Saturday, May 23, 2015

Yeager Airport (KCRW) sues 20 companies over landslide



Yeager Airport is suing 20 companies involved with the design and construction of its runway extension project, which collapsed in a massive landslide in March, alleging negligence and breach of contract and seeking to recover millions of dollars in compensation and punitive damages.

The airport filed suit Friday against Triad Engineering, the firm that designed the man-made hillside that supported the runway extension, and Cast & Baker, the contractor that led construction on the project.

The airport also sued a Pennsylvania-based blasting company, a Dunbar-based paving company, the companies that designed and installed the EMAS blocks used on the runway extension, the company that makes the geo-synthetic mesh that held the hillside together and a Pennsylvania-based quality-control company that also were involved in the project.

Also included in the lawsuit are the airport’s two insurance companies, AIG Aerospace and New Hampshire Insurance Co., and the insurers of every company involved with the runway extension project.

The airport alleges that the runway extension and the man-made hillside that supported it were improperly designed, improperly tested, not properly inspected and not properly monitored.

After years of slight shifts, the hillside, which was completed in 2007, collapsed in March, destroying homes and a church on Keystone Drive, in Charleston, and forcing the evacuation of more than 100 people.

“The event in question is of a kind which ordinarily does not occur in the absence of negligence,” Yeager’s attorneys write in the lawsuit, filed in Kanawha County Circuit Court. “The work and services provided by defendants was not performed with ordinary skill, care or diligence.”

The airport hired lawyers from three local firms, Scott Segal, Timothy Bailey and Anthony Majestro, to file the lawsuit jointly on its behalf.

The lawsuit says airport personnel noticed separation in the EMAS blocks on July 28, 2013, although there were related problems going back to at least 2010. The airport says it immediately contacted Triad and Cast after noticing the separation, but the two firms said they did not think there was a problem.

“In fact, defendant Triad informed the [Airport] Authority that settlement of as much as 24 inches was within normal range,” the lawsuit states.

As the blocks continued to separate, the airport and Triad each conducted monitoring and surveying.

The airport held an emergency board meeting on March 11, the day before the slide, at which, the lawsuit alleges, a Triad representative said the chances of a hillside collapse were “very slight.”

“Less than 24 hours after being told the chances of a catastrophic failure were slight, the Runway 5 EMAS . . . catastrophically failed, sending hundreds of thousands of cubic yards of fill and other material cascading down,” the lawsuit states. “The damages suffered by the residents of Keystone Drive and the Authority total in the millions of dollars.”

Majestro said attorneys filed the lawsuit Friday because a law that takes effect Tuesday will make it more difficult for plaintiffs to collect damages when some liable defendants don’t have the ability to pay.

“The airport is anxious to have this dispute resolved because they want the runway fixed and the landowners below them, whose properties were destroyed, taken care of,” Majestro said.

Circuit clerks around the state were sent a letter early Friday warning them about the possibility of an unusually large number of filings throughout the day because of the new law (HB2002).

Matt Arrowood, director of circuit clerk services for the West Virginia Supreme Court, wrote the letter after attorneys raised concerns about possible long lines at the time courthouses are set to close.

“Administrative Director of the Courts Steve Canterbury has advised that all people who wish to file and who are in line at the close of business at your office should be considered as having filed on Friday in a timely manner — even if they have not reached your counter by the end of your business day,” Arrowood wrote.

Majestro, who also is president of the West Virginia Association of Justice, spoke out against changing the law during the legislative session.

“In my opinion, it doesn’t apply to conduct that occurred prior to Tuesday,” he said. “However, if you’ve got a case ready to file, we’ve advised attorneys to go ahead and file it. That way they don’t have to worry about that argument.”

The lawsuit filed by Yeager has been assigned to Circuit Judge Tod Kaufman.

- Source: http://www.wvgazette.com

Deputies locate pilot whose plane cut power lines; sheriff says Jeff Driscoll was not pilot and plane was not crop duster

Bingham County, Idaho 

The Bingham County Sheriff's Office has located the pilot whose plane severed power lines Friday morning in the Aberdeen-Springfield area, causing more than 1,000 Idaho Power customers to lose power in southwestern Bingham County.

The plane did not crash but continued flying and left the area after slicing through the power lines, authorities said.

The Bingham County Sheriff’s Office said the pilot of the plane was not Jeff Driscoll.

The Sheriff's Office said Saturday that its reports to the media Friday that the plane involved was a crop duster were incorrect.

Driscoll said he is the only individual who flies a crop duster in southwestern Bingham County and he was not piloting the aircraft that cut the power lines in the Aberdeen-Springfield area. He also said the plane that did the damage was not a crop duster.

Bingham County deputies located the pilot Friday afternoon whose plane severed the power lines. 

Sheriff Craig Rowland said the pilot has not been charged or taken into custody but his name has been forwarded to the Federal Aviation Administration. 

The Federal Aviation Administration will investigate the incident and determine if the pilot should face any penalties for his actions.

Rowland said the name of the pilot is not being released pending the FAA's judgment on the incident.

Reports indicate that power was restored to everyone in southwestern Bingham County by early Friday evening.

Source:  http://www.idahostatejournal.com

Turbine Legend, N42BR, BR Legend LLC: Fatal accident occurred May 23, 2015 near Columbia Metropolitan Airport (KCAE), Columbia, South Carolina

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; West Columbia, South Carolina
GE Aviation; Lynn, Massachusetts
FAA/MIDO; North Olmsted, Ohio
Air Accidents Investigation Institute

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

BR Legend LLC: http://registry.faa.gov/N42BR

NTSB Identification: ERA15FA221 
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 23, 2015 in West Columbia, SC
Aircraft: BR LEGEND LLC TURBINE LEGEND, registration: N42BR
Injuries: 1 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

HISTORY OF FLIGHT

On May 23, 2015, about 0921 eastern daylight time, an experimental, amateur-built Turbine Legend, N42BR, collided with trees and a pond about 1.2 nautical miles (nm) west of Columbia Metropolitan Airport (CAE), West Columbia, South Carolina. The airplane was destroyed and the commercial pilot was fatally injured. The airplane was registered to BR Legend, LLC and privately operated. Visual meteorological conditions prevailed at the time, and a visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight, which originated about 7 minutes earlier from CAE, and was destined for Asheville Regional Airport (AVL), Asheville, North Carolina.

Air traffic control (ATC) radar and voice communication information indicated that the pilot was cleared to taxi to runway 11 and was provided a VFR clearance. He subsequently contacted the local controller and advised he was ready to depart. At 0913:27, the controller cleared the flight for takeoff and instructed the pilot to turn left heading 050°, which he acknowledged. Shortly after takeoff, ATC communications were transferred to departure control.

The flight was radar-identified at 0914:56, and the pilot was instructed to turn left on course toward the destination airport. The pilot acknowledged the transmission and proceeded in a north-northwesterly direction until 0917:26, at which time the airplane turned left from its on-course heading and continued to climb. At 0917:56, the pilot declared a mayday, advising the controller that he, "…lost ah my engine." About this time, the airplane was 6.8 nm from the approach end of runway 11 and about 6,500 ft mean sea level (msl). Immediately after the mayday call, the controller asked what aircraft was declaring an emergency, to which pilot replied with the partial call sign and that he was, "trying to make it back to the field." Following the mayday transmission, the pilot turned to a southerly heading.

The controller advised the pilot to enter the left base leg of the airport traffic pattern for runway 11, provided the altimeter setting, and indicated the wind was calm. Coordination between the Radar North controller and the local controller occurred, and at 0918:41, the Radar North controller advised the pilot that CAE was at his 10-to-9 o'clock position and 6 miles, and asked him if the airport was in sight, but the pilot did not reply. About 10 seconds later, the Radar North controller inquired, "and uh 42BR Columbia" to which the pilot replied, "Roger I have it in sight I think I can make it." The controller then instructed the pilot to make a straight-in approach to runway 11, and about 0919:02, the pilot advised the controller that he "…lost my fuel pressure."

The pilot was cleared to land twice; however, he did not reply to either clearance, nor did he establish contact with the local controller. At 0921:06, the Radar North controller asked the local controller if she could see the airplane, to which the local controller responded that the airplane was on short final and she was giving the green light-gun signal to land.

Witnesses reported seeing the airplane impact trees and then a pond; they did not hear any sound from the engine. Three witnesses saw the airplane bank left, and one of those said the airplane pitched up just before it struck the tree. None of the witnesses saw any smoke or fire trailing the airplane.

PERSONNEL INFORMATION

The pilot, age 85, held a Federal Aviation Administration (FAA) commercial pilot certificate with ratings for airplane single and multi-engine land, and instrument airplane. He was issued a second-class medical certificate on February 5, 2015, with a limitation requiring the use of corrective lenses. On the application for his last medical certificate, the pilot reported 10,000 hours total flight experience. Based on maintenance records, it was estimated that the pilot had accumulated about 430 hours in the accident airplane.

Family members reported that the pilot was in excellent health and did not take any medication.

AIRCRAFT INFORMATION

The airplane was manufactured in 2003. The special airworthiness certificate was issued by an FAA Designated Airworthiness Representative (DAR), who also assisted the pilot with building a portion of the airplane. It was powered by a Walters M601D turbine engine that was equipped with a three-bladed Avia V508E-AG/99B/A constant speed, variable pitch, manual feathering, dual-acting, hydraulically-controlled propeller. Propeller blade angle was controlled from the cockpit by a lever that connected via cable to a dual-acting propeller governor, although the feathering circuit at the propeller governor was blanked off with a plate and not available. The airplane was not equipped with an electrically-actuated feathering pump. Although propeller counterweights helped to increase pitch of the propeller blades in the event of oil system failure, they were ineffective in feathering the blades when the propeller was spinning at low rpm due to insufficient centrifugal force generated.

According to the engine maintenance records, the last condition inspection in accordance with the FAA-Approved Turbine Legend Maintenance and Inspection Program was completed on November 29, 2014 at an airplane total time of 428.2 hours. Further review of the maintenance records revealed no entry related to removal of a feathering pump or installation of a plate on the feathering pump circuit at the propeller governor.

The airplane's fuel system consisted of one integral fuel tank spanning the entire length of the wing, with a fuel filler cap at each wingtip; the standard tank configuration held about 100 gallons. Fuel was gravity-fed from each wing into a sump located on the bottom surface of the wing on the airplane centerline. Attached to the outlet fitting of the sump tank was a manually-activated shutoff valve, which connected via aluminum tubing and a flexible hose to an electrically-controlled auxiliary fuel pump. The outlet of the auxiliary fuel pump connected via a flexible hose to a canister fitted with a pleated paper element and a "T" fitting for reading fuel pressure, then via a flexible hose from the filter to the engine-driven fuel pump.

METEOROLOGICAL INFORMATION

The 0856 surface observation at CAE indicated wind variable at 3 knots, 10 statute miles visibility, and clear skies. The temperature and dew point were 19 and 12° C, respectively, and the altimeter setting was 30.39 inches of mercury.

FLIGHT RECORDERS

The airplane was equipped with digital instruments that recorded engine parameters, including compressor speed (N1), propeller speed (N2), Torque, inter-turbine temperature (ITT), Oil Pressure/Temperature, and Fuel Level. The instruments were retained and submitted to the NTSB's Vehicle Recorder Division located in Washington, D.C.

The instruments contained data from the last power cycle, and parameters were shown in relation to elapsed time since the application of power to the instrument. Three recorded values were noted for oil pressure and oil temperature at 236 seconds, 472 seconds, and 708 seconds. The oil pressure values were 17 pounds per square inch (psi), 34 psi, and 31 psi; the oil temperature values were 15° C, 49° C, and 57° C, respectively. Torque values at 218 seconds, 436 seconds, and 654 seconds were 14%, 78%, and 17%, respectively. Three values for ITT were recorded at 217 seconds, 434 seconds, and 651 seconds: 485° C, 620° C, and 410° C, respectively. There was only one recorded value for N1(58.4%) and N2 (1950 rpm), which was logged at 163 seconds.

The pilot's first contact with ground control before taxi occurred at 0909:37, and the airplane was last visually spotted by ATC personnel at 0921:07, resulting in an elapsed time of 690 seconds. However, no correlation to real time could be made, because the time between engine start and the pilot's first contact with ground control could not be determined.

According to the engine manufacturer representative, comparing the recorded data with established limits of the engine revealed that all recorded readings for oil pressure and the last two readings for oil temperature were within specified limits. The last two recorded ITT and torque readings were consistent with an engine at flight idle.

WRECKAGE AND IMPACT INFORMATION

The airplane crashed in a pond located adjacent to houses in a residential area. The wreckage was recovered and transferred to a hangar located at Lexington County Airport at Pelion (6J0), Pelion, South Carolina.

According to first responders and FAA personnel, the empennage was partially submerged in the water and was in an inverted position, with the airplane's nose on a magnetic heading of 032°. The wreckage location was about 1.24 nm and 279° from the approach end of runway 11 and about 600 ft south of the runway's final approach path.

Further examination of the accident site area revealed no damage to unmarked powerlines located adjacent to the pond. A strong smell of jet fuel and fuel sheen were noted on the west end of the pond. Damage to the top of a pine tree was noted about 70 ft above ground level; the top of the tree was observed in the water adjacent to the tree. Pieces of curved acrylic material were at the base of the tree, and pieces of composite material were in the water at the west end of the pond. There was no evidence of any tree limbs cut by the propeller blades.

Examination of the wreckage following recovery accounted for all primary and secondary flight controls. The one-piece wing was separated from the impact-damaged fuselage. The vertical and horizontal stabilizers remained attached, and the primary and secondary flight control surfaces remained attached to their respective attach points. With the rudder placed in the neutral position, the rudder trim tab was trailing edge left (tail left); with the elevator in the neutral position, the trim tab was positioned trailing edge up (tail up). Damage to the right horizontal stabilizer was noted on the outboard portion. The engine remained attached to the airframe by the engine mount and the propeller was separated from the engine. There was no evidence of fire.

Examination of the wing revealed extensive impact damage, including fracture of the forward and aft spars of the left wing about 5 ft outboard of the landing gear attachment, and fracture of the aft spar of the right wing. Impact damage was also noted to the left and right ailerons and flaps. The right main landing gear was retracted, and the left main landing gear was extended, although the FAA inspector reported it was retracted when the airplane was recovered. The center section of the wing revealed the flap actuator remained attached to the aft side of the main spar and to the flap torque tube. Continuity was confirmed from the flap torque tube to the control surface for the left flap, but the right flap push/pull rod exhibited bending overload at the rod end. The flaps appeared retracted. The fuel vents of both integral wing tanks were clear of obstructions.

Examination of the flight controls for pitch and yaw revealed both tandem seat controls remained connected and continuity was confirmed from each respective control surface to the cockpit controls. Examination of the aileron flight controls revealed rod ends remained connected for the left and right aileron attachments at the control stick, but both rod ends exhibited bending overload. The left aileron push/pull tube exhibited bending overload outboard of the landing gear location and about 12 inches inboard of the bellcrank near the control surface, but was continuous from the bellcrank to the control surface. The right aileron push/pull tube was continuous from the fracture near the control stick to the aileron control surface.

Examination of the cockpit revealed the lap belt and shoulder harness of the front seat restraint remained latched, but the left side of the lap belt webbing was cut. The fuel shutoff valve was full in, and continuity was confirmed from the cockpit control to the valve. The auxiliary fuel pump switch was in the on position, and the auxiliary fuel boost pump circuit breaker was not tripped. Examination of the throttle quadrant revealed the engine control lever was in the aft position, the propeller control was in the aft position, and the fuel control lever was in the run position. The landing gear selector was in the up position.

Examination of the fuselage fuel system revealed the sump tank was ruptured, and the fuel supply line from the sump tank was separated at the tank attach point. The manually-actuated shutoff valve was fully open at impact based on an impact mark from hardware attached to the lever and adjacent flat of a b-nut. The Facet-type fuel pump at the sump tank was dry, and the sump tank fuel cap was in place. The auxiliary fuel pump and a Facet-type pump associated with the sump fuel tank were connected electrically to a portable, 24-volt power source and both were operational. The auxiliary fuel pump with attached hoses and fittings, part number 2003-B, serial number 103252 was retained for operational testing at the manufacturer's facility.

Examination of the engine revealed the propeller was separated from the propeller shaft. The right side of the firewall was damaged and pushed aft above the right lower engine mount. The fuel supply line from the auxiliary fuel pump to the fuel filter was tight at both ends. The fuel supply line from the filter outlet to the engine-driven fuel pump was tight at the filter and connected at the fuel pump; the B-nut at the fuel pump was safety wired. Approximately 1 ounce of straw-colored fuel consistent with jet fuel was drained from the fuel filter, while a drop of straw-colored fuel was noted in the threads of the inlet of the engine-driven fuel pump. A small amount of metal shavings were noted at the inlet of the engine-driven fuel pump, while a small amount of metal shavings, sludge, and a portion of a plastic tie wrap tip were noted at the inlet area of the fuel filter housing. The engine and ignition exciters were removed for further examination.

Examination of the engine was performed at a facility in the US, while the fuel control unit, engine-driven fuel pump, and propeller governor were examined at the manufacturer's facility in the Czech Republic. There were no pre-existing mechanical anomalies issues found during the engine examination which would have prevented normal operation. Examination of the engine-driven fuel pump revealed evidence of internal cavitation. In addition, one of the two ignitor boxes displayed evidence of internal coil movement, consistent with too long a duty cycle, and the supporting insulation material on one of the ignitor plugs had disintegrated.

Examination of the propeller revealed all bolts that secured the propeller to the propeller shaft were damaged consistent with pull-out. All three blades remained secured inside the propeller hub, and exhibited large radius aft bending about 30°, beginning midspan. Two of the three blades appeared to be in the low-pitch range position with the counterweights trapped by the spinner in the corresponding positions. The third blade was less than the low-pitch position, and the blade tip was torn. The trapping of the propeller spinner and the counterweights was consistent with the blades being in an un-feathered position. Examination of the propeller revealed no anomalies that may have prevented normal operation.

MEDICAL AND PATHOLOGICAL INFORMATION

A postmortem examination of the pilot was performed by the Newberry Pathology Associates, P.A. The cause of death was listed as multiple blunt force injuries. The autopsy report further indicated that the heart weighed 560 grams.

Forensic toxicology was performed on specimens of the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology report indicated the results were negative for carbon monoxide and volatiles, and unquantified amounts of Quinine were detected in the submitted urine and iliac blood specimens.

TESTS AND RESEARCH

Examination and operational testing of the auxiliary fuel pump were performed at the manufacturer's facility. According to the report from the manufacturer, examination of the pump revealed that one of the two motor brush caps was red in color, indicating installation of parts by someone other than the manufacturer or factory repair station. For operational testing, the inlet and outlet hoses and their respective fittings remained attached. With a 28-volt electrical supply, the fuel boost pump outlet fuel flow was 55 gallons per hour (gph), which is below the factory requirement of 105 gph. Further examination revealed that the pump outlet adapter fitting was installed deeper than that allowed by the AND10064 specification for this interface, which impeded the maximum open position of the internal no-return poppet valve, thereby restricting the outlet fuel flow. After the incorrectly-installed adapter fitting was removed, the pump performance was 109 gph, an acceptable factory test pressure. During subsequent vacuum testing, the motor had an inconsistent/intermittent laboring sound.

Review of the airplane maintenance records revealed no record of removal, replacement, or repair of the auxiliary fuel pump.

Examination of the annunciator panel was performed by the NTSB Materials Laboratory. The results indicated all bulb filaments were intact, and none exhibited evidence of stretching.

Review of the Pilot Information Handbook revealed an emergency checklist titled, "Engine Flame-out In Flight." The first step specified to move the propeller control lever (PCL) to the feather position. The checklist stated to maintain a minimum airspeed of 130 knots indicated if at a low altitude.

According to FAA Order 8130.2H, Airworthiness Certification of Products and Articles, aircraft inspection guidelines for issuance of a special airworthiness certificate specify, in part, that the flight control system should operate properly and the engine(s), propeller(s), and associated instruments operate in accordance with the manufacturer's instructions. There was no mention for a Designated Airworthiness Representative to determine compatibility of airframe, engine, and propeller systems related to emergency systems.

A review of FAA Advisory Circulars (AC) AC 20-27G titled, "Certification and Operation of Amateur-Built Aircraft" issued September 30, 2009, and AC 90-89B titled, "Amateur-Built Aircraft and Ultralight Flight Testing Handbook" issued April 27, 2015, revealed no guidance for experimental aircraft builders regarding turbine engine installation considerations.

ADDITIONAL DATA/INFORMATION

Performance Study

An NTSB Performance Study indicated that the pilot maintained the airplane's best glide speed of 130 knots following the emergency declaration and during the attempted return to the runway. The airplane's angle of attack (AOA) was between 1 and 2° before the pilot reported the loss of fuel pressure and between 5 and 10° after. Based on the radar data, the accident airplane's glide ratio was estimated to be 7.5. The glide ratio with a feathered propeller would have been 12.0, resulting in a power-off glide distance of about 12.8 nm from an initial altitude of 6,500 ft.

NTSB Identification: ERA15FA221
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 23, 2015 in West Columbia, SC
Aircraft: BR LEGEND LLC TURBINE LEGEND, registration: N42BR
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 23, 2015, about 0921 eastern daylight time, an experimental amateur built BR Legend LLC Turbine Legend, N42BR, registered to BR Legend LLC, operated by a private individual, collided with trees and a pond approximately 1.2 nautical miles west of the Columbia Metropolitan Airport (CAE), West Columbia, South Carolina. Visual meteorological conditions prevailed at the time and a visual flight rules (VFR) flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 personal flight from CAE to Asheville Regional Airport (AVL), Asheville, North Carolina. The airplane was destroyed and the commercial pilot and a dog were fatally injured. The flight originated from CAE about 0914.

According to preliminary air traffic control information, after takeoff the flight proceeded in a northwesterly direction while climbing, until about 0917:36, at which time a change to a westerly heading occurred. The airplane continued on the westerly heading while climbing until about 0917:57, and about two seconds later while flying about 6,775 feet mean sea level in contact with the Radar North controller, the pilot declared a mayday indicating that he, "…lost ah my engine." The radar depicted the airplane turning to a southerly heading while descending. The controller asked on the frequency what aircraft was declaring an emergency, to which pilot replied with the partial call sign that he was "trying to make it back to the field." The controller advised the pilot to enter left base for runway 11, provided the altimeter setting and indicated the wind was calm. Coordination between the Radar North and local controllers occurred, and about 0918:45, the Radar North controller advised the pilot that CAE was at his ten to nine o'clock position and 6 miles, and asked him if he had the airport in sight, but he did not reply. About 0918:54, the Radar North controller inquired on the frequency, "and uh 42BR Columbia" to which he replied, "Roger I have it in sight I think I can make it." At about 0919:05, the pilot advised the controller that he, "…lost my fuel pressure."

Radar data depicted the airplane continuing in a southerly direction towards CAE while descending, and according to several witnesses immediately adjacent to the accident site, no engine sound was heard. While near Old Barnwell Road, the airplane was observed banking to the left followed by collision with a tree. The airplane then impacted a pond immediately adjacent to the tree coming to rest inverted.


COLUMBIA - Robert "Bob" Rowland Russell Jr., 85, chairman of the board of Russell & Jeffcoat Real Estate, of Columbia, passed away on the morning of May 23, 2015. In Bob's true spirit of living life to the fullest, he perished doing what he loved most in the world, flying.


He was born on Feb. 15, 1930, in Florida, to the late Robert Rowland Sr. and Mary Rogers Russell. Raised in Columbia, Bob attended Columbia High School. For Bob, flying was many things: a dream, a pastime, a service to his country, a performance, and a true love. As a teenager in Columbia, he flew gasoline models, dreaming of the day he would fly real planes. His dreams came when he was a sophomore at Clemson University. He organized and served as the first president of the Clemson Aero Club, where he soloed in a Piper Cub and accumulated his first 400 flight hours. In 1952, he graduated from Clemson with a degree in industrial education and his commission as a second lieutenant in the U.S. Air Force. Immediately after graduation, Russell entered military flight training and received his jet pilot wings in July 1953. During his Air Force service, he attended all-weather fighter school at Moody Air Force Base and served in Labrador during the Korean War. After his discharge, he joined the South Carolina Air National Guard, serving overseas in Spain during an international crisis. He flew F-94s, F-80s, F-86s, F-104s and F102s, which contributed substantially to his total of more than 8,000 flight hours. "Touching the Face of God," which was published in 1992, was a book written by Bob about his love of the sky. Bob performed as stunt pilot in many airshows across the country. Bob's love for his country and people led him to service in many areas of the community. He was the chairman of the Association of U.S. Army in 2002, Executive Committee of the Celebration Freedom Foundation from 2000-2008, chairman of the Salvation Army for Columbia 1999-2002, and Advisory Board for the Salvation Army from 1982 to 2002. Russell had been honored over the years in several ways, including: Aviation Hall of Fame in 2003; Who's Who in American Aviation in 1975; Outstanding Americans in the South in 1970 and 1971; and received the Exceptional Service Medal in 1962.

People often described Bob as a true Renaissance man. He graced the stage as an actor in many local theater productions at the Towne Theater; was an excellent piano player; was a former member of the Palmetto Mastersingers; and an avid golfer who regularly shot in the 70s and made five holes-in-one during his lifetime.

Perhaps more than anything, it was Bob's endeavor into the real estate industry that created a legacy fitting of the true legend that we was. On April 1st, 1965. Bob opened the doors on a great adventure when he started Bob Russell Realty. With only one agent, Bob used his determination to succeed as a businessman, and succeed he did. Six months into his new business, he hired the late Abb Jeffcoat. The two would become great friends and eventually partners, forming Russell & Jeffcoat Real Estate. Over the past 50 years of doing business in the Midland's of South Carolina, Russell & Jeffcoat Real Estate has grown into the premier company in the area. As the number one real estate company in the Midlands, Russell & Jeffcoat boasts more than 450 agents and 12 offices. As titan in the real estate industry, Bob served as president of the Columbia Realtors Association in 1973; a member of Committee 100; president of the Sales & Marketing Council for the HBA; the president of the CMLS; and recently received a lifetime achievement award form the HBA's Sales and Marketing Council. Bob's way of doing business has been the vision and direction for the company for many years; his way is with integrity in everything that he did, on the golf course, in the sky or in the board room. Caring about people, serving people of the community was the focus of Bob's life. In 1996, Bob, along with Abb, was awarded the Order of the Palmetto in honor of their service to the community.

Bob was joined in passing by his beloved four-legged friend, Rambo, who will also be deeply missed.

He was predeceased by his first wife and mother of his two children, June Rodgers Russell.

Surviving are his wife, Patricia Cooper Russell; children, "Rip" Robert Rowland Russell III and Rebecca Rene Russell; stepchildren, Sloane Ellis, Sarah Cooper, and Tricia Harris. He was known as "Grand Bob" to two step-grandchildren, Cooper Ellis and Riley Ellis.

A private burial service will be held for family members at Greenlawn Memorial Park, followed by a public service for Robert "Bob" Russell to be held at 2:30 p.m. today at Shandon Presbyterian Church, 607 Woodrow St., Columbia, SC 29205.

The family will receive friends immediately following the service.

Dunbar Funeral Home, Devine Street Chapel, is assisting the family.

In lieu of flowers, the family requests that donations be made to the Salvation Army and Clemson University.


Russell & Jeffcoat Real Estate founder Bob Russell in his office earlier this month.
~


LEXINGTON COUNTY, SC – Officials with the Lexington County Coroner’s Office have identified the pilot who died in the plane crash early Saturday morning.

Robert “Bob” R. Russell Jr., of Russell & Jeffcoat Realtors in Columbia, was killed in the small private plane that crashed into the pond after taking off from Columbia Metropolitan Airport toward Asheville Saturday morning.

Lexington County Coroner Margaret Fisher positively identified the pilot as 85-year-old Russell of Columbia.

Earlier, the single-engine plane was in the process of being removed from a pond on private property on Collumwood Circle, off Old Barnwell Road, near West Columbia. Officials have indefinitely blocked off Old Barnwell Road at both ends of Collumwood Circle, which loops off Old Barnwell.

The crash site is near the Pine Grove Softball Complex, which is where emergency officials held a midday press conference.

They said they got their information from officials in the tower at Columbia Metropolitan, not from witnesses.

The plane took off at 9:15 a.m., according to airport spokeswoman Kaela Harmon. At 9:20 a.m., the airport’s public safety department received an alert of the plane’s possible engine failure and was on stand-by.

Shortly afterward, the tower lost contact, Harmon said.

The airport is functioning as usual, officials said.

Lexington County Administrator Joe Mergo was at the press conference. Officials from the county fire, EMS and sheriff departments have been part of the early investigation, Mergo said. State health officials were also there but saw no public health threat, officials said.

Airport officials were joined by the Federal Aviation Administration. The National Transportation Safety Board will lead the investigation and is expected to provide more information later.

Lexington County’s Firestation 19 is nearby, and there are many small ponds in the area.

Source:   http://www.thestate.com