Monday, July 20, 2015

Merrimac, Massachusetts: Monday plane crash report appears unfounded

Chief Eric M. Shears reports that the Merrimac Police Department, in conjunction with the Merrimac Fire Department, Amesbury Police and Fire, and the Massachusetts State Police conducted a thorough search of wooded areas off I-495 Monday after a motorist called 911 to report a small plane had crashed. At this time, the report appears to be unfounded, and officials believe that the motorist actually saw a remote controlled model airplane at the time.

On July 20 around 3:10 p.m., police received a 911 call from a woman who stated that as she was heading south on I-495, between exits 53 and 54, she observed an airplane “fall from the sky into the woods.”

Police responded to the area between Broad Street in Merrimac to Pond Hill Road in Amesbury and Route 110. The Amesbury Police and Fire Departments were notified of the search, and the State Police Air Wing also called in to aid the investigation.

An Amesbury Fire official reported that several days earlier he had observed a remote controlled plane that matched the description of the one called in by the motorist in the same area. After searching all plausible areas on the ground, Chief Shears called off the State Police Air Wing, deeming the incident unfounded pending further information. Merrimac Police also received no reports of any aircraft missing from airports in the area.

“This was a concerted effort between multiple agencies,” Chief Shears said. “The reporting party did the right thing by notifying police. We always encourage residents to call 911 if they feel there’s an emergency.”

Source:   http://northofboston.wickedlocal.com

Albany-Dougherty Aviation Board members verbally clash at meeting • Newspaper article angers aviation commissioner, who challenges fellow board members

Heated words were exchanged among board members at the end of the Albany-Dougherty Aviation Commission meeting at the Southwest Georgia Regional Airport Monday evening. Shown at the meeting are board members, from left, Dr. William Mayher, Dr. Charles Gillespie, Keith Fletcher and Elizabeth Knowles, the assistant to Transportation Director David Hamilton.



ALBANY — Members of the Albany-Dougherty Aviation Commission exchanged heated words Monday evening during the board’s monthly meeting at the Southwest Georgia Regional Airport over an article that appeared Sunday in The Albany Herald.

Board member Sanford Hillsman called comments made by Chairman Dr. Bill Mayher and board member Dr. Charles Gillespie “reprehensible,” telling the pair of retired physicians, “I think what you did sucks.”

In a story about the future of the airport, Mayher and Gillespie expressed concern that David Hamilton, who had served as director of the city’s Transit Authority until then-interim City Manager Tom Berry named Hamilton transportation director and placed him in charge of both Transit and the airport, had been given too much responsibility for one person. They called for the hiring of a dedicated airport director.

Berry’s promotion of Hamilton came in the wake of former Airport Director Yvette Aehle’s decision to leave the Albany airport to take another position.

“I want to make this clear: I respect David Hamilton and believe him to be a capable and hard-working individual,” Mayher said in the Herald article. “But I believe (Berry) put him in a no-win situation when he put David in charge of the airport and Transit. That’s just too much for one person to do well.”

Taken aback by Hillsman’s outburst at the end of Monday’s Aviation Commission meeting, Gillespie said, “I’ve worked with David for 11 years now. I have the utmost respect for him.”

Hillsman shot back, “If you had the utmost respect for him, you wouldn’t have put that crap in the newspaper.”

When Hillsman made disparaging remarks about Aehle, saying she had proved incapable of fulfilling her duties as airport director, Gillespie said, “Do you want to go outside? You seem confrontational. Do you want to go outside?”

Hillsman replied, “You don’t want to go outside with me, Gillespie.”

The outburst came after a meeting in which board member Dr. Frank Middleton described a narrowly averted disaster when a “dead spot” in communications at the airport had two airplanes prepared to take off at opposite ends of the same runway. A traffic controller who had arrived at the airport’s tower 30 minutes earlier than his 8 a.m. shift was scheduled to start saw what was about to take place, and managed to contact the pilots of both planes and cancel their takeoff plans.

“Sometimes something like this proves to be pilot error, but recordings show that both pilots radioed traffic control,” Middleton said. “They couldn’t hear each other because of the dead communications spot at the airport.”

Mayher said the Federal Aviation Administration had been advised of the communications issue, but had responded by saying that “the airport is not busy enough to do anything about it.”

“The solution,” the Aviation Commission chairman said, “is to keep our tower open 24 hours a day.”

Board member Bob Langstaff, who is the Albany City Commission’s representative on the Aviation Board, offered motions to, first, create a paper trail to make sure a report of the potential incident reaches proper authorities, and, second, to have Hamilton research cost of keeping the tower open 24 hours a day and present those findings to the City Commission.

Also at the meeting, Ken Holt with Holt Consulting, which has a contract with the Albany airport, presented the outline of a marketing plan to bring industry to 85.4 acres of not-in-use airport land. Holt said the plan calls for a narrow focus on types of industry to court, getting “into the game” as quickly as possible and knowing the airports with which Southwest Georgia Regional Airport is competing for industrial growth.

Jacob Redwine with Holt told the commission the Georgia Department of Transportation is expected to have more than $20 million in funding for aviation projects during the current fiscal year. Redwine said that projects funding amount was $2 million two years ago and $11 million last year.

Story and photos:  http://www.albanyherald.com


Ken Holt with Holt Consulting Co. outlines an economic development marketing plan for the Southwest Georgia Regional Airport Monday evening. 


Albany Aviation Commission members Drs. Bill Mayher, left, and Charles Gillespie say the city of Albany must do more to support the Southwest Georgia Regional Airport.

Cessna U206G Stationair, N734VB: Fatal accident occurred July 19, 2015 in Trapper Creek, Alaska

NTSB Identification: ANC15FA050
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 19, 2015 in Trapper Creek, AK
Probable Cause Approval Date: 03/14/2016
Aircraft: CESSNA U206G, registration: N734VB
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 pilot was performing a series of low passes over a group of people at an outdoor wedding reception party. Witnesses observed the airplane fly over the party at near tree-top level traveling between 100 and120 knots. The airplane made two successful passes over the group, and, on the third pass, the airplane entered a right turn and initiated a climb just before impacting the top of a spruce tree. The climb continued briefly before the airplane rolled inverted and descended through the trees to ground impact. 

Postaccident examination of the airframe and engine revealed no mechanical malfunctions or anomalies that would have precluded normal operation. Toxicology testing identified likely impairing levels of tetrahydrocannabinol (THC) and low levels of diazepam in the pilot's blood. However, diazepam and THC levels are known to change after death and may be elevated due to movement of the drugs out of storage sites into blood. Therefore, it was not possible to determine if the pilot was impaired from the effects of THC and/or diazepam at the time of the accident.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain clearance from trees while intentionally maneuvering close to the ground.

HISTORY OF FLIGHT

On July 19, 2015, about 1915 Alaska daylight time, a Cessna U206G airplane, N734VB, was destroyed after it impacted tree and tundra-covered terrain, following a loss of control while maneuvering at low altitude near Trapper Creek, Alaska. The airplane was being operated by the pilot as a visual flight rules (VFR) local flight under the provisions of Title 14, Code of Federal Regulations (CFR) Part 91, when the accident occurred. The solo commercial pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight departed a private airstrip near Curry Ridge, Alaska.

The pilot was performing a series of low passes over an outdoor wedding reception party when the accident occurred.

During an on-scene interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on July 20, a witness reported that while attending the outdoor wedding reception party, he observed the accident airplane fly over the wedding reception party at near tree-top level, traveling between 100-120 knots. He said that the airplane made two successful passes over the group of guests, and on the third pass, the airplane entered a right turn prior to impacting the top of a spruce tree with the main landing gear. The witness noted that after the airplane struck the treetop, he was unable see the airplane descend into the tree and tundra-covered terrain.

During a telephone conversation with the NTSB IIC on July 22, a second witness reported that he observed the airplane descend over the wedding reception party at near treetop level. He stated that the airplane initiated a climb just before impacting the top of a spruce tree, and the climb continued for about 5 to 6 seconds, before the airplane rolled inverted and subsequently disappeared into the trees.

PERSONNEL INFORMATION 

The pilot, age 54, held a commercial pilot certificate with an airplane mutli-engine land, single-engine land rating and instrument airplane. Additionally, he held a flight engineer certificate for a turbo-propeller powered airplane. His most recent third-class medical was issued on January 3, 2013 with no limitations.

No personal flight records were located for the pilot, and the aeronautical experience listed on page 3 of this report was obtained from a review of the airmen Federal Aviation Administration (FAA) records on file in the Airman and Medical Records Center located in Oklahoma City. On the pilot's application for medical certificate, dated January 3, 2013 he indicated that his total aeronautical experience was about 2,100 hours, of which 400 were in the previous 6 months.

AIRCRAFT INFORMATION

The six-seat, high-wing, tricycle gear airplane, Cessna U206G, serial number U206048785, was manufactured in 1979. It was powered by a Continental Motors IO-520 series.

No airframe or engine logbooks were discovered for examination. Total time for the engine and airframe are unknown. 

METEOROLOGICAL INFORMATION 

The closest weather reporting facility is Talkeetna Airport, Talkeetna, AK approximately 6 miles east of the accident site. At 1853, an aviation routine weather report (METAR) at Talkeetna, Alaska, reported in part: wind 310 degrees at 3 knots, visibility, 10 statute miles, clear skies; 71 degrees F; dew point 41 degrees F; altimeter, 30.13 inHG.

WRECKAGE AND IMPACT INFORMATION

The NTSB IIC, along with a Federal Aviation Administration (FAA) safety inspector from Denali Certificate Management Office (CMO), reached the accident site on the morning of July 20. 

All of the airplane's major components were found at the main wreckage site. The wreckage was located in an area of densely populated birch and spruce trees, on its right side at an elevation of about 436 feet mean sea level (MSL). Portions of the fragmented airplane were scattered along a debris path oriented along a magnetic heading of 260 degrees, which measured about 110 feet in length. (All headings/ bearings noted in this report are magnetic).

An area believed to be the initial impact site was marked by a broken treetop, atop an estimated 40-foot tall birch tree. The initial ground scar was discernable by disturbed vegetation. Small wreckage fragments were found near the initial ground scar. The distance between the initial impact point and the initial ground scar was about 65 feet.

The cockpit area separated forward of the main landing gear box and was extensively damaged. The throttle was found in the idle position. The mixture and propeller control were found in the full-forward position. 

The airplane's right wing separated from its forward attach point; remained attached at its rear attach point, but separated about 6 inches inboard of the fuselage structure. A large elliptical impact area was present about ¾ span outboard of the wing with extensive accordion style, leading edge crushing from the elliptical impact area outboard to the tip. The outboard portion of the right wing separated near the elliptical impact area. The wing's flight control surfaces remained attached to their respective attach points but sustained impact damage. 

The airplane's left wing separated from its attach points, and fragmented into three major sections. An elliptical impact area was present approximately ¾ span outboard of the wing with extensive accordion style, leading edge crushing from the elliptical impact area outboard to the tip. The wing's flight control surfaces remained attached to their respective attach points, and were relatively undamaged. 

The aft fuselage and empennage exhibited extensive accordion style crushing. The vertical stabilizer and rudder remained attached to the empennage, and were relatively free of impact damage. 

The left horizontal stabilizer remained attached to the empennage, but exhibited spanwise downward bending about ¾ span outboard to the tip. The left elevator remained attached to its inboard attach point but separated at its outboard attach point, and was fracture about mid-span. 

The right horizontal stabilizer sustained impact damage, but remained attached to the empennage. The right elevator remained attached to its respective attach points, and was relatively free of impact damage.

The engine separated from its engine mounts, came to rest inverted and sustained impact damage to the front and underside. The exhaust tube had malleable bending and folding, producing sharp creases that were not cracked or broken along the creases. 

The propeller and hub remained attached to the engine crankshaft. All three of the propeller blades remained attached to the propeller hub assembly and exhibited aft bending. One of the three propeller blades exhibited slight torsional "S" twisting, and the propeller tip separated from the blade. 

All the primary flight controls were identified at the accident site. Elevator control continuity was established from the control column to the aft elevator bellcrank. Rudder control continuity was established from the rudder torque tube to the rudder bellcrank. Aileron control continuity could not be established at the accident site due to numerous fractures in the system, but all fractures exhibited features consistent with tension overload. 

The wreckage was examined at a private residence, Trapper Creek, AK, on July 22, 2015. In attendance for the examination was the NTSB IIC, along with an air safety investigator from Textron Aviation.

After the wreckage was recovered, aileron control continuity was established in the direct cables, from the control column to the point where the cables fractured with features consistent with tension overload, to the left and right aileron bellcranks. The balance cable remained attached to the right aileron bellcrank, but separated from the left aileron bellcrank and fractured with features consistent with tension overload. The length of the balance cable was consistent with the required length to reach the left aileron bellcrank. 

The examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

MEDICAL AND PATHOLOGICAL INFORMATION

A post mortem examination was conducted under the authority of the Alaska State Medical Examiner, Anchorage, Alaska, on July 20, 2015. The pilot's cause of death was determined to be multiple blunt force injuries. Additionally, the autopsy identified severe coronary artery disease in all vessels with maximal narrowing of 75 to 85% in the distal right coronary artery; there was no gross evidence of any scarring of the heart muscle. However, the investigation was unable to determine if pilot impairment or incapacitation resulting from the symptoms from coronary artery disease contributed to the probable cause of the accident. 

The FAA Bioaeronautical Laboratory identified diazepam (0.057 ug/ml) and its active metabolite nordiazepam (0.04 ug/ml) in the pilot's blood. Nordiazepam and other active diazepam metabolites, oxazepam and temazepam, were detected in urine. Additionally, tetrahydrocannabinol was detected in blood (0.0028 ug/ml) and its inactive metabolite tetrahydrocannabinol carboxylic acid was detected in blood (0.0096 ug/ml) and urine (0.1487 ug/ml). 

Diazepam (marketed under the trade name Valium) is a prescription medication used to relieve anxiety, muscle spasms, seizures, and to control agitation caused by alcohol withdrawal. Diazepam may cause reduced concentration, impaired speech patterns and content, and amnesia; some of its effects may last for days. The drug carries a warning about engaging in hazardous occupations requiring complete mental alertness such as driving a motor vehicle when using diazepam. Therapeutic blood concentrations typically range from 0.1-1.0 ug/ml.

Tetrahydrocannabinol (THC) is the psychoactive compound found in marijuana with therapeutic levels as low as 0.001 ug/ml. THC has mood altering effects including euphoria, relaxed inhibitions, sense of well-being, disorientation, image distortion, and psychosis. The ability to concentrate and maintain attention is decreased during marijuana use, and impairment of hand-eye coordination is dose-related over a wide range of dosages. Impairment in retention time and tracking, subjective sleepiness, distortion of time and distance, vigilance, and loss of coordination in divided attention tasks have all been reported. Users may be able to "pull themselves together" to concentrate on simple tasks for brief periods of time. Significant performance impairments are usually observed for at least one to two hours following marijuana use, and residual effects have been reported up to 24 hours.

Diazepam and THC levels are prone to change after death and may be elevated due to movement of the drug out of storage sites into blood. Therefore, although toxicology testing identified likely impairing levels of THC (0.0028 ug/ml) and low levels of diazepam in the pilot's cavity blood after the accident, the investigation was unable to determine if the pilot was impaired from the effects THC or the combined effects of THC and diazepam at or around the time of the accident.

A copy of the NTSB's Medical Officer's Factual Report is available in the public docket for this accident.

TESTS AND RESEARCH

Engine 

On July 22, 2015, an engine examination was performed by the NTSB IIC. No anomalies, contamination, or evidence of malfunction was found in any of the engine accessories. The cylinders, pistons, valve train, crankshaft, and other internal components were all without evidence of anomaly or malfunction. 

Both magnetos were removed from the engine and the coupling was rotated by hand. When the coupling was rotated, blue spark was observed on the top ignition leads.

ADDITIONAL INFORMATION

Federal Aviation Regulations

The accident flight was operated under the provisions of Part 91 as a personal flight, and was subject to the part's applicable rules. Section 91.119, states, in part: No person may operate an aircraft below the following altitudes: over any congested area of a city, town, or settlement, or over any open air assembly of persons, at an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft.

NTSB Identification: ANC15FA050
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 19, 2015 in Trapper Creek, AK
Aircraft: CESSNA U206G, registration: N734VB
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 July 19, 2015, about 1915 Alaska daylight time, a Cessna U206G airplane, N734VB, was destroyed after it impacted tree and tundra-covered terrain, following a loss of control while maneuvering at low altitude near Trapper Creek, Alaska. The airplane was being operated by the pilot as a visual flight rules (VFR) local flight under the provisions of Title 14, CFR Part 91, when the accident occurred. The solo commercial pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight departed a private airstrip near Curry Ridge, Alaska.

During an on-scene interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on July 20, a witness reported that while attending an outdoor wedding reception party he observed the accident airplane fly over the wedding reception party, at near tree-top level, traveling between 100-120 knots. He said that the airplane made two successful passes over the group of guests, and on the third pass, the airplane entered a right turn prior to impacting the top of a spruce tree with the main landing gear. The witness noted that after the airplane struck the treetop, he was unable see the airplane descend into the tree and tundra-covered terrain.

During a telephone conversation with the NTSB IIC on July 22, a second witness reported that he observed the airplane descend over the wedding reception party, at near treetop level. He stated that the airplane initiated a climb just before impacting the top of a spruce tree, and the climb continued for about 5 to 6 seconds, before the airplane rolled inverted and subsequently disappeared into the trees. 

The NTSB IIC along with a Federal Aviation Administration (FAA) safety inspector from Denali Certificate Management Office (CMO) reached the accident site on the morning of July 20. The airplane came to rest in an area of densely populated birch and spruce trees, on its right side at an elevation of about 436 feet MSL, on a heading of about 260 degrees. All the primary flight controls were identified at the accident site; control continuity could not be established due to numerous fractures in the system, but all fractures exhibited features consistent with tension overload. 

The closest weather reporting facility is Talkeetna Airport, Talkeetna, AK approximately 6 miles east of the accident site. At 1853, an aviation routine weather report (METAR) at Talkeetna, Alaska, reported in part: wind 310 degrees at 3 knots, visibility, 10 statute miles, clear skies; 71 degrees F; dew point 41 degrees F; altimeter, 30.13 inHG.

FAA Flight Standards District Office: FAA Anchorage FSDO-03

MICHAEL J. ZAGULA: http://registry.faa.gov/N734VB 

Any witnesses should email witness@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov .




The woods where Zagula’s plane went down





ANCHORAGE - 

Alaska State Troopers have identified a Trapper Creek man who died Sunday evening after his plane struck a tree.

According to an AST dispatch posted Sunday evening, 54-year-old Michael Zagula died in the crash, which was reported to troopers at about 7:10 p.m.

"Troopers and (emergency medical services) personnel responded to the location and determined (Zagula) was deceased due to the crash," troopers wrote. "Initial investigation by troopers indicated Zagula was flying over the area of his daughter's wedding reception and the landing gear from his aircraft, a Cessna U206G, struck a tree and caused the aircraft to crash."

AST spokeswoman Beth Ipsen said in an email to Channel 2 that the crash occurred in the vicinity of Petersville Road in Trapper Creek.

Clint Johnson, the NTSB's chief Alaska investigator, said investigator Brice Banning has been assigned to the crash and is scheduled to depart for the crash site early Monday.


Troopers said Zagula's next of kin were present at the scene. His body will be sent to the state medical examiner's office in Anchorage for an autopsy.

Story and comments:  http://www.ktuu.com