Thursday, May 21, 2015

Grumman American AA-5A Cheetah, Wright-Hanger Aviation Inc, N26886: Fatal accident occurred May 21, 2015 near Wendell H. Ford Airport (KCPF), Hazard, Perry County, Kentucky

 
Robert Bookman


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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Louisville, Kentucky
Lycoming Engines; Williamsport, Pennsylvania 

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

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

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

Wright-Hanger Aviation Inc: http://registry.faa.gov/N26886   


NTSB Identification: ERA15FA220 
14 CFR Part 91: General Aviation
Accident occurred Thursday, May 21, 2015 in Rowdy, KY
Probable Cause Approval Date: 03/08/2017
Aircraft: GULFSTREAM AMERICAN CORP AA-5A, registration: N26886
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 noninstrument-rated private pilot was nearing the destination airport at the end of a cross-country flight. Instrument meteorological conditions (IMC) were widespread in the vicinity of the destination, and several witnesses stated that the weather conditions were misty, foggy, and rainy at the time of the accident. However, the extent to which the pilot had familiarized himself with the weather conditions along the route of flight before takeoff could not be determined, as there was no record of a weather briefing from an official, access-controlled source. Radar data showed the airplane on a northerly heading at a cruise altitude about 7,000 ft above ground level (agl). The airplane passed west of the airport as it continued north, then entered a descending right turn in the direction of the airport. The airplane conducted a series of descending right and left turns east of the airport until radar contact was lost at an altitude about 5,600 ft agl in the vicinity of the accident site. The pilot did not contact air traffic control at any time during the flight. 

The airplane came to rest in heavily wooded, hilly terrain and was highly fragmented. There was no evidence of an in-flight breakup, or of pre- or postimpact fire. Several angularly-cut tree branches along the wreckage path indicated that the engine was producing power at the time of impact. A postaccident examination of the airplane and the engine revealed no evidence of any anomalies that would have precluded normal operation. 

It is likely that the pilot was operating in visual meteorological conditions above the clouds until he neared the destination airport, at which time he attempted to descend through IMC in order to land. The fact that the pilot did not hold an instrument rating and had received only minimal training in instrument flight significantly increased his susceptibility to the sensory illusions associated with instrument flight. Given the reduced visibility conditions and the radar flight track of the airplane, it is likely that the pilot experienced spatial disorientation and a subsequent loss of control as he attempted to descend through IMC and locate the airport.

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

The noninstrument-rated pilot’s decision to continue visual flight rules flight in instrument meteorological conditions, which resulted in a loss of control due to spatial disorientation.  

HISTORY OF FLIGHT

On May 21, 2015, about 1854 eastern daylight time, a Gulfstream American Corp AA-5A, N26886, was destroyed when it impacted terrain while maneuvering near Rowdy, Kentucky. The private pilot was fatally injured. Instrument meteorological conditions (IMC) prevailed, and no flight plan was filed for the flight, which departed Aiken Municipal Airport (AIK), Aiken, South Carolina, at an unknown time, and was destined for Wendell H Ford Airport (CPF), Hazard, Kentucky. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91. 

Radar data obtained from the Federal Aviation Administration (FAA) revealed a track of visual flight rules (VFR) targets correlated to be the accident airplane. About 1830, the airplane was established on a track of about 345 degrees towards CPF at an altitude of 8,300 feet mean sea level (msl). The airplane passed west of the airport, then about 1845, about 2 miles northwest of the airport, the airplane began a right, 180-degree turn and descended to about 7,700 feet msl as it tracked south. At 1848, on an approximate right base position in relation to runway 32, the airplane began another right turn and descended to about 7,500 feet. Over the next several minutes, the airplane completed a series of turns about one mile east of CPF, with altitudes varying between 7,500 and 6,800 feet. The last radar target with recorded altitude, at 1853:38, placed the airplane about 700 feet west of the accident site at 6,800 feet. There was no record of the pilot having contacted any air traffic control (ATC) facility during the accident flight. It could not be determined whether the pilot made any radio transmissions on the common traffic advisory frequency for CPF.

The airport manager at CPF stated that he was flying a helicopter in the area on the afternoon of the accident, and described the weather conditions as poor. Cloud ceilings were between 400-800 feet above ground level (agl), and in some locations the clouds were "all the way down to the ridge." He stated that several "bands" of weather had moved through the area that afternoon, at times reducing the visibility to around 2 miles. 

Two witnesses stated that the weather conditions at the time of the accident were daylight, with mist and fog. They heard the sound of impact and ran outside to see what had occurred. 

Two other witnesses near the accident site reported that they observed the airplane smoking as it impacted the ground. One of these witnesses reported that he saw the airplane come from the direction of the airport.

PERSONNEL INFORMATION

The pilot held a private pilot certificate with a rating for airplane single-engine land. He did not hold an instrument rating. His most recent FAA third-class medical certificate was issued July 15, 2014. Review of the pilot's personal logbooks revealed that he had accumulated a total flight time of about 220 hours, with about 143 hours in the accident airplane, including about 20 hours in the 90 days before the accident. According to the logbook, the pilot had accumulated 3.6 total hours of simulated instrument flight time.

In an interview conducted by the FAA, the owner of the airplane stated that he was friends with the pilot and had flown with him often. He and the pilot had spoken about the flight earlier on the day of the accident, and had discussed the weather conditions for the flight. The owner also stated that the pilot did not like talking on the radio, and did not normally file visual flight rules (VFR) flight plans or request VFR flight following services from ATC. Additionally, the owner and the pilot had agreed that the pilot would not fly the airplane at night.

The airport manager at CPF stated that the pilot had flown into the airport several times prior to the accident, and that the accident flight was "not the first time" the pilot had flown to CPF under VFR when the weather was IMC.

AIRCRAFT INFORMATION

The airplane was manufactured in 1979, and was equipped with a Lycoming O-320 series, 150 hp reciprocating engine. The airplane's most recent annual inspection was completed August 1, 2014, at a total aircraft time of 2,136.75 hours.

According to the owner, the airplane was equipped with Garmin 430 and 496 units, and was capable of receiving XM satellite weather information. The airplane was also equipped with an autopilot that "did not work well" and "would put the airplane into a bank." According to the owner, the pilot was aware of the limitations of the autopilot and was likely not using it during the flight.

METEOROLOGICAL INFORMATION 

The 1745 weather observation at CPF included wind from 310 degrees at 7 knots, 5 statute miles visibility, a broken cloud layer at 1,000 feet, an overcast ceiling at 1,500 feet, temperature 12 degrees C, and dew point 11 degrees C.

The 1845 weather observation at CPF included wind from 330 degrees at 4 knots, 3 statute miles visibility, light drizzle, scattered clouds at 800 feet, a broken cloud layer at 1,400 feet, and an overcast ceiling at 2,100 feet.

The 1905 weather observation at CPF included wind from 320 degrees at 4 knots, 3 statute miles visibility, drizzle, broken cloud layers at 800 feet and 1,200 feet, an overcast cloud layer at 2,000 feet, temperature 11 degrees C, and dew point 11 degrees C.

The 1848 weather observation at JKL, located about 13 nautical miles (nm) north-northwest of the accident site, included wind variable at 5 knots, 5 statute miles visibility, mist, clouds broken cloud layers at 800 feet and 2,500 feet, and an overcast ceiling at 3,000 feet. The cloud ceilings were reported variable between 400 feet and 1,100 feet.

The 1853 weather observation at JKL included wind from 310 degrees at 5 knots, 5 statute miles, mist, broken cloud layers at 800 feet and 2,700 feet, and an overcast ceiling at 3,500 feet. The cloud ceilings were reported variable between 400 feet and 1,100 feet.

A terminal aerodrome forecast (TAF) for JKL, issued at 1320, forecast conditions at 1800 with visibility better than 6 statute miles and an overcast layer at 1,500 feet.

Airmen's Meteorological Information (AIRMET) Sierra, issued at 1645 and valid at the accident time, was the only AIRMET valid for the accident site at the accident time. AIRMET Sierra forecasted mountains to be obscured by cloud cover.

An area forecast issued at 1445 and valid for the accident time forecast occasional visibility down to 5 statute miles, mist, and an overcast ceiling between 2,000 and 2,500 feet mean sea level (MSL) with cloud tops between 6,000 and 8,000 feet MSL.

An Area Forecast Discussion issued by the Jackson, Kentucky National Weather Service office at 1537, discussed IMC, including low-level cloud cover and areas of drizzle, to continue through the afternoon and evening. Dense fog was forecast to develop as the cloud ceilings lifted overnight and in the pre-dawn hours.

There was no record of the pilot receiving a preflight weather briefing from a Flight Service Station or through the DUAT system.

AIRPORT INFORMATION 

Wendell H. Ford Airport (CPF) was located about 1 statute mile southwest of the accident site at an elevation of 1,256 feet msl. The airport was comprised of two asphalt runways, oriented 14/32 and 06/24. Runway 14/32 was 5,499 feet long by 100 feet wide. Runway 06/24 was 3,246 feet long by 60 feet wide. Runways 14 and 32 were equipped with pilot-controlled lighting, which included precision approach path indicator lights for each runway.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located about 1 nm east of CPF in heavily wooded, hilly terrain. The airplane's initial impact point was identified as a tree, passed which the wreckage path extended on a heading of about 084 degrees magnetic. Several angularly-cut tree branches were identified along the wreckage path that exhibited paint transfer consistent with propeller contact. The main wreckage came to rest about 70 feet passed the initial impact point, and was destroyed by impact. All major components of the airplane were accounted for at the scene.

The propeller remained attached to the crankshaft. The spinner was impact separated and only the spinner back plate remained. Both propeller blades exhibited significant s-bending, leading edge gouging, and chordwise scratching. One blade tip was impact separated approximately 22 inches from the hub.

The engine was separated from the airframe and heavily impact-damaged and covered with dirt and vegetation found near the accident site. All engine accessories, with the exception of the base of the engine driven diaphragm fuel pump and a lever arm, were separated on impact. The #1 cylinder head was impact-damaged which revealed the top of the piston, exhaust valve, and intake port. The #2, #3, and #4 cylinders were inspected using a digital video borescope and revealed no anomalies. Due to impact damage, the crankshaft could not be rotated via the prop or with a spline gear tool inserted at the vacuum pump drive. The vacuum pump was intact, and examination revealed no anomalies. Impact damage precluded examination of the flight instruments. There was no evidence of any pre- or post-impact fire.

MEDICAL AND PATHOLOGICAL INFORMATION 

An autopsy was performed on the pilot's remains by the Office of the Associate Chief Medical Examiner, Frankfort, Kentucky. The cause of death was listed as multiple blunt force injuries. The FAA's Civil Aerospace Medical Institute performed forensic toxicology testing on specimens from the pilot, and no drugs of abuse were detected.

ADDITIONAL INFORMATION

Spatial Disorientation

The Airplane Flying Handbook (FAA-H-8083-3A) stated, "…the VFR pilot is, in effect, in IMC anytime he or she is inadvertently, or intentionally for an indeterminate period of time, unable to navigate or establish geographical position by visual reference to landmarks on the surface. These situations must be accepted by the pilot involved as a genuine emergency, requiring appropriate action…If the natural horizon were to suddenly disappear, the untrained instrument pilot would be subject to vertigo, spatial disorientation, and inevitable control loss."


The FAA Pilot's Handbook of Aeronautical Knowledge, chapter 16, "Aeromedical Factors," stated, "Under normal flight conditions, when there is a visual reference to the horizon and ground, the sensory system in the inner ear helps to identify the pitch, roll, and yaw movements of the aircraft. When visual contact with the horizon is lost, the vestibular system becomes unreliable. Without visual references outside the aircraft, there are many situations in which normal motions and forces create convincing illusions that are difficult to overcome…Unless a pilot has many hours of training in instrument flight, flight should be avoided in reduced visibility or at night when the horizon is not visible."











NTSB Identification: ERA15FA220
14 CFR Part 91: General Aviation
Accident occurred Thursday, May 21, 2015 in Rowdy, KY
Aircraft: GULFSTREAM AMERICAN CORP AA-5A, registration: N26886
Injuries: 1 Fatal.

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

On May 21, 2015, about 1854 eastern daylight time, a Gulfstream American Corp AA-5A, N26886, was destroyed when it impacted terrain while maneuvering near Rowdy, Kentucky. The private pilot was fatally injured. Instrument meteorological conditions prevailed, and no flight plan was filed for the flight, which departed Aiken Municipal Airport (AIK), Aiken, South Carolina, at an unknown time, and was destined for Wendell H Ford Airport (CPF), Hazard, Kentucky. The personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91. 

The owner of the accident airplane stated that he had spoken with the accident pilot about the flight to CPF earlier in the day, and that they had discussed the weather conditions. According to Lockheed Martin Flight Service, there were no records of the pilot having obtained a weather briefing through a Flight Service Station or through the DUAT service. There were also no records of the pilot having contacted any Federal Aviation Administration (FAA) air traffic control facilities during the flight. 

Preliminary radar information obtained from the FAA showed a target approaching CPF from the south at an altitude of about 8,300 feet, beginning about 1830, displaying the standard visual flight rules (VFR) transponder code of 1200. The target passed west of CPF about 1844, and continued north before beginning a descending right turn toward the southwest about 1846. About 1849, the target began a series of turns about 1 mile east of CPF, with altitudes varying between 7,400 to 6,700 feet. The last two radar returns were at 1853:38 and 1854:02, with altitudes of 6,800 feet and 0 feet, respectively. The last radar return was located about 550 feet southwest of the accident site. 

The accident site was located about 1 nautical mile east of CPF in heavily wooded, mountainous terrain. The initial impact point was identified as a tree, past which the wreckage path extended on a heading of about 084 degrees. Along the wreckage path, several angularly-cut tree branches were identified that exhibited paint transfer consistent with propeller contact. The main wreckage came to rest about 70 feet past the initial impact point, and was destroyed by impact. All major components of the airplane were accounted for at the scene. The engine was separated from the airframe and heavily impact-damaged. Both propeller blades exhibited significant s-bending, leading edge gouging, and chordwise scratching. 

The pilot held a private pilot certificate with a rating for airplane single engine land. His most recent Federal Aviation Administration third class medical certificate was issued in July 2014. Review of the pilot's logbook indicated that he had accumulated about 220 total hours of flight experience. The pilot did not possess an instrument rating. 

The airplane was manufactured in 1979, and was equipped with a Lycoming O-320 series, 150 hp reciprocating engine. The airplane's most recent annual inspection was completed on August 1, 2014, at a total aircraft time of 2,136.75 hours. 

The 1905 weather observation at CPF included wind from 330 degrees at 4 knots, 3 miles visibility, drizzle, broken clouds at 800 feet, broken clouds at 1,200 feet, overcast clouds at 2,000 feet, temperature 11 degrees C, dew point 11 degrees C, and an altimeter setting of 30.08 inches of mercury. 





LOST CREEK, Ky (WYMT) - UPDATE: An official with Perry County Coroner's Office has identified the man killed in Thursday's plane crash as Robert Bookman, 59, of Grovetown, GA.

The National Transportation Safety Board plans to release a preliminary report on the crash within a week.

Investigators with the Federal Aviation Administration and the National Transportation Safety Board are trying to figure out what caused a plane crash Thursday night in the Lost Creek Community of Perry County.

One man, the pilot, is dead. Investigators are not releasing his name but Wendell Ford Airport Manager Jeff Hylton believes he knows the man that died.

Friday's blue skies were ideal for flying but Thursday's rain was a different story.

"At about the time of the accident, we had had some rain showers move through the area. The visibility was probably two to four miles," said Hylton.

Hylton said those conditions might have led to the crash that left one man dead.

"I imagine that he was trying to get down to the surface of the runway and at some point, he just lost control of the airplane," said Hylton.

That is what investigators are now tasked with figuring out. Local, state and even federal agents descended on the scene Friday to look for clues along Lost Creek Road.

Senior Air Safety Investigator Brian Rayner tells WYMT the search has already yielded some results.

"We were able to recover the pilot's log book. So I will have an opportunity to review that here on scene and going forward, we hope to recover the maintenance records for the airplane," said Rayner.

Crews will also examine the engine and look at weather conditions at the time of the crash.

Martie Miller lives around the corner from where the plane went down.

"I just did not like what I saw. So I just turned around and went back home," said Miller.

He said things like this like just do not happen in their community.

"Just really nobody knew he was out there and he had been in here four or five times previously. I think he was just meeting somebody here and I did not realize until his friend showed up here to check on him and see where he was," said Hylton.

He believes the man came from Georgia or South Carolina.

The NTSB plans to release a preliminary report on the crash within a week.

==========

LOST CREEK, Ky. (WYMT) - UPDATE: 11:30 p.m. - One person died in a plane crash near the Perry-Breathitt County line Thursday night.

The scene is not far from the Wendell Ford Airport.

The small plane went down in the Lower Lost Creek area around 6:30 p.m.

We do not know a whole lot at this point about the moments before the crash and what might have caused it. However, WYMT was on scene with investigators since right after the crash happened, as they combed through the wreckage, and tried to figure out what caused the plane to go down.

Police and firefighters from several agencies are gathering as much information as they can about this deadly crash and are also taking precautions to make sure fuel spilled from the plane does not catch fire.

Silas Miller lives nearby and rushed to the wreckage when he heard the plane go down.

Miller said, "It's just a mangled mess, it is spread out for about probably 30 yards, just sheets of metal".

Pieces of the aircraft were visible in trees and on the ground, but investigators are not sure if clipping a branch is what caused the plane to crash.

Perry County Deputy Coroner John Collett added, "Right now we are waiting for NTSB and FAA to show up at the scene. Kentucky State Police are going to secure the scene for the evening. We have one confirmed dead at this time. But we are reserving any more information and will release it as follows".

Three boys say they were playing outside when they saw the plane streak through the sky with smoke behind it.

Colin, Jackson, and Ace Miller witnessed the crash. They said, "It was a white plane with a black stripe down it. We were down there shooting ball and it came down through the air and zigzagged and spun in circles and hit the bank".

FAA investigators are expected to arrive here Friday morning.

Until FAA gets to the scene, we probably will not know who the victim was, how many victims there are, and what kind of plane it was.

Firefighters do not think the plane was carrying more than 40 gallons of fuel, so it was a small plane.

Police are on scene of a plane crash in Perry County in the Lower Lost Creek community near the Breathitt County line.

We have confirmed that the wreckage has been found and at least one person is dead. Two deputy coroners and emergency crews are responding to the scene.

The scene of the crash is near the Wendell Ford Airport, but officials at the airport would not comment at this time. The accident happened some time around 7:00 p.m. We do not have any information on the type of plane and how many people were aboard.

Perry County 911 dispatchers tell us that the 8000 block of Lost Creek Road and Gearl Valley Drive in Barger Bottom will be closed until further notice due to the crash.

Accident Investigation Bureau Releases Four Accident Reports

The Accident Investigation Bureau (AIB) on Thursday released the final reports of the investigations carried out on four air accidents that occurred within the Nigerian airspace. The report is coming six years after the last accident had occurred.

According to the final reports, which was downloaded from its website, include that of Beechcraft 1900D with registration 5N-JAH belonging to Wings Aviation Services Air, Cessna Citation 560XLS with registration 5N-BMM belonging to Bristow Helicopters, Boeing 737-500 with registration 5N-BLE belonging to Aero Contractors and AS 350 B2 with registration 5N-BHU belonging to OAS Limited.

AIB's Chief Executive Officer, Mr. Felix Abali, who signed the report however said its outcome is not to apportion blame to any individual or stakeholder involved in the crash but to make recommendation against future occurrence and for air safety purposes.

He said: “At the Accident Investigation Bureau we are committed to enhancing aviation safety by conducting thorough and unbiased investigations into aircraft accidents and serious incidents.

“We are currently working hard to release more accident reports in the shortest possible time.’

Analyzing the Wing Aviation air craft which crashed 6 years ago in Cross River state, the report revealed: “The Beech 1900D registered as 5N-JAH and operated by Wings Aviation Limited as flight TWD 8300, which was on a revenue positioning flight on 15th March 2008 crashed at about 0920 hours in mountainous terrain at Bushi Village, Obalinku Local Government Area of Cross River State. The investigation identified two causal and three contributory factors and made five safety recommendations. The Bureau had on 29 March, 2009 issued an interim report on the accident.

The report also  added that the Bristow Helicopters’ Cessna Citation 560XLS,  registered 5N-BMM departed Lagos at 1856 hours for Port Harcourt on an Instrument Flight Rules (IFR) and estimated Port Harcourt at 1940 hours.

On final approach the crew had visual challenge but continued the approach, crash landed and exited the runway. The investigation identified one Causal and three contributory factors. Six safety recommendations were made.  

Aero Contractors Flight 210, a Boeing 737-500, registered 5N-BLE, which departed Lagos on 21st of August, 2010, skidded off the threshold of Runway 28 while landing on approach into Yakubu Gowon Airport, Jos, Plateau State. The investigation identified one causal and three contributory factors. Two safety recommendations were made.

Explaining how the OAS Limited aircraft 5N-BHU (Helicopter) occurred, it added that it departed Lagos at 0713 hours on 10th November, 2010 under Special Visual Flight Rules (Special VFR). The helicopter could not continue the flight to Port Harcourt due to bad weather and was returning to Osubi airstrip when it collided with high tension cables belonging to Power Holding Company of Nigeria (PHCN) located along the road to Delta Steel Company, Ovwian, Aladja, Delta State. The investigation identified one causal and two contributory factors while five safety recommendations were made.

Sources: 

http://www.thisdaylive.com 

http://www.aib.gov.ng

Skydive operator indicted in Colorado marijuana bust • Westside Skydivers Houston, Sealy, Texas

Joe Johnson



Apparently things got a little too high for the owner of a local skydiving company.

Joe Johnson, 43, and Westside Skydivers Houston, located east of Sealy, were indicted in March in Colorado following the bust of an organization that produced marijuana crops there and transported it to Minnesota and Texas where Johnson owned skydiving companies.

Johnson was one of 32 people indicted by a Colorado grand jury on 52 felony counts that include cultivation and distribution of marijuana, racketeering, tax evasion, money laundering, conspiracy and attempt to influence a public servant.

The indictments allege that Johnson used skydiving planes from his businesses in Winsted, Minn., and Sealy to transport marijuana and cash for a Colorado-based drug trafficking organization (DTO). Most of the shipments went to Minnesota.

Ironically, Johnson was caught on the ground in Kansas last June while driving a rented car back to Colorado from Houston with $330,000 in cash and 66 pounds of marijuana that had been rejected by a Texas buyer. The illegal drugs were part of a 100-pound shipment that Johnson had flown down here.

According to the indictment, “Johnson witnessed the prospective Houston customers refuse more than 60 pounds of the total marijuana load, rejecting it on the basis of its poor quality. Johnson received instructions from the DTO to return the remaining marijuana to Colorado. In order to save on the cost of airplane fuel, Johnson rented a car and drove back to Colorado to deliver cash proceeds and the remaining sixty or so pounds of marijuana to the DTO’s leadership.”

After getting caught, Johnson reportedly began cooperating with authorities.

“In attempts to mitigate future punishment, Johnson began working with DEA agents and made a variety of surreptitious recordings of his co-conspirators’ discussions of drug trafficking and money laundering activities,” the indictment says.

The law enforcement investigation was called “Operation Golden Go-fer.” Johnson’s involvement began in 2013 when “a skydiver client … introduced him to Cuyler Gerbich. Gerbich then introduced Johnson to Tri Nugyen at a restaurant in Denver,” the indictment says.

The two men offered Johnson $250 for every pound of marijuana he transported. Johnson figured he would need to ship at least 100 pounds at a time to make it profitable.

“Ultimately realizing the potential of having access to airplanes to transport marijuana, Gerbich and Tri Nguyen conspired with Johnson to transport hundreds of pounds of marijuana virtually undetected from the Denver warehouse grows to Thomas “C.T.” Dispanet in Minnesota,” the indictment says.

Johnson made the first of nearly 10 trips using his skydiving planes sometime in late October or early November of 2013, flying into the Boulder, Colo., municipal airport. Authorities allege Johnson and his two skydiving businesses transported more than 1,500 pounds of marijuana and over $2 million in cash proceeds between Minnesota and Colorado from October 2013 through June 2014.

After getting caught and later making secret recordings of his co-conspirators for authorities, he was approached by officers for further interviews about the organization.

“When questioned about the location of the nearly $100,000 cash Johnson had received from the DTO, Johnson became evasive with interviewing agents,” the indictment says. “Moreover, Johnson attempted to deceive the three investigators and described burying the $100,000 in a particular location Mr. Johnson later confessed that he had never buried the money but instead spent it to pay bills and prop up his skydiving business.”

His local skydiving business was closed in March and a new one has opened in its place at the Gloster Aerodome. The new company, Bayou City Skydivers, is owned by Kristin Merritt and has nothing to do with Johnson.   

“We retained a few employees and we have some new staff,” Merritt said.

She said Westside Skydivers Houston operated most of the last year without Johnson around. She also said the airport is owned and operated independently from the skydiving businesses.

“Johnson is no longer welcome at the airport,” she said.

Merritt said she is still working on the marketing side of the business, but does have it open for clients. Her website will go active soon at www.bayoucityskydivers.com. It can also be found on Facebook.

A date for Johnson’s trial has not been set yet. According to Merritt, he was not jailed due to his cooperation with authorities.

Source:  http://www.sealynews.com

John W. Faunce PA-11, N710JF: Accident occurred May 21, 2015 at Morrisville-Stowe State Airport (KMVL), Morrisville, Vermont

NTSB Identification: GAA15CA084 
Accident occurred Thursday, May 21, 2015 in Morrisville, VT
Aircraft: PIPER PA-11, registration: N710JF

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


Date: 21-MAY-15 
Time: 18:15:00Z
Regis#: N710JF
Aircraft Make: PIPER
Aircraft Model: PA11
Event Type: Incident
Highest Injury: None
Damage: Unknown
City: MORRISVILLE
Flight Phase: LANDING (LDG)
State: Vermont

AIRCRAFT FLIPPED OVER ON THE RUNWAY AFTER LANDING. MORRISVILLE, VT


http://registry.faa.gov/N710JF


MORRISTOWN, Vt. (AP) — Police say a small plane overturned as it was landing at the Morrisville-Stowe State Airport in Vermont.

The pilot told police that while landing in a crosswind on Thursday, the wind direction shifted — causing him to lose control of the aircraft once he had touched down. 

Authorities say the wind and emergency braking system caused the aircraft to pitch forward and roll on its roof at the edge of the runway.

Police say the experienced pilot, 68-year-old Leonard Wing, was uninjured and outside of the aircraft when police arrived.

Judge rules in favor of Mile-Hi Skydiving in Longmont noise trial: Court denies all claims made by plaintiffs and Citizens for Quiet Skies • Vance Brand Airport (KLMO), Colorado



A Boulder District Court judge today denied every claim brought by the plaintiffs in a high-profile noise lawsuit against Mile-Hi Skydiving, which operates out of Longmont's Vance Brand Municipal Airport.

Seven individual plaintiffs living in Longmont and in unincorporated Boulder County, as well as the group Citizens for Quiet Skies, claimed in the lawsuit that Mile-Hi owner Frank Casares was being negligent and a nuisance by flying what they said were unusually loud planes over their homes.

The plaintiffs especially took issue with the purple-and-white Twin Otter plane, claiming that it was much louder than the others, and that Mile-Hi flew frequently over residents' homes when the plaintiffs were trying to enjoy their backyards and porches during summer weekends.

Mile-Hi, meanwhile, argued throughout the year and over the course of the lawsuit that Judge Judith LaBuda could not issue a ruling superseding federal aviation law.

In a 13-page written ruling, LaBuda sided with the skydiving company, denying all claims and expressing hopes that both sides and the community move on.

“The Court recognizes that this case has produced tension among community members,” LaBuda wrote in her ruilng, noting that supporters of both sides filled the courtroom during the trial. “It is the Court's hope that following a week-long trial, in which both parties were given an opportunity to present their evidence, that the parties, as well as the community members, will accept the ruling of the Court and move forward in a manner that demonstrates courtesy, respect and consideration for one another.”

Source:  http://www.timescall.com