2014) discusses accidents resulting from flight with the upward opening canopies that become unlatched/open in flight for Lancair and not RV airplanes, which also have upward opening canopies. The paper states in part:

"There are several potential root causes of the Legacy's open canopy flight hazard. One is the canopy is large and, if not latched down in flight, it will open to varying degrees and alter the air flow over the tail/stabilizers and under some situations create significant pitch attitude stability and control issues.

Another potential root cause may be the pilot's loss of reliable airplane pitch attitude reference where the canopy's structural frame serves as a key attitude reference line and as the open canopy moves it corrupts the pilot's normal visual pitch attitude reference cues.

There may also be a tendency for pilots flying with the shock and chaos of an open canopy, with severe cockpit wind, noise, and debris flying about, to induce pitch attitude oscillations by their control inputs."

http://www.ntsb.gov