Thursday, July 30, 2015

Aviation fuel tax cut drawing fire from critics

TALLAHASSEE -- 

Florida aviation industry leaders are hailing the elimination of the state's tax on aviation fuel purchased by professional flight schools, part of the $400 million tax cut package passed by the Republican-led Legislature last month.

The cheaper gas, however, is drawing fire from critics, who call the arrangement unfair to struggling middle class Floridians.

The aviation fuel tax cut means that students attending the state's four FAA-accredited professional flight schools no longer have to pay a nearly seven cent-per-gallon levy on gas they purchase from the schools while accruing flight time in school-owned aircraft.

"You always have to have that thought in the back of your mind, you know, am I going to have enough money to continue, and luckily, our school does a great job and we're fortunate enough to have it, but it'd be really nice if we could extend flight to other kids that are less fortunate," said Ryan Fennell, a student pilot at the Melbourne-based Florida Institute of Technology, who this month flew a school plane to EAA AirVenture, the world's largest airshow, in Oshkosh, WI.

In order to pass the tax cut package, the cash-stapped Legislature was forced to make a consequential trade-off, cutting the state's share of public school funding. That, in turn, has led counties to increase property taxes in what the package's opponents call a "shell game" orchestrated by Tallahassee's GOP leaders.

"Shouldn't we use that opportunity to help the quality of life for Floridians? Shouldn't we plan more effectively? We didn't," Rep. Mark Pafford (D-West Palm Beach), the House minority leader, said during a June debate over the state budget.

Administrators at the flight schools beg to differ. They're predicting the aviation fuel tax cut will bring increased enrollment, leading to more flight training and a positive impact on the state's economy.

"Aviation and aeronautics is growing so fast in Florida right now that the potential to stay in Florida is there, as well, and I'm sure that's what the Legislature was looking at," said James Roddey of Daytona Beach-based Embry-Riddle Aeronautical University, which had a formidable recruiting presence at Oshkosh.

Source: http://www.baynews9.com

Incident occurred July 30, 2015 at Southern California Logistics Airport (KVCV), Victorville, California

San Bernardino County Fire Department's specialized "crash trucks" stood by and inspected a plane that made an emergency landing at SCLA Thursday afternoon. The plane was cleared to fly. 
(Photo courtesy San Bernardino County Fire Department)
~



VICTORVILLE — A plane was cleared after making a landing at Southern California Logistics Airport Thursday afternoon as San Bernardino County Fire Department firefighters and specialized fire trucks stood by, authorities said. 

According to County Fire officials, three of the department's "crash trucks" stood by when the plane landed around 3:30 p.m. with "an unknown problem." 

The plane was reportedly leaking an unknown substance, but landed safely and was checked by the trucks to make sure there was no fire, hazardous leaks or fuel leaks. 

"The aircraft was cleared with no findings," County Fire firefighter Jeremy Kern said. 

The plane took off shortly after the clearance. 

Source: http://www.vvdailypress.com

Federal Aviation Administration Steps Up Scrutiny of Allegiant • The budget carrier’s latest flight problem involved closed airspace and fuel supply

The Wall Street Journal
By JACK NICAS
Updated July 30, 2015 6:41 p.m. ET


An unusual emergency landing by an Allegiant Travel Co. flight low on fuel is drawing new scrutiny to the budget carrier after a string of other in-flight disruptions.

The Federal Aviation Administration said it is gathering information about the incident, which occurred last week, when two of the airline’s executives were flying an Allegiant jet carrying 150 people from Las Vegas to Fargo, N.D. The agency already had increased its oversight of the Las Vegas-based carrier because of a recent series of diversions and emergency landings, an FAA spokesman said.

The July 23 flight left Las Vegas despite a public notice from the FAA that the airspace around Fargo would be closed for practice by the U.S. Navy’s Blue Angels aerobatic jets. When the Allegiant jet arrived in Fargo, controllers told the pilots they would have to wait 20 minutes to land.

“Listen, we’re at [low] fuel in about probably three to four minutes,” the pilot responded, according to air-traffic-control recordings. “I’ve got to come in and land.” The jet landed without incident after controllers ordered the Blue Angels away from the airport.

Allegiant said late Wednesday that the flight was piloted by Greg Baden, its vice president of operations, and Michael Wuerger, director of flight safety, both of whom were flying to gather cockpit time to maintain their pilot certifications.

Allegiant said it is not uncommon for management to be pilots, which helps them keep a “connection to our day-to-day frontline operations.”

Allegiant said its dispatchers released the flight to Fargo because the FAA notice made it seem like the airport would remain open for passenger airlines. The airline said other planes that landed at Fargo during the closure apparently made the same mistake. The carrier said the aircraft landed with 42 minutes of fuel remaining. The FAA requires airliners to have 45 minutes more fuel than what its scheduled route should require.

“Our captain exercised good fuel-management judgment,” Steve Harfst, Allegiant’s chief operating officer, said in an interview. “We have some work to do internally on flight planning and flight dispatching.”

Allegiant has been embroiled for years in contentious contract negotiations with its pilots union, whose planned strike in April was halted by a federal judge.

In recent months, the pilots union has publicly alleged the airline is cutting corners at the expense of safety. Pilots say “they are forced to fly aircraft that barely passes acceptable safety standards,” the union said in one report.

Mr. Harfst attributed the union’s allegations to bargaining tactics, and said they “are completely unfounded.”

From September to March, Allegiant had at least 65 incidents, including aborted takeoffs and diversions, because of maintenance-related issues on aircraft, according to the union. From June 8 to July 6, Allegiant had at least an additional 28 such incidents, the union said. Neither the airline nor the FAA makes such data public, so it is difficult to compare the rate of incidents at Allegiant to its peers.

In one case in June, the FAA said passengers climbed onto a jet’s wings via the emergency exits after it landed in Boise, Idaho, because a fuel leak was sending fumes into the cabin.

Mr. Harfst didn’t dispute the union’s tally of recent incidents but added that this year’s number of disruptions is similar to past years.

“If we can’t run a safe airline, we shouldn’t be in the business,” he said. Allegiant has a relatively high number of diversions because it doesn’t have mechanics in most of its cities and often has to send flights back to its hubs when maintenance issues arise, he said. “That presents a unique challenge when it comes to customer service, but if anything, it’s an example of our focus on safety,” he said.

Allegiant is the ninth-largest U.S. airline, accounting for 1.5% of the 76 million domestic airline seats scheduled in July. The discount carrier’s strategy centers on using inexpensive, used jets to ferry vacationers between smaller cities and tourist hot spots, like Las Vegas and Orlando.

Allegiant has one of the industry’s highest profit margins, and on Wednesday it reported second-quarter profit increased 62% to $54.3 million from a year prior.

Air-safety experts said Thursday’s emergency in Fargo was extraordinary because dispatchers sent a plane into closed airspace and an aircraft ran short on fuel, something that should happen only in extreme circumstances.

“There are a lot of questions about this one,” said air-safety consultant John Cox, a former airline pilot. “With the number of incidents this year, increased scrutiny is understandable.”

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

Air-Attacking Wildfires: Costs And Concerns

Columbia, CA – The meters certainly run each time Columbia Air-Attack Base aircraft take to the skies, and this week units are in full response mode to an elevated drought-parched wildfire season, further intensified by triple-digit heat.

Ironically, just ahead of yesterday’s Big Creek Fire break out near Groveland, the Mother Lode’s first major wildfire this season, Clarke Broadcasting checked in with Columbia Air Attack Base Battalion Chief Frank Podesta about how the season is going so far. At the time, he indicated an air tanker was actively assisting the Willow Fire, southeast of Bass Lake, in Madera County, and personnel had earlier provided back up on the Lowell Fire, west of Alta, in Nevada and Placer counties.

“It’s a fire season that we had expected with the dryness and severity of the drought,” Chief Podesta remarks, a bit grimly. He adds, “Fortunately, we are getting on top of them as quickly as possible.”

Crunching Columbia Air-Attack Numbers

With so many of the base aircraft out and about, we asked how much it might cost to run those units. The chief was happy to provide some numbers to crunch. First of all, fire retardant, according to Podesta, runs $2.94/gallon for the first 100,000 gallons; $2.13 after that. As the base drops somewhere between 400,000 and 600,000 gallons per year on average, the cost for that line item runs somewhere between $933,000 and $1.4 million. By the way, he estimates, as of yesterday, the unit is “real close” to hitting that 100,000-gallon benchmark.

Built into the hourly rate for each aircraft type are their related firefighting costs, Podesta explains. Each of the two tankers, 82 and 83, cost $2,649/hour to operate and spend 180 to 200 hours in service per year. Subsequently, the average cost to operate both normally runs between $953,640 and $1,165,560 per year. At $743/hour, the Air Attack control or “spotter” plane, in use 250 to 300 hours per year, costs between $185,750 and $222,900. The unit helicopter, at $1,582/hour, which chalks up between 150 to 200 service hours per year, totals between $237,300 and $316,400.

So, annual firefighting costs, considering the above operational aircraft and fire retardant numbers, roughly ranges between $2.3 and $3.1 million per year.

On Water-Scooping, Drones  

Regarding potential accounting for water use, the chief says while the helicopter generally scoops from nearby reservoirs like New Melones, or local bodies like Cherry Lake, as it did last week for the Rosasco incident, it sometimes generates costs when borrowing from private lands. As he explains, “Some people, if we’re not on their property [fighting a fire] and we’re on a neighboring property…and they want 3,000 gallons we dropped…back, we’ll bring a water tender…and try to fill their pond back up.”

The chief affirms that he considers private drone owners who fly them over wildfires a huge concern, and points to the recent incident in San Bernandino, where five drones buzzing in the airspace above a raging wildland blaze caused a temporary curtailment of air tankers and helicopters. “We’ve had them close by, up in Amador-El Dorado Unit,” he shares, adding. “we had a fire, last year — same thing…a single drone.”

Maintaining A ‘Safe’ Airspace

In each of these cases, Podesta states, suspending activities is a necessary, precautionary measure. “If we have an accident with one of them, it’s a good chance of [the drone] taking one of our aircraft out of the sky, and possibly killing somebody…and so we take it very seriously. We’re always looking for them or a potential of [a danger] like that.”

Along with knowing what not to do with drones when wildfires are concerned, the chief says the public should be aware that typically on a second day of a large fire, a temp flight restriction, or TFR, is usually put into place.

“It is to keep private helicopters and manned or unmanned aircraft over an incident out of our incident — unless they talk to either myself, or someone in the air or on the ground,” he states. “We ask [air traffic control] out of Columbia to clear the air and put up the restriction through FAA — and they put warnings out to the pilots that are in the area.” Generally though, he says, clearances through the airspace are given to law enforcement or air ambulance.

Original article can be found here: http://www.mymotherlode.com

Piper PA28-151, N32401: Fatal accident occurred near Truth or Consequences Municipal Airport (KTCS), New Mexico

Date: 29-JUL-15 
Time:  15:30:00Z
Regis#:  N32401
Aircraft Make:  PIPER
Aircraft Model:  PA28
Event Type:  Accident
Highest Injury:  Fatal
Damage:  Substantial
Flight Phase:  UNKNOWN (UNK)
FAA Flight Standards District Office: FAA Albuquerque FSDO-01
City:  TRUTH OR CONSEQUENCES
State:  New Mexico

AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES, THE 2 PERSONS ON BOARD WERE FATALLY INJURED, WRECKAGE LOCATED 6 MILES FROM TRUTH OR CONSEQUENCES, NM


DAVID A. REASOR:   http://registry.faa.gov/N32401

  
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 .



LAYTON — A Layton man wanted for missing a court date has been found dead in a small plane crash in New Mexico.

Jason Robert Glenn, 37, was found Wednesday around 10:30 a.m. in the crashed Piper PA28-151 aircraft near the municipal airport in Truth or Consequences, New Mexico. Fish and game officers spotted the crash as they conducted aerial surveillance looking for wildlife, according to the state's department of public safety.

Glenn and the plane's owner — David Reasor, 48, from La Luz, New Mexico — were pronounced dead at the scene.

New Mexico State Police Sgt. Elizabeth Armijo said it appears the plane went down about a mile west of the airport, and investigators believe the crash occurred sometime last week. The plane was seen parked at the airport last Thursday.

The Federal Aviation Administration and the National Transportation Safety Board are investigating the cause of the plane crash.

The plane was not reported overdue and the two men had not been reported missing, which is unusual in this case, Armijo said. Foul play is not suspected.

Crafts flying out of rural airports in small communities, like Truth or Consequences, are not required to file a flight plan, Armijo noted.

A search of Utah court records indicates that Glenn pleaded guilty in March to aggravated assault, a third-degree felony, but failed to appear in court for a sentencing hearing in April and a warrant was issued for his arrest. Glenn was accused of throwing a knife at his girlfriend during an argument, striking her in the shoulder.

Court documents also show Glenn had been arrested in New Mexico.

Glenn was charged in March with drug possession and domestic-violence related assault, both class B misdemeanors, in a separate incident. Court records indicate a warrant was issued in that case on June 1 when he failed to appear at a hearing.

Glenn has also been convicted in Utah of misdemeanor charges, including disorderly conduct, possession of less than 16 ounces of marijuana, possession of drug paraphernalia, criminal mischief and threatening to use a weapon during a fight.

Source:  http://www.ksl.com

Bellanca 17-30A Super Viking, N93582: Accident occurred July 30, 2015 near Tallahassee International Airport (KTLH), Florida

RUSH INC: http://registry.faa.gov/N93582

NTSB Identification: GAA15CA209
14 CFR Part 91: General Aviation
Accident occurred Thursday, July 30, 2015 in Tallahassee, FL
Probable Cause Approval Date: 09/30/2015
Aircraft: BELLANCA 17 30A, registration: N93582
Injuries: 1 Uninjured.

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

The pilot reported that while on a cross county flight, "it appears that I ran out of fuel and was forced to land on a road nearby and adjacent to the approach end of an active runway." During the landing roll, the left wing impacted a bush, and the airplane departed the road to the left into a ditch. The left wing sustained substantial damage.

The pilot reported there were no pre-impact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

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

The pilot's improper fuel planning, which resulted in fuel exhaustion and a forced landing on a road where the left wing impacted vegetation and sustained substantial damage.

FAA Flight Standards District Office: FAA Orlando FSDO-15








UPDATE (9:00 a.m.) - According to the FAA Registry the plane is registered to Rush Inc. based out of Ruidoso, New Mexico.

The 17-30A fixed wing single engine aircraft was manufactured in 1973 by Bellanca.

UPDATE (8:30 a.m.) -- We are learning more about the overnight emergency plane landing in Tallahassee.

Officials tell us the small plane ran out of fuel and needed to make an emergency landing.

According to authorities, the plane's wing clipped trees as it was coming down.

The pilot was not injured. No one else was in the plane with him at the time.

The plane is still on the side of Capital Circle Southwest. Traffic is moving through the area, but slowly.

UPDATE (7:20 a.m.) -- The City of Tallahassee says Capital Circle near the Tallahassee International Airport has reopened to traffic.

TALLAHASSEE, Fla. (WTXL) --  A plane had to make an emergency landing overnight.

According to the Consolidated Dispatch Agency, the plane landed on Capital Circle Southwest in Tallahassee.

Authorities are on the scene and have shut down Capital Circle from Lake Bradford to Orange Ave. Use Springhill Road to access the airport from the east.

We've been told the FAA is investigating.

No word yet on why the plane was grounded or the emergency surrounding the landing.



Capital Circle Southwest was blocked after a pilot made an emergency landing near the Tallahassee airport Thursday morning.

With his small plane out of gas, the pilot, who was flying from Texas to Key West, attempted to land at the long-closed Highway 27 airport around 2:10 a.m.

He then changed course and tried to make it the 10 miles to the Tallahassee International Airport, according to Leon County Sheriff's Office Sgt. Scott Sullivan.

He ended up bringing the plane down for a hard landing on the busy thoroughfare.

Sullivan said the pilot was stopping to refuel and the pilot of the single-engine Bellanca 17 was not injured when he brought the plane down on Capital Circle.

The left wing hit a bank of trees causing  the plane to spin and come to rest on the eastern shoulder of the road.

According to Federal Aviation Administration records, the plane is registered to a Rush Inc., a ski company in Ruidoso, New Mexico.

LCSO detectives are waiting on the FAA and the National Transportation Safety Board to take over the investigation.



TALLAHASSEE, Fla. -- Capital Circle SW is now reopened after a small plane made an emergency landing early this morning.

According to the City of Tallahassee, a Bellanca 17 aircraft ran out of fuel and landed on Capital Circle SW adjacent to the Tallahassee International Airport around 2:10 a.m.

Officials say the pilot was not injured.

According to flightaware.com, the aircraft departed Tyler Pounds Regional Airport in Tyler, Texas around 9:13 p.m. CDT Wednesday.

The NTSB and FAA are on the way to investigate the scene.

Capital Circle SW between Orange Avenue and Compass Pointe was closed until about 7:15 a.m.

Operations remain normal at Tallahassee International Airport, according to the City of Tallahassee.

Elite air team fuels, cools jets in Cody, Wyoming




Eight jets stopped for fuel and their pilots had a briefing at the Yellowstone Regional Airport on Tuesday morning.

Heading west to Seattle from an air show in Milwaukee, Wis., the Breitling Jet Team is on a 20-stop tour of the U.S. and Canada. 

“Their stop was to refuel on their way to Seattle and to have a final briefing to prep for a photo op,” said Joel Simmons, director of Operations for Choice Aviation at the Cody airport. “They are the world’s largest private civilian flight team and use these air shows as recruiting tools.”

Seven jets will fly in patterns to make the team formations, and the eighth plane will be used for capturing both videos and still photos, he said. The eighth jet also serves as spare aircraft during the air shows, he added.

As part of the French-based private aviators’ tour, the aerobatic jet team also flew over Yellowstone and Grand Teton national parks Tuesday afternoon. As long as aircraft are 2,000 feet above the ground, anyone can fly over a national park, Simmons noted.

Sponsored by Swiss watchmaker Breitling, the jet team flies within 10 feet of each other while going faster than 400 mph, the jet team’s website says.

Because the Breitling jet team is known worldwide, giving more than 50 performances, he said, they can hand-select their cities.”

The Breitling team puts on about a dozen air shows each year in the U.S., mostly back East, Simmons said. The Seattle stop will be Saturday and Sunday, Aug. 1-2, at the Boeing Seafair Airshow.

The idea for having private  air shows with jets is a trend that’s catching on, Simmons also said. 

And while a private jet demonstration team is expensive to book, he foresees the day when such an air show will be staged at the annual Air Fair, which will be in Cody this weekend.

“The Air Fair will grow as the years come, and we could potentially see having a military-sanctioned team like the Blue Angels or Thunderbirds here,” Simmons said referring to the U.S. Navy and Air Force aerobatic jet teams respectively. The military teams would be less costly, he said.

Story and photo: http://www.codyenterprise.com

Wednesday, July 29, 2015

Supervisors cool to helicopter • Need versus risk weighed at Tuesday work session

Reluctant Cochise County Supervisors were not convinced that the Sheriff’s Office needs a helicopter, despite an offer from the Buffet Foundation to purchase and pay for the aircraft. 

At a work session meeting Tuesday, Supervisor Ann English said the risks of operating a helicopter outweigh the benefits to the Sheriff’s Office.

“I cannot support the acquisition or accept the gift of a helicopter,” English said.

Patrol Commander Mark Genz, who headed the previous Sheriff’s Department helicopter program, said the aircraft proved to be valuable before it crashed on New Year’s Eve, killing the pilot and a passenger.

The previous program began in May, 2013, with the Sheriff’s Office patrolling the county from the air for 30 hours a month. All costs associated with leasing, insuring and operating the helicopter were paid for by the Howard G. Buffet Foundation, a philanthropic organization with holdings in Willcox.

Genz said the helicopter proved useful after a water main break occurred between the Huachuca Mountains and Tombstone.

“We got a call that the water main broke and there was no water coming into Tombstone, so we called out the helicopter and within 15 minutes spotted exactly where the problem was,” Genz said.

The helicopter also speeded the transfer of election ballots to Graham County when Cochise County ballot-counting equipment malfunctioned.

Other instances Genz referred to included rescuing a hiker with a broken leg who was lost in the Chiricahua Mountains, capturing a homicide suspect in the Sierra Vista area and taking aerial photographs of a murder scene in the Sunsites area.

“One thing we know is that when the helicopter is up there, the bad guys are going to hunker down. They’re less like to run if they know there is a helicopter above them,” Genz said.

He said there were two incidents during the sheriff’s operation of the helicopter.

In September, 2014, a mechanical error caused the engine to quit and the helicopter had a “hard landing,” which “destroyed,” the aircraft, Genz said. He said the malfunction was caused when a fuel line was not properly secured.

On Dec. 31, 2014, after a major overhaul of the helicopter was completed in Glendale, the helicopter crashed near Benson during a peculiar winter snow storm.

Genz said during the work session that the aircraft was not equipped with a radar altimeter and there is a possibility that the pilot did not know the helicopter was close to the ground when it struck trees and crashed.

In May, Genz said, the Sheriff’s Department was approached about starting a new helicopter program, with one major change from the previous program.

“This time, we would own the helicopter,” Genz said.

The Sheriff’s spokesman said he has been trying to find a company that would provide insurance, a pilot and perform maintenance on a new helicopter, but hasn’t had much luck.

“Turns out there aren’t many companies out there that are doing this, providing for everything,” Genz said.

Supervisor Richard Searle questioned the monthly cost of operating the helicopter, recalling it was “… around $100,000.”

Genz said all costs are covered by the foundation, but that he was aware it cost $83,000 for 30 hours of operation, and that did not include the fuel costs.

Genz said the new helicopter is estimated to cost about $3.8 million, and if the county decided after three years to discontinue the program, it could sell the helicopter as an asset.

Supervisor Pat Call said more information is needed on the county’s liability. He also said he was not sure about the need.

“We’re looking a gift horse in the mouth. Having a foundation that has helped this county already so much, is impressive,” Call said.

Instead of a helicopter, Call said he knows the sheriff wants “more boots on the ground,” to bolster his department with another three or four deputies.

Genz said he did not think funding for more deputies would be amenable to the Buffett Foundation.

“Day-to-day, hour in, hour out, we can use more deputies,” Call said. “I’m not arguing the value of a helicopter, but I’d like to see Sheriff Dannels have that conversation with the foundation.”

Genz assured board members that he would return to the Sheriff and foundation representatives to discuss the liability concerns held by supervisors, and would raise the question of hiring more deputies with the grant — instead of buying and operating a helicopter.

Original article can be found here:  http://www.svherald.com

Bell 206-L4,  N57AW, Cochise County Sheriff's Department:   Accident occurred  December 31, 2014  in  Benson, Arizona  

NTSB Identification: WPR15FA072
14 CFR Part 91: General Aviation
Accident occurred Wednesday, December 31, 2014 in Benson, AZ
Aircraft: BELL 206, registration: N57AW
Injuries: 2 Fatal.

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

On December 31, 2014, at 1710 mountain standard time, a Bell 206 L4, N57AW, collided with terrain 7 miles west of Benson, Arizona. The commercial pilot and pilot rated mechanic were fatally injured, and the helicopter was destroyed. The helicopter was registered to N57AW LLC, and operated by Airwest Helicopters as 14 Code of Federal Regulations Part 91 positioning flight. Visual meteorological conditions prevailed for the flight, which operated on a company visual flight rules flight plan. The flight originated form Glendale, Arizona, at 1550, and was destined for Sierra Vista, Arizona.

The operator reported that the helicopter had not arrived at its destination and that the Sky Connect Tracking System indicated that the helicopter was at a stationary location between Tucson and Benson. The Cochise County Sheriff located the helicopter wreckage about 2030 at the location the Sky Connect system was reporting. The helicopter was fragmented into multiple pieces along a 174-foot-long debris path. Witnesses living in the local area reported hearing a low flying helicopter around the time of the accident, and that the visibility at ground level was very limited, with low clouds and fog.



Jeff Steele was killed in a helicopter crash in southern Arizona on New Year's Eve. He was a retired Glendale police officer. 
Courtesy Glendale Police Department
 






Bell 206L LongRanger IV, N64AW, Cochise County Sheriff’s Department: Accident occurred September 12, 2014 in Tombstone, Arizona 

AIRWEST HELICOPTERS LLC: http://registry.faa.gov/N64AW




NTSB Identification: WPR14LA374 
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Friday, September 12, 2014 in Tombstone, AZ
Aircraft: BELL 206, registration: N64AW
Injuries: 2 Uninjured.

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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On September 12, 2014 about 1115 mountain standard time, the pilot of a Bell 206L4, N64AW, initiated a forced landing onto a gravel road following a partial loss of power near Tombstone, Arizona. The helicopter was registered to and operated by Airwest Helicopters LLC under the provisions of Title 14 Code of Federal Regulations Part 135. The commercial rated pilot and one passenger were uninjured; the helicopter sustained substantial damage to the tail boom. Visual meteorological conditions prevailed and a company visual flight rules flight plan was filed. The flight originated from Sierra Vista Municipal Airport – Libby Army Airfield, Sierra Vista, Arizona at 1050 for a local flight.


The pilot reported that during cruise flight the helicopter's RPM suddenly started to decrease, he reduced power and initiated a forced landing. During the approach to land the engine lost complete power and the helicopter impacted the ground hard. Subsequently, the helicopter's skids spread and the main rotor blade severed the tail boom.

The helicopter was recovered to a secure location for further examination.









Socata TBM-700, N425KJ, Trustey Management Corporation: Fatal accident occurred July 29, 2015 at Timmerman Airport (KMWC), Milwaukee, Wisconsin

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin
Bureau d’EnquĂȘtes et d’Analyses
Transportation Safety Board of Canada
Daher; Pompano Beach, Florida
Pratt & Whitney Canada; Bridgeport, West Virginia

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

Trustey Management Corporation: http://registry.faa.gov/N425KJ

NTSB Identification: CEN15FA328
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 29, 2015 in Milwaukee, WI
Aircraft: SOCATA TBM 700, registration: N425KJ
Injuries: 2 Fatal.

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

HISTORY OF FLIGHT

On July 29, 2015, about 1810 central daylight time, a Socata TBM 700 single-engine turboprop airplane, N425KJ, collided with terrain following a loss of control during a go-around at Lawrence J. Timmerman Airport (MWC), Milwaukee, Wisconsin. The airline transport pilot and his passenger were fatally injured, and the airplane was destroyed. The airplane was registered to Trustey Management Corporation and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 on an instrument flight rules flight plan. Day visual meteorological conditions prevailed for the cross-country flight that departed Beverly Municipal Airport (BVY), Beverly, Massachusetts, at 1552 eastern daylight time with a destination of MWC.

According to Federal Aviation Administration (FAA) air traffic control (ATC) data, the flight was cleared for a visual approach to runway 33R at MWC. At 1808:12, while on a 2.5-mile final approach, the pilot asked the tower controller for the current wind conditions. At 1808:18, the tower controller told the pilot that the prevailing wind was from 230° at 10 knots. At 1808:21, the pilot replied, "Three zero one zero, thanks, or two three zero?" At 1808:24, the tower controller responded, "Two three, two thirty."

In a postaccident interview, the tower controller reported that he established visual contact with the airplane when it was on a 3-mile final approach to runway 33R. The tower controller stated that the airplane's landing gear appeared to be extended during final approach and that the airplane landed within the runway's touchdown zone. The tower controller further stated that, although the airplane made a normal landing, he heard a squealing noise that continued longer than what he believed was typical.

According to ATC transmissions, at 1809:56, shortly after the airplane had touched down, the pilot transmitted, "go-around." The tower controller acknowledged the go-around and cleared the pilot to enter a left traffic pattern. The tower controller stated that he heard the engine speed accelerate while the airplane maintained a level attitude over the runway until it passed midfield. He then saw the airplane pitch up and enter a climbing left turn. The tower controller stated that the airplane appeared to "stall" during the turn before it descended into terrain in a left-wing-down attitude.

Another witness reported that he saw the airplane, with its landing gear extended, in a steep left turn before it descended toward the ground. He stated that the airplane maintained the steep left bank throughout the final descent and estimated that the airplane's final descent path was about 45° below a level flight attitude. The witness reported that, shortly after he lost sight of the airplane, he heard it impact terrain and saw a large explosion.

PERSONNEL INFORMATION

According to FAA records, the 53-year-old pilot held an airline transport pilot certificate with single-engine land, multi-engine land, and instrument airplane ratings. The airplane single-engine land rating was limited to commercial privileges. The pilot was type-rated for the Bombardier Challenger 300 and Embraer Phenom 300. His most recent FAA third-class medical certificate was issued on June 13, 2014, with no restrictions or limitations. On the application for his current medical certificate, the pilot reported having accumulated 1,594 total hours of flight experience, of which 112 hours were flown within the previous 6 months.

The pilot's flight history was established using his logbook. The final logbook entry was dated July 20, 2015, at which time he had accumulated 1,875.1 hours total flight time. The pilot had logged 1,656.5 hours as pilot-in-command, 1,363 hours in single-engine airplanes, and 512.1 hours in multi-engine airplanes. He had flown 268.1 hours during the year before the accident, 152.7 hours during the 6 months before the accident, 64.4 hours during the 90 days before the accident, and 16.2 hours during the month before the accident. Based on available information, the 3.3-hour accident flight was the only flight flown within 24 hours of the accident. The pilot had accumulated 721.1 hours in the accident airplane make/model. His last flight review and instrument proficiency check were completed in the accident airplane on November 16, 2014.

AIRCRAFT INFORMATION

The airplane was a 2009 Socata TBM 700, serial number 518. The low-wing airplane was of conventional aluminum construction and was equipped with a retractable tricycle landing gear and a pressurized cabin that was configured to seat six individuals. The airplane was powered by an 850 shaft-horsepower Pratt & Whitney Canada PT6A-66D turbo-propeller engine, serial number PCE-RV0179, through a 4-blade, constant speed, full-feathering, Hartzell model HC-E4N-3/E9083SK propeller assembly. The airplane was approved for operations in instrument meteorological conditions and in known icing conditions. The airplane had a maximum allowable takeoff weight of 7,394 pounds. On December 2, 2009, the airplane was issued a standard airworthiness certificate and a registration number when it was imported into the United States after manufacture in France. The current airplane owner, Trustey Management Corporation, purchased the airplane on December 16, 2009.

According to maintenance records, the airplane had been maintained under the provisions of an approved manufacturer inspection program. The most recent phase inspection was completed on December 29, 2014, at 656.7 hours total airframe time. The recording hour meter was destroyed during the postimpact fire, which precluded a determination of the airplane's total service time at the time of the accident. A postaccident review of the available maintenance records found no history of unresolved airworthiness issues.

The airplane had two fuel tanks, one located in each wing, and a total fuel capacity of 301 gallons (292 gallons usable). According to available fueling information, the fuel tanks were topped-off before the accident flight.

METEOROLOGICAL INFORMATION

At 1745, the MWC automated surface observing system reported: wind 270° at 14 knots, a clear sky, 10 miles surface visibility; temperature 29°C; dew point 6°C; and an altimeter setting of 29.93 inches of mercury.

According to air traffic control communications, at 1808:12, the pilot asked the tower controller for the current wind conditions while on final approach to runway 33R. The tower controller replied that the prevailing wind was from 230° at 10 knots.

COMMUNICATIONS

A review of available air traffic control information indicated that the accident flight received normal services and handling. Transcripts of the voice communications recorded between the accident pilot and the tower controller are included in the docket materials associated with the investigation.

AIRPORT INFORMATION

Lawrence J. Timmerman Airport (MWC), a public airport located about 5 miles northwest of Milwaukee, Wisconsin, was owned and operated by Milwaukee County. The airport field elevation was 745 ft msl. The airport was served by two asphalt runways, runway 15L/33R (4,103 ft by 75 ft) and runway 4L/22R (3,201 ft by 75 ft). Runway 4L/22R was closed for maintenance at the time of the accident. The airport also had two turf runways, runway 15R/33L (3,231 ft by 270 ft) and runway 4R/22L (2,839 ft by 270 ft). The airport was equipped with an air traffic control tower that was operational at the time of the accident.

WRECKAGE AND IMPACT INFORMATION

A postaccident examination of runway 33R revealed numerous slash marks consistent with propeller blades striking the asphalt runway surface. The first propeller strike was identified about 1,384 ft from the runway 33R threshold, or about 215 ft past the runway's touchdown zone. There were 22 propeller strike marks identified over a distance of about 25 feet 7 inches. The propeller strike marks were located slightly right of the runway centerline. There were also numerous small asphalt pieces found adjacent to the slash markings.

The main wreckage was in an open field located on the west side of the airport property. The initial impact was identified by a small ground depression that contained pieces of red lens material that were consistent with the left wing navigational light. A large area of burnt ground and vegetation preceded the main wreckage. The wreckage debris path was oriented on a 180° heading and measured about 141 ft. The propeller, nose landing gear, right flap, and left aileron were located along the wreckage debris path.

The main wreckage consisted of the fuselage, empennage, both wings, and the engine. The main wreckage was oriented on a north heading. A majority of the fuselage, including the cockpit, cabin, and the left wing were consumed by the postimpact fire. The cockpit Garmin G1000 avionic components, including the nonvolatile memory cards, were destroyed by the postimpact fire. Flight control continuity could not be established due to impact and fire damage; however, all observed separations were consistent with overstress or were consumed during the postimpact fire.

The landing gear selector switch was found in the "DOWN" position. Measurements of the landing gear actuators were consistent with all three landing gear being fully extended at the time of impact. Examination of the nose wheel tire and right main tire did not reveal any flat spots. The right main and nose wheel assemblies rotated freely, and no anomalies were noted with the right brake components. A majority of the left main tire was consumed during the postimpact fire. The fuselage skid plates, installed on the lower wing spar carry-through structure, did not exhibit any evidence of being scraped. The lower VHF antenna had separated from the fuselage and was located along the wreckage debris path. The lower VHF antenna did not exhibit any evidence of being scraped. The trailing edge of the right flap and the corresponding flap track fairings did not exhibit any evidence of being scraped. The left flap was partially consumed during the postimpact fire. Measurements of the flap actuator jack screws established that the flaps were extended to 34°, which was consistent with a normal landing flap configuration.

The propeller assembly and the forward section of the reduction gearbox had separated from the engine and were found along the wreckage debris path. All four propeller blades remained attached to the hub assembly and exhibited S-shaped bends, tip curls, chordwise scratching, and leading edge damage. The fractured propeller shaft exhibited features consistent with torsional overload. The engine exhaust exhibited evidence of torsional bending associated with impact. The downstream face of the compressor turbine disc and blades exhibited rotational scoring from contact with the adjacent static components. The upstream face of the compressor turbine disc and blades were unremarkable. The first-stage power turbine vane and baffle exhibited rub marks on both sides from contact with the power turbine and compressor turbine discs and blades. The first-stage power turbine disc and blades exhibited rotational scoring on the upstream face. Examination of the engine oil filter and magnetic chip detectors did not reveal any significant particulate contamination. The observed damage to the propeller and engine components were consistent with the engine operating at a medium to high power output at the time of final impact.

MEDICAL AND PATHOLOGICAL INFORMATION

The Milwaukee County Medical Examiner's Office, located in Milwaukee, Wisconsin, performed an autopsy on the pilot. The cause of death was attributed to thermal injuries and the inhalation of combustion products during the postaccident fire. The autopsy report also noted multiple blunt-force injuries. The FAA's Bioaeronautical Sciences Research Laboratory located in Oklahoma City, Oklahoma, performed toxicology tests on specimens obtained during the autopsy. The test results included 23% carbon monoxide and 1.3 ug/ml cyanide detected in blood. There was no ethanol detected in vitreous. Ibuprofen was detected in urine. Ibuprofen, sold under multiple brand names, is a nonsteroidal anti-inflammatory analgesic drug.

ADDITIONAL DATA/INFORMATION

According to National Transportation Safety Board (NTSB) Safety Alert No. SA-019, Prevent Aerodynamic Stalls at Low Altitude, many aerodynamic stalls occur in visual meteorological conditions when a pilot becomes momentarily distracted from the primary task of flying, such as while maneuvering in the airport traffic pattern, during an emergency, or when fixating on ground objects. The safety alert further states that reducing angle-of-attack by lowering the airplane's nose at the first indication of a stall is the most important immediate response for stall avoidance and stall recovery.

NTSB Identification: CEN15FA328
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 29, 2015 in Milwaukee, WI
Aircraft: SOCATA TBM 700, registration: N425KJ
Injuries: 2 Fatal.

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

On July 29, 2015, about 1810 central daylight time, a Socata model TBM 700 single-engine turboprop airplane, N425KJ, was destroyed during a postimpact fire after it collided with terrain following a loss of control during an aborted landing at Lawrence J. Timmerman Airport (MWC), Milwaukee, Wisconsin. The airline transport pilot and his passenger were fatally injured. The airplane was registered to Trustey Management Corporation and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 while on an instrument flight rules (IFR) flight plan. Day visual meteorological conditions prevailed for the cross-country flight that departed Beverly Municipal Airport (BVY), Beverly, Massachusetts, at 1552 eastern daylight time.

According to Federal Aviation Administration (FAA) Air Traffic Control (ATC) data, the flight had been cleared for a visual approach to runway 33R (4,103 feet by 75 feet, asphalt). At 1808:12 (hhmm:ss), while on a 2.5 mile final approach, the pilot asked the tower controller for the current wind conditions. At 1808:18, the tower controller told the pilot that the prevailing wind was from 230 degrees at 10 knots. At 1808:21, the pilot replied "Three zero one zero, thanks, or two three zero?" At 1808:24, the tower controller stated "Two three, two thirty."

In a postaccident interview, the tower controller reported that he established visual contact with the accident airplane when it was on a 3 mile final approach to runway 33R. The tower controller stated that the airplane's landing gear appeared to be extended during final approach and that the airplane landed within the runway's marked touchdown zone. The tower controller stated that the airplane did not appear to bounce upon landing; however, he heard a squealing noise that was longer in duration than typical. Shortly after the landing the pilot transmitted "Go-Around." (According to an ATC audio recording, the pilot transmitted "Go-Around" at 1809:56) The tower controller stated that he acknowledged the aborted landing and cleared the pilot to enter a left traffic pattern. The tower controller stated that he heard the engine speed accelerate and observed the airplane maintain a level attitude over the runway until it passed the taxiway charley intersection. He then observed the airplane pitch-up and enter a climbing left turn. The tower controller stated that the airplane appeared to "stall" during the climbing left turn and subsequently descended into terrain while in a left wing low attitude.

A postaccident examination of the runway revealed numerous slash marks that were consistent with propeller blades striking the asphalt surface. The first propeller strike was identified about 1,384 feet from the runway 33R threshold. There were 22 propeller strike marks identified over a distance of about 25 feet 7 inches. The propeller strike marks were located slightly to the right of the runway centerline. There were numerous small asphalt pieces found adjacent to the slash markings.

The main wreckage was located in an open field located on the west side of the airport property. The initial impact was identified by a small ground depression that contained pieces of red lens material that were consistent with the left wing navigational light. A large area of burnt ground and vegetation preceded the main wreckage. The wreckage debris path was oriented on a 180-degree heading and measured about 141 feet long. The propeller, nose landing gear, right flap, and left aileron were located along the wreckage debris path. The main wreckage consisted of the fuselage, empennage, both wings, and the engine. The main wreckage was oriented on a north heading. A majority of the fuselage, including the cockpit and cabin, and the left wing were consumed by the postimpact fire. The cockpit Garmin G1000 avionic components, including the nonvolatile memory cards, were destroyed by the postimpact fire. Flight control continuity could not be established due to impact and fire damage; however, all observed separations were consistent with overstress or were consumed during the postimpact fire. The landing gear selector switch was found in the GEAR DOWN position. Measurements of the landing gear actuators were consistent with all three landing gear being fully extended at the time of impact. Examination of the nose wheel tire and right main tire did not reveal any flat spots. The right main and nose wheel assemblies rotated freely and no anomalies were noted with the right brake components. A majority of the left main tire had been consumed during the postimpact fire. The four fuselage skid plates, installed on the lower wing spar carry-through structure, did not exhibit any evidence of scraping damage. The lower VHF antenna had separated from the fuselage and was located along the wreckage debris path. The lower VHF antenna did not exhibit any evidence of scraping damage. The trailing edge of the right flap and the corresponding flap track fairings did not exhibit any evidence of scraping damage. The left flap was partially consumed during the postimpact fire. Measurements of the flap actuator jack screws were consistent with the flaps in the landing configuration (34-degrees).

The propeller assembly and the forward section of the reduction gearbox had separated from the engine and were found along the wreckage debris path. All four propeller blades remained attached to the hub assembly and exhibited S-shape bends, tip curls, chordwise scratching, and leading edge damage. The fractured propeller shaft exhibited features consistent with torsional overload. The engine exhaust exhibited evidence of torsional bending associated with impact. The downstream face of the compressor turbine disc and blades exhibited rotational scoring from contact with the adjacent static components. The upstream face of the compressor turbine disc and blades were unremarkable. The first-stage power turbine vane and baffle exhibited rub marks on both sides from contact with the power turbine and compressor turbine discs and blades. The first-stage power turbine disc and blades exhibited rotational scoring on the upstream face. Examination of the engine oil filter and magnetic chip detectors did not reveal any significant particulate contamination. The observed damage to the propeller and engine components were consistent with the engine operating at a medium-to-high power output at the time of impact.

FAA Flight Standards District Office:  FAA Milwaukee FSDO-13

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 .


Thousands gathered yesterday to mourn the loss of a Wenham father and his daughter who were killed last week in a fiery plane crash outside Milwaukee.

Kris Trustey, the wife of Joseph Trustey and mother of Anna Trustey, told friends and family gathered for the funeral at Gordon College that there are two options for dealing with such intense grief.

“We can avoid, or we can embrace,” Kris Trustey said. “We can choose to avoid all that reminds us of the person we lost, never going again to that restaurant because it was his favorite, stopping a longstanding tradition because it is too painful. Or we can embrace.

“I found embracing much easier than avoiding,” she said, “and I hope that you, if you are able, embrace Joe and Anna in your grief.”

Joseph Trustey, a 53-year-old investment executive in Boston and former U.S. Army captain, was flying his 18-year-old daughter Anna to visit Marquette College in Milwaukee when the plane he was piloting crashed at Lawrence J. Timmerman Airport.

The deaths of Joseph and Anna came less than a year after the family had lost their son and brother Andrew Joseph “AJ” Trustey to epilepsy.

Friends of the family, including former Gov. Mitt Romney and Charlie Weis, ex-offensive coordinator for the New England Patriots, reached out with words of support. Boston Cardinal Sean P. O’Malley sent his condolences through Father Gerard Petringa, the episcopal vicar for the North Region of the Boston Archdiocese.

Funeral attendees yesterday quickly filled the 1,800-seat chapel at Gordon College, and hundreds more observed the Mass from the grass outside or in two overflow rooms on campus.

The Rev. Paul Kollman told the family that the crowds gathered would do anything to lessen the pain they are feeling. “The burden of grief falls heavy and deep,” he said.”

Caroline Trustey, Anna’s older sister, remembered how her father and sister shared a special connection through the games they played with each other and their memorable personalities.

“Anna and my dad are always in cahoots with one another. They are the personalities of our family, the two who people naturally gravitate towards. … I cannot think of a better duo to be together on their last day.”

Source: http://www.bostonherald.com


Joseph and Anna Trustey, together on the day of her school prom in April, were killed in a plane crash Wednesday, July 29.



French aviation authorities released a report last year documenting a number of crashes involving the same make and model as the airplane that crashed last week in Milwaukee, killing a Wenham businessman and his 18-year-old daughter.

The BEA, the French agency responsible for airplane safety investigations, did not conclude that the Socata TBM 700, a powerful single-engine turboprop that has been manufactured in France since the late 1980s, was unsafe.

But the agency documented 36 accidents involving the aircraft between 1990 and 2010, including six crashes in which the airplane lost control while banking to the left during landing.

The pilot in those accidents had been flying the TBM 700 manually, with the autopilot disengaged. In many of the crashes, the pilot was also completing a long flight after an exhausting day at work, suggesting that fatigue might have been a factor.

As a result, French officials recommended that pilots receive additional training to help them fly the TBM 700 at low speeds while landing, and to make them aware of the dangers of flying after a long day at work.

American investigators have not said what caused last Wednesday’s crash of a TBM 700, which killed Joseph F. Trustey, a top executive at the Boston private equity firm Summit Partners, and his daughter, Anna, who was preparing to visit Marquette University in Milwaukee.

Trustey’s airplane had been descending toward Lawrence J. Timmerman Airport, when he called air traffic control and was given clearance to land, according to an audio recording of the communication obtained by the Globe.

When the plane was less than half a mile from the airport, Trustey called back asking the direction of the wind, according to the recording. Trustey then told the control tower he was taking a “go-around,” indicating he did not feel comfortable landing and would circle once more before touching down. He did not say why.

The next voice on the recording was an air traffic control worker requesting helicopter assistance and saying, “I’ve got a crash on the airfield.”

The deaths of Joseph and Anna Trustey have touched off an outpouring of grief among the family’s friends as well as from prominent figures in local business and philanthropic circles where Joseph Trustey was well known. A funeral Mass for both father and daughter will be said Wednesday at Gordon College in Wenham.

The National Transportation Safety Board has said a preliminary report on the accident is expected later this week.

Trustey, 53, was an experienced pilot with no record of accidents, incidents, or violations, according to the Federal Aviation Administration. He was initially certified to fly in February 2006, and was authorized to fly commercially. He kept a Bombardier Challenger 300 business jet and the Socata TBM 700 at Beverly Municipal Airport.

Socata officials could not be reached for comment Monday.

There are more than 550 TBM 700s in use around the world, and the report by the French aviation agency said the number of accidents compared to the number of flying hours has dropped markedly since 1996.

Designed for private pilots, the airplanes have as much power as a small twin-engine jet, according to the report. That means pilots who train on a Cessna with a 150-horsepower engine must learn how to handle the TBM’s 700-horsepower engine, said Joe Birkinbine, a certified Socata instructor in Steamboat Springs, Colo.

“It’s not known as an unsafe aircraft, by any means,” said Birkinbine, who has logged more than 1,000 hours at the controls of a TBM 700. “It is known as high-performance, single-engine turbo prop. That means it has high horsepower; it has some complicated aircraft systems. It does require special training to be insurance qualified.”

Birkinbine said pilots must use caution to avoid stalling while flying slowly in a TBM 700, just as they would in any airplane. “Go-arounds are a common flight maneuver,” he said, “and when you do execute a go-around in the TBM, you have to be careful with slow, steady application of power, back to a climb power setting.”

Andrew Knott, executive director of the TBM Owners and Pilots Association, said he did not know of any specific problems with the TBM-700 and was waiting for the NTSB to shed more light on the cause of last week’s crash.

“The TBM is a relatively straightforward aircraft to fly,” Knott said. “It doesn’t have any particular bad habits close to the ground, and I’m frankly at a loss to understand what happened in this particular case.”

Source:  http://latestworldwidenews.org





Obituary for Anna Trustey 

Anna Kathleen Trustey, 18, of Wenham, Massachusetts passed away Wednesday, July 29, 2015, in an accident that also claimed the life of her father. Born in Beverly, Massachusetts on April 25, 1997, on her parents’ tenth wedding anniversary, Anna was the beloved daughter of Joseph and Kristine Anderson Trustey and cherished sister of A.J. (deceased), Caroline, and Claire. 

Anna attended Hamilton-Wenham public schools and graduated from Shore Country Day School in 2012. She attended Brooks School where she was a rising senior. Anna was an accomplished student-athlete and played varsity soccer and lacrosse throughout her years at Brooks. In addition to her successes on the playing field, Anna was held in the highest regard among her classmates and teachers at Brooks. She was captain of both the soccer and lacrosse teams, and had recently been elected Prefect by the entire student body and faculty at Brooks. Prefect is the school’s highest student leadership position and a recognition of Anna's accomplishments and impact on her community. Anna treasured time spent with her family. Together they enjoyed trips to many interesting destinations worldwide, summers on Lake Winnipesaukee, and winters skiing in Park City, Utah. In addition to these adventures, Anna loved time at home with her family. She could turn a quiet evening into a comedy showcase with her funny impressions, singing, dancing and humor. Anna was loved by her many friends and lit up a room with her radiant smile. Her quick wit entertained all who knew her and her kind spirit will be dearly missed.

Along with her mother and sisters, Anna is survived by her loving grandfather, Joseph Trustey of Glastonbury, CT; her aunts and uncles, Anne Marie (Trustey) and Kurt Guggenberger of North Andover, MA; Jeannie (Trustey) and Kevin Sullivan of Andover, MA; Kevin and Nancy Anderson of Chesterton, IN; Keith Anderson of South Bend, IN; and Jeanne (Anderson) and Bill Bruner of Muncie, IN. Anna leaves behind many cousins whom she loved dearly. She was also the granddaughter of the late Richard and Joann Anderson of Chesterton, IN, and Carol Trustey of Glastonbury, CT.

A Mass of Resurrection will be celebrated Wednesday at 10:00 am at the AJ Gordon Memorial Chapel at Gordon College, 255 Grapevine Rd., (Exit 17 off Rte. 128) in Wenham, MA. Relatives and friends are invited to attend. Visiting hours will be held Tuesday beginning at 3pm and concluding with a prayer service at 8:00 pm at the Shore Country Day School, 545 Cabot St., Beverly, MA. Burial will be private. Arrangements by the Campbell Funeral Home, 525 Cabot Street, Beverly. In lieu of flowers, the family asks that donations be made in Anna’s memory to the Anna Trustey Memorial Fund, Brooks School, 1160 Great Pond Road, North Andover, MA 01845.

Read more:  http://www.campbellfuneral.com





Obituary for Joseph Trustey 

Joseph Francis Trustey, 53, of Wenham, Massachusetts passed away Wednesday, July 29, 2015, in an accident that also claimed the life of his daughter. Joe was the beloved husband of Kristine Anderson Trustey and the very proud father of A.J. (deceased), Caroline, Anna (deceased) and Claire. The son of Joseph Trustey and the late Carol (Bodell) Trustey, Joe was born July 10, 1962 in Pawtucket, Rhode Island and raised in Glastonbury, CT. He attended the University of Notre Dame where he received a BS in Chemical Engineering and went on to earn an MBA from the Harvard Business School where he was a Baker Scholar. 

Joe was a Managing Director and the Chief Operating Officer at Summit Partners at the time of his death. He joined Summit in 1992 and was instrumental in both defining and executing the firm’s strategy and culture. Over the course of his career, Joe led investments in more than 25 companies. Prior to working at Summit he worked as a consultant for Bain & Co. and served as a Captain in the U.S. Army. 

Above all else, Joe adored spending time with his family - whether boating on Lake Winnipesaukee, skiing in Utah, traveling the world, or simply exchanging good-natured tweets with his children. Joe also loved all things Notre Dame. He traveled to South Bend each fall to attend almost every home football game and was actively involved at the school, serving on the Notre Dame Engineering Advisory Council, the Undergraduate Advisory Council and the Wall Street Leadership Committee. Joe was deeply committed to Notre Dame’s mission of service. He and his wife established the Trustey Family Scholars Program and the Trustey Family STEM fellowships to provide educational opportunities to students at Notre Dame - the school from which he had benefited so much. 

Always the lover of a good practical joke, Joe relished the challenge of amusing and entertaining his many friends. He had a sterling intellect, a quick wit, a genuine warmth and a complete lack of pretense - all characteristics that allowed Joe to establish fast and lifelong friendships. He had a unique ability to engage with people. From the man on the street to the seasoned CEO, he connected with everyone on a personal level. 

Having served in the military, Joe had a deep respect for those that served this country. He was an avid pilot and used that skill to transport wounded veterans through the Wounded Veterans Airlift Command, and ill children and their families through the Angel Flight Network. Joe was an accomplished athlete completing six marathons. He completed countless triathlons, with the pinnacle being the 2000 Ironman in Lake Placid. He was a determined bicyclist and was instrumental in growing Team Daisy’s participation each year in the Pan Mass Challenge. Joe was also very active in his community and served as a member and leader on numerous boards including Citi Performing Arts Center, Shore Country Day School, Brooks School, St. John’s Preparatory School, Essex County Community Foundation, Hannah & Friends and Father Flanagan’s Fund. 

Along with his wife, Kris, and children, Caroline and Claire, Joe is survived by his loving father Joseph Trustey of Glastonbury, CT; sister Anne Marie Guggenberger and her husband Kurt of North Andover, MA; sister Jeannie Sullivan and her husband Kevin of Andover, MA; brothers in law Kevin Anderson and his wife Nancy of Chesterton, IN; brother-in-law Keith Anderson of South Bend, IN; sister-in-law Jeanne Bruner and her husband Bill of Muncie, IN; and many nieces and nephews.

A Mass of Resurrection will be celebrated Wednesday at 10:00 am at the AJ Gordon Memorial Chapel at Gordon College, 255 Grapevine Rd., (Exit 17 off Rte. 128) in Wenham, MA. Relatives and friends are invited to attend. Visiting hours will be held Tuesday beginning at 3pm and concluding with a prayer service at 8:00 pm at the Shore Country Day School, 545 Cabot St., Beverly, MA. Burial will be private. Arrangements by the Campbell Funeral Home, 525 Cabot Street, Beverly. In lieu of flowers, the family asks that donations be made in Joe’s memory to the A.J. Trustey Epilepsy Research Fund, c/o Virginia Fuller, Brigham & Woman’s Hospital, 75 Francis Street, Boston, MA 02115.

Read more:  http://www.campbellfuneral.com



Joseph Trustey and his daughter Anna
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Anna Trustey
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Joe Trustey 
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Joe Trustey
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The prestigious Beverly school where investment executive Joseph F. Trustey was formerly board president and his teenage daughter Anna was a 2013 honors graduate will host a candlelight vigil in their memory tonight at 7, Shore Country Day School announced this afternoon.

Joseph “Joe” Trustey, 53, of Wenham, chief operating officer of Summit Partners in the South End, and his daughter Anna, 18, who would have been a senior at the Brooks School in North Andover this fall, died last night when their private plane crashed at Milwaukee’s Timmerman Field airport.

Tonight’s gathering will take place in the Cabot Street school’s Inspiration Garden and all are welcome to light a candle and write personal messages to be shared with their family.

Head of School Larry Griffin wrote in an email to the Shore Country community, “The tragic accident that took the lives of Joe and Anna ‘13 is a shocking and profound loss for our school and for the region.”

Joseph Trustey was taking Anna to Marquette University, where the school confirmed father and daughter were scheduled to take a campus tour today.

In a statement released to the Herald, the university said, “Our hearts go out to the Trustey family during this time of overwhelming tragedy. Anna Trustey and her father, Joseph, had plans to visit Marquette University today. We are so sorry for the family’s loss and our thoughts and prayers are with them.”

Just last month a doctor and his wife from Tennessee, as well as the daughter they were bringing to Massachusetts for a visit to Northeastern University, perished when their small plane crashed into a house in Plainville.

The Trusteys flew out of Beverly Airport yesterday. Steve Malloy, a line-service technician, said he had seen Joseph Trustey about a half-dozen times in the past two months.

“He flew out weekly, usually a couple of trips per week,” Malloy said. “He was a good guy, more concerned with how you were doing before what was going on for business. He was very personable. Everyone liked him.”

Investigators from the National Transportation Safety Board were expected to arrive at the crash site today.

Bay State notables from former Gov. Mitt Romney to Charlie Weis, ex-offensive coordinator for the New England Patriots, are sharing their shock and grief for a family that was still coming to grips with the sudden death last October of Joseph Trustey’s only son, 22-year-old Andrew.

Romney, who worked with Joseph Trustey at Bain & Co., said, “With Joe Trustey’s sudden and tragic death, I’ve lost a good and loyal friend. Massachusetts and the nation have lost a man of uncommon intellect and capacity, a man who demonstrated that wisdom is the basis of enduring leadership. He helped build numerous companies and guided others to success that they would never have known without his commitment.

“Many, many people owe a large measure of their employment and opportunities to Joe,” Romney said in a statement. “Beyond his business acumen was his success as a father, husband and friend. His life of exuberance, discovery and service to others will be greatly missed.”

Joseph Trustey and his wife Kristine were supporters of Hannah and Friends, the Indiana-based nonprofit organization created by Weis and his wife Maura to provide housing and other opportunities for special needs children and adults.

“So unbelievably sad today, there are no words,” Maura Ravenhurst Weis said in an email to the Herald. “Our hearts go out to Kris and her daughters. Joe was a great friend to both us, but especially of Charlie’s.”

The Trusteys’ family requested privacy.

Martin J. Mannion, Summit Partners’ managing director and chief investment officer, said Joseph Trustey “was uniquely distinguished in so many ways: as a partner, a leader and a friend. He was a wonderful husband and father who also cared deeply for those with whom he worked both inside and outside the firm. He touched everybody he met with his intellect, his sterling character and his engaging sense of humor. We cannot express how much we will miss his presence in our lives.”

In addition to her mother, Anna Trustey is survived by her sisters Caroline and Claire.

In a letter to parents and alumni this morning, John R. Packard, head of the Brooks School, where Joseph Trustey was board president and Anna played lacrosse, called the tragedy “excruciating.”

“I am sorry to be writing with terribly sad news. Last night, Brooks School trustee Joe Trustey and his daughter Anna ‘16 were killed in a plane crash. Joe was a pillar of support to everyone in his life, and certainly to Brooks School. I cannot overstate what his support has meant to me. Anna was beloved by all who were fortunate enough to know her. She was good to the core. To lose them both is excruciating,” Packard wrote.

“In the coming days, I will have more to say about Joe, Anna and what they meant to Brooks School. For now, I wanted you to be aware that we have opened the Chapel for current students, alumni, parents, and faculty who want to come to campus to be among friends.”

Joseph Trustey was a certified pilot, according to Federal Aviation Administration records. The FAA aircraft registry states his company, Trustey Management, owns a fixed-wing, single-engine 2009 SOCATA TBM 700. Malloy said Trustey also kept a jet at Beverly Airport.

Joseph Trustey was also a former captain in the U.S. Army, held a bachelor’s degree in chemical engineering from the University of Notre Dame and was a Baker Scholar at Harvard Business School, his corporate biography states.

Prior to joining Summit Partners, he was a consultant with Bain & Co.

The Rev. Michael Lawlor of the Church of Saint Paul of Hamilton and Wenham, where the Trustey family are parishioners, told the Herald that Joseph and his widow Kristine “are terrific people, and in our community, wonderful parents to their children.

“Joe’s and Anna’s sudden passing yesterday in a plane accidents leaves their family with a deep loss and profound sadness,” he said. “Our parish community family and friends join our grief with theirs as we entrust our prayers to the God of all consolation, who ultimately brings us his peace and healing through sorrowful events as these.”

The Rev. Lawlor said the Trusteys “were always very, very helpful to me and the church. We’re very saddened.”

Fran McLaughlin, spokeswoman for the Milwaukee County Sheriff’s Office, said the department was securing the crash scene until NTSB personnel arrived.

Source: http://www.bostonherald.com

Longtime Summit Partners investor Joe Trustey has passed away.

Joe Trustey, a managing director and chief operating officer of Summit Partners, was killed last night when his single-engine plane crashed at Milwaukee’s Timmerman Airport. Also killed was one of Trustey’s daughters, Anna, who is believed to be the plane’s only other occupant.

Trustey originally joined the Boston-based private equity firm in 1992, and focused on investments in the growth products and services sector. He had been serving on the boards of such portfolio companies as Central Security Group, Grand Design RV, Parts Town, QuietStream Financial, Vivint and Vivint Solar.

Before Summit, Trustey worked as a consultant with Bain & Co. and served as a Captain in the U.S. Army. He received an MBA from Harvard Business School, and a BS in chemical engineering from the University of Notre Dame.

Trustey is survived by his wife Kristine, and daughters Caroline and Claire. His son, A.J., passed away in late 2014.

Summit Partners has not yet issued a formal statement, nor have the victims been identified by transportation authorities, but dozens of comments of condolence have been posted on social media accounts of Trustey family members. The plane was registered to Trustey Management Corp.

Update:  Summit Partners has issued the following statement:

It is with immense sadness that Summit Partners announces that our beloved friend and colleague, Joseph F. Trustey, and his daughter, Anna were involved in a plane crash on Wednesday evening. Joe and Anna were traveling to the Midwest for a college visit tour, and tragically, neither survived the accident.

Joe joined Summit Partners full-time in 1992 and was an invaluable asset to the firm and a respected leader in the growth equity industry more broadly.

Summit’s Marty Mannion said: “Joe was uniquely distinguished in so many ways: as a partner, a leader and a friend. He was a wonderful husband and father who also cared deeply for those with whom he worked both inside and outside the firm. He touched everybody he met with his intellect, his sterling character and his engaging sense of humor. We cannot express how much we will miss his presence in our lives.”

We appreciate the outpouring of support, comfort and prayers that are being offered by all those who knew and loved Joe. Our thoughts and prayers are with the Trustey family, and we are focused on supporting them during this challenging time.

Source: http://fortune.com


Two people were killed when a small plane plummeted to the ground and burst into flames outside Milwaukee's Lawrence J. Timmerman Airport Wednesday evening.
Emergency responders received initial calls of a crash on the Wisconsin city's northwest side just after 6 p.m. Witnesses reported seeing a single-engine plane engulfed in flames.

The Milwaukee County Medical Examiner was placed on standby soon after as firefighters and police crews worked to put out the blazing aircraft and clear the intense clouds of black smoke that blanketed the scene. The medical examiner then confirmed two fatalities.

Officials said the fatal crash unraveled as the flight was approaching the airport about five miles north of downtown Milwaukee, although the flight’s manifests do not indicate Timmerman Airport was the intended destination.

Audio tapes released late Wednesday from a website monitoring air traffic interaction revealed the pilot had communication with the control tower right before landing, but it is still unknown what ultimately sent the plane crashing down.

In the tapes the male pilot can be heard announcing the plane is approaching Runway 33 before being cleared to land.

A chopper pilot from NBC Chicago’s affiliate station in Wisconsin reports the plane was doing what they call a “go around,” which signals to the control tower that an approach or landing is not working out.

It was near a residential area by Appleton Avenue – just blocks from the airport located in the 9300 block of the same street – where the plane took an untimely turn and plummeted to the ground.

While weather had been clear in the area, there had been previous reports of high winds.

In the same tapes someone aboard the plane on the air traffic control frequency can be heard asking for a wind check just moments before the devastating crash.

By the end of the night Wednesday the only evidence left of the deadly accident that could be seen was a portion of the plane’s tail and an area of charred grass.

Both autopsies for the two killed are scheduled for Thursday, officials said.

The Federal Aviation Administration is working with the National Transportation Safety Board to investigate the crash.

Source: http://www.nbcchicago.com



MILWAUKEE — Two people are dead after a small passenger plane crashed at Timmerman Airport on the city’s northwest side on Wednesday evening, July 29th.The initial call for first responders came in at 6:11 p.m. 

The National Transportation Safety Board and the Federal Aviation Administration is investigation what caused the crash.

FOX6 News spoke with a family who’s home butts up right to the edge of the airport and saw everything. For folks living just feet away from the wreckage, this is a sight they will never forget.

Kenneth Gipp heard a noise just after 6 p.m. and looked out his brother’s window to discover a shocking sight.

“Like a loud engine noise. I saw the aircraft leaning real hard to the right, it looked like the wing hit the ground first,” said Gipp.

Gipp saw the nose of the plane crashing into the ground.

“There were just a line of flames going from where it hit up to the plane,” said Gipp.

For other witnesses, there are prayers for whoever was on board.

“I don’t think anyone survived,” said Gipp.

A spokeswoman for the FAA says the FAA and the NTSB are gathering information about this crash and continue to investigate.

Source:  http://fox6now.com



Two people were killed Wednesday evening when a small private plane crashed at Timmerman Airport on Milwaukee's northwest side, officials said.

The crash was reported shortly after 6 p.m., and the two people killed were the only people on board, according to a news release from Brian Dranzik, director of the Milwaukee County Department of Transportation.

No one on the ground was injured, and the crash will be investigated by the National Transportation Safety Board, according to the release. The Federal Aviation Administration also will investigate the accident.

The aircraft became engulfed in flames after the crash, said Fran McLaughlin, spokeswoman for the Milwaukee County sheriff's office.

Flight manifests do not indicate Timmerman as the planned landing field for the aircraft, McLaughlin said.

The pilot of the plane had radioed in for a "go around," which signals that an approach or landing is not working out, according to a report from WTMJ-TV in Milwaukee.

 
Source:  http://www.jsonline.com