Monday, July 27, 2015

Cessna 195A, N195AP: Accident occurred July 26, 2015 near Iuka Airport (15M), Tishomingo County, Mississippi

TUPELO AERONAUTICS INC: http://registry.faa.gov/N195AP

FAA Flight Standards District Office:  FAA Jackson FSDO-31

NTSB Identification: ERA15LA283 

14 CFR Part 91: General Aviation
Accident occurred Sunday, July 26, 2015 in Iuka, MS
Probable Cause Approval Date: 07/11/2016
Aircraft: CESSNA 195A, registration: N195AP
Injuries: 2 Minor.

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

The airline transport pilot reported that he had just departed on a long cross-country flight. He said that the takeoff was normal until the airplane reached an altitude of between about 600 and 800 ft above the ground, at which point he looked at the engine monitor and saw an exhaust gas temperature “drop.” The engine then started to run roughly, and the pilot immediately turned the airplane back to the airport. Shortly after, the engine suddenly stopped, and the pilot subsequently made a forced landing to a narrow road adjacent to the airport. 
During postaccident examinations, no mechanical anomalies were observed with the engine and fuel system that would have precluded normal operation. Although a small amount of water was found in the airframe fuel filter, no evidence of water was found in the fuel lines. The reason for the total loss of engine power could not be determined.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A total loss of engine power for reasons that could not be determined because a postaccident examination of the engine and fuel system found no mechanical anomalies that would have precluded normal operation.

On July 26, 2015, at 1520 central daylight time, N195AP, a Cessna 195A, sustained substantial damage during a forced landing after a total loss of engine power on takeoff from the Iuka Airport (15M), Iuka, Mississippi. The airline transport pilot and the passenger sustained minor injuries. The airplane was registered to and operated by the pilot. A visual flight rules flight plan was field for the flight that was destined for Mesquite Metro Airport (HQZ), Mesquite, Texas. Visual meteorological conditions prevailed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91.

The pilot stated that he had landed at 15M and purchased 64 gallons of 100LL fuel. He then departed for Texas. The pilot said the takeoff was normal until he reached an altitude of about 600 to 800-ft above the ground. At that point, he looked down at his engine monitor and saw one of the EGT bars "drop." The pilot said the engine "felt a little rough" and he made an immediate turn back to the airport. Shortly after, the engine suddenly stopped producing power and the pilot made a forced landing to a narrow road adjacent to the airport. The airplane landed hard resulting in substantial damage to both wings, the firewall, and the right horizontal stabilizer. The landing gear and propeller were also damaged.

A postaccident examination of the airplane and engine revealed that the right-hand lower engine mount was broken in two places and the engine had pushed up and back causing the starter to be forced back thru the firewall. The fuel supply hose bushing that screwed into the inlet side of the engine driven fuel pump was also fractured at the back of the pump. The fuel pump was removed and the fuel pump drive was undamaged. Continuity was then established to the fuel drive by manual rotation of the propeller. An electric drill was then used to turn the engine driven fuel pump as fuel was poured into the pump. The pump forced fuel out of the pump as designed. The engine driven fuel pump was sent to the National Transportation Safety Board's Materials Lab and the fractured section of the supply hose bushing was examined. The examination revealed the brass bushing failed due to overload stresses and no pre-exisiting anomalies were noted.

The fuel servo was not damaged and a sample of fuel was taken from the main fuel supply. The sample was absent of water and debris. Continuity of the fuel selector valve was confirmed thru the left, right and off positions. The electric boost pump was tested and operated normally. The fuel line that would normally run to the inlet side of the engine driven fuel pump was then attached to the fuel servo and all but one of the fuel injector lines were disconnected. When the electric fuel boost pump was turned on, fuel spray was observed coming from each injector. The airframe fuel filter was removed and a small amount of water was observed in the bowl. A visual inspection of the spark plugs found no anomalies. The distributor was turned on and the engine was rotated with the starter and spark was observed on several leads. No mechanical discrepancies were observed that would have precluded normal operation of the engine.

The pilot held an airline transport pilot rating for airplane single and multi-engine land. He reported a total of 12,000 total flight hours, of which, 1,500 hours were in the accident airplane. The pilot's last Federal Aviation Administration second class medical was issued on July 14, 2014.



NTSB Identification: ERA15LA283
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 26, 2015 in Iuka, MS
Aircraft: CESSNA 195A, registration: N195AP
Injuries: 1 Minor, 1 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 July 26, 2015, at 1520 central daylight time, N195AP, a Cessna 195A, sustained substantial damage during a forced landing after a total loss of engine power on takeoff from the Iuka Airport (15M), Iuka, Mississippi. The airline transport pilot sustained minor injuries and the passenger was not injured. The airplane was registered to and operated by the pilot. A visual flight rules flight plan was field for the flight that was destined for Mesquite Metro Airport (HQZ), Mesquite, Texas. Visual meteorological conditions prevailed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91.

The pilot stated that he had landed at 15M and purchased 64 gallons of 100LL fuel. He then departed for Texas. The pilot said the takeoff was normal until he reached an altitude of about 600 to 800-feet above the ground. At that point, he looked down at his engine monitor and saw one of the EGT bars "drop." The pilot said the engine "felt a little rough" and he made an immediate turn back to the airport. Shortly after, the engine suddenly stopped producing power and the pilot made a forced landing to a narrow road adjacent to the airport. The airplane landed hard resulting in substantial damage to both wings and the right horizontal stabilizer. The landing gear and propeller were also damaged.

The airplane was moved to a local hangar for further examination.





IUKA, Miss. (WTVA) --Tishomingo County Sheriff Glenn Whitlock is among those who responded to a plane crash Sunday afternoon.

"This wing was up on this side and that wing was down in the ground there where it actually came to rest," said Whitlock.

Pilot Aubie Pearman and a passenger were planning to fly to Dallas, but something went terribly wrong after takeoff from the Iuka Airport.

"Evidently the engine just didn't make it and they had to make this emergency landing in the roadway here,” added Sheriff Whitlock.

The pilot managed to avoid power lines and tall trees, which is amazing to all those who see the crash site for themselves.

"I'm not a pilot, but I think that the pilot did a great job of being able to put the plane down in this area,” said Whitlock.

The area was examined by the pilot, passenger and an investigator with the Federal Aviation Administration on Monday.

Prior to the site visit, the Cessna 195 was looked over. Investigators look at aircraft records, the last time the plane was fueled and pilot credentials.

"We'll gather the information and we'll turn it over to the NTSB investigator who is in charge. They will take information and make a determination and cause,” said Federal Aviation Administration Investigator Robert Mahaffey.

The pilot declined to be interviewed for this story simply saying for right now, he just can't.

Story and video: http://www.wtva.com

St Croix, St Thomas Seaplane Terminals Getting Free Wi-Fi



Wi-Fi is coming to the US Virgin Islands’ seaplane terminals.

The Virgin Islands Next Generation Network (viNGN) and Seaborne Airlines have announced a new partnership to bring Wi-Fi to travelers in the USVI.

All Seaborne Seaplane passengers traveling between St Croix and St Thomas will now have access to free and fast internet from viNGN’s hotspots locations at Seaplane terminals.

“We believe that the transformational power of viNGN resides in its ability to make daily life easier and more convenient for Virgin Islanders,” said Dr Tonjia S. Coverdale, President and Chief Executive Officer of viNGN. “Our partnership with Seaborne allows us to assist commuter, leisure, and other travelers to stay connected whether it is for business or pleasure…and at superfast speeds. This is the real power of technology, its ability to transform lives, and we have that power right here at home in the US Virgin Islands.

Travelers can access the internet for personal and business use by selecting the “viNGN_Hotspot” network on their computers and mobile devices.

“Seaborne Airlines and the Virgin Islands Next Generation Network (viNGN) are both privileged to work in one of the most important and honorable undertakings – that of connecting people,” said Gary Foss, President and Chief Executive Officer of Seaborne.

Source:  http://caribjournal.com

Michelle Skomars: Air traffic manager revels in her aviation careers

Michelle Skomars has been in charge of air traffic at Spokane International Airport for five years.



Five facts
• Joined FAA: 1989
• Became air traffic manager: 2010
• Employees: 30
• Coverage area: Spokane and Missoula airspace below 12,000 feet
• More information: www.faa.gov/jobs/


Dirty shorts and cleats aren’t typical attire when applying for a job.

But Michelle Skomars is anything but typical. And the job application was an impulse.

“I’d just finished playing in a softball tournament and was going to meet the rest of the gals to celebrate our win,” Skomars recalled, “when I happened to walk by the federal building in Savannah, Georgia, and noticed a sign that said, ‘Come take the air traffic controller test.’

“That was not on my radar – no pun intended. But I had my ID on me and the test was in 15 minutes, so I called ahead and told my friends I’d be a little late.

“I went in. Took the test. Maxed it. They had an extra-credit section for pilots, so I walked out of a 100-point test with a score of 110.

“When they asked, ‘Where do you want to go?’ I said Alaska, and that’s where I spent the next 13 years.”

Today, Skomars is air traffic manager at Spokane International Airport, and provides radar service for Fairchild Air Force Base.

“We’re called an up/down facility, meaning we have both a tower and TRACON, or terminal radar approach control.

“We also provide approach control services into Missoula. Our radar here and at Missoula scans roughly 30 miles around the airports, and we go up to 12,000 feet,” she explained. “Seattle and Salt Lake handle everything above 12,000.”

During a recent interview, Skomars discussed what skills air traffic controllers need, and why the Federal Aviation Administration is seeking applicants.

S-R: Where did you grow up?

Skomars: I was a military brat and an airline brat. The first few years, my dad was an air traffic controller, which I didn’t know until I became one. I was more enthralled with the fact that he was an Air Force jet jockey. Later, he was a captain for Pan Am. I claim Maine as home because that’s where I spent the bulk of my time from age 11 on.

S-R: What were your interests back then?

Skomars: I did darn near everything. I grew up on a gentleman’s farm and was the only person raising beefalo east of the Mississippi. That’s how I paid for part of college.

S-R: What school did you attend?

Skomars: The University of Southern Maine. I double-majored in fine arts and history. By the end of my sophomore year I had enough credits to graduate, so I joined ROTC and stayed an extra year working on a master’s. But by that point I realized I didn’t want to be a graphic arts designer. I wanted to be something a little more – I’m going to say “real,” but that’s probably not the right word. I wanted to make a tangible difference.

S-R: What spurred your sense of duty?

Skomars: When I was a kid in the ’70s and my dad was flying for Pan Am, there was a rash of hijackings. I told my dad, “That’s ridiculous. You would just punch them out and throw them off the plane.” And I remember my dad turning to me and saying, “I would do whatever it took to keep my people safe.” Suddenly I realized there was a whole world out there where things really mattered.

S-R: And?

Skomars: I ended up going into the military. I wanted to fly. The Air Force felt I was too old for their program, but the Army said, “Sure, we’ll take you.”

S-R: How long was your Army career?

Skomars: Six years. I was a helicopter pilot, and also trained in field artillery. Women had to be tough to make it, so I decided, “I’ll just be better than all of the men.” Turned out I was a very good helicopter pilot.

S-R: Then what?

Skomars: When I left the military, I thought about working for an airline. My dad had a job lined up for me with a Pan Am shuttle in Europe, but I wanted to make it on my own. Then I took the air traffic controller test and found a new career.

S-R: Why did you get into management?

Skomars: Once you’re an officer, you’re always an officer, and you look for ways to make things better. My mantra is, “Give me someone who knows how to be, and I’ll teach them what to do.” I look for people who hold themselves accountable and have a clear head about their skills. I don’t want a controller who is incapable of saying, “I need help.”

S-R: Air traffic controlling has a reputation for being stressful, with long hours and quick shift turnarounds.

Skomars: All that is true. This job isn’t for everyone. If I’m not using my eyes, if I’m not listening intently, if I’m not speaking clearly, if I’m not thinking, then I’m no good and I’m going to hurt somebody. It comes down to wanting everyone to know it’s safe to fly because we’re watching.

S-R: How long have you been in Spokane?

Skomars: Five years.

S-R: During that time, have there been incidents where things went wrong?

Skomars: There are always things that go wrong, because we’re dealing with people on both sides of the radio and their skill levels are different. Pilots and controllers are going through a massive training push right now. People my age are going out the door. Of my 30 employees, roughly one-third is in training.

S-R: Why are you losing people?

Skomars: Controllers have an age limit. Most commercial pilots do, too. For controllers it’s 56, and for the airlines it’s usually the early 60s. I’ll be 56 in November, but as a manager I can stay because I’m no longer actually working air traffic.

S-R: How much do rookie controllers make?

Skomars: Around $67,000. And all you need is a high school diploma. That’s a lot of money to just show up for the first two or three years and have me train you.

S-R: Why aren’t you swamped with applications?

Skomars: A lot of people don’t know we exist. I can’t count the number of calls I’ve gotten from travelers asking where their baggage is. People assume we work for the airport. I don’t work for the airport. I work for you. I’m federal infrastructure.

S-R: How has the job evolved since you started in 1989?

Skomars: Back then, radar was all analog, and didn’t register things like air speed. Now it’s digital. And by this time next year we’ll be operating under a more automated system called STARS (Standard Terminal Automation Replacement System), which will greatly reduce gaps in our radar coverage.

S-R: Will air traffic control ever be totally automated?

Skomars: I certainly hope not. There are so many variables, and a lot of what we do involves human factors. If a pilot sounds like he’s a little bit behind the airplane, no computer system is going to figure that out.

S-R: “Behind the airplane”?

Skomars: When you’re flying, you should always be ahead of the airplane. It’s like driving down the highway. If you’re traveling 100 miles per hour, generally you’re behind the car, because most people are not used to traveling that speed. Same deal in an airplane. If a guy upgrades from a Piper Cub to a Mooney, now he’s going 150 miles per hour faster than he’s even been before, and the term is “behind the airplane” because the airplane is moving faster than he can project his actions.

S-R: Have you saved people’s lives?

Skomars: Yes.

S-R: Have you lost people?

Skomars: Yes. I think I’m the only controller in this building who’s had people die on their frequency.

S-R: What happened?

Skomars: The commander of all military forces in Alaska was doing aerobatics in his own private plane, and crashed.

S-R: Is there a limit on how many hours controllers can work?

Skomars: Absolutely. This is a 24/7 facility, but controllers can only work 10 hours a day, and there are rules about break periods and time off between shifts.

S-R: Do people ever fall asleep?

Skomars: No. (pause) But we know they do. Circadian rhythm is what it is. In my day, we did jumping jacks. Now we allow a controller to take a power nap when there’s no traffic, as long as other controllers remain on position during that time.

S-R: How about pressure, such as working during a blizzard?

Skomars: It’s actually easier to work when the weather gets worse, because there are fewer flights, and for the most part the people flying then are highly skilled.

S-R: What do you like most about controlling air traffic?

Skomars: This is one of the most intimate jobs in the world. You wear an earpiece and hear voices in your head. And it’s the sweetest feeling when you have a sky full of airplanes and you’re moving them along nice and safe, and you can cope with anything that comes up. There’s nothing like a really good team working together, and I have a fantastic group of people who seem to like how I run the ship.

S-R: What do you like least?

Skomars: That we know how to execute our job, but sometimes are not given the right tools.

S-R: Do you miss being an air traffic controller?

Skomars: Oh gosh, yeah. I hang out with them when we’re a little short-staffed – answer the phone, keep an eye out and offer comments. But this is a skill that requires practice. I could still do it if I had to, but it wouldn’t be pretty.

S-R: When you’re on an airline flight and hear the pilot start talking, what goes through your mind?

Skomars: Sometimes “Oh my gosh, I’m so old.”

S-R: Do you ever interact with the pilots?

Skomars: Yes. I was on a fun flight the other day that had to go around. I could tell the pilot was behind the aircraft the whole way in – we were much too fast and not where we needed to be. So after we landed, I went up to the cockpit and asked what went on.

S-R: Did you go up as a passenger or as air traffic manager?

Skomars: As air traffic manager. Just to approach the cockpit I have to show ID. And I said, “We went around, and this is my facility. I’d like to talk to the air crew and see what went awry.”

S-R: How did the conversation go?

Skomars: In that instance, both parties weren’t perfect in their execution. My least favorite phrase is “safety wasn’t compromised.” Let’s be realistic – were we born with wings? Every flight involves some measure of risk. We do a great job of mitigating those risks. In this instance, everyone got a little bit behind, elected to go back around, and everything worked out hunky-dory.

S-R: How about when you’re the pilot flying into an unfamiliar airport, and you hear some 22-year-old controller on the radio?

Skomars: It depends on their presence and how they convey their information. Ideally they project a sense that they know the situation, they see what’s going on, they have a plan, and if I execute their plan, all will be wonderful.

S-R: What’s the career outlook for air traffic controllers?

Skomars: This is a fantastic career, and we’re on a huge hiring push. Go to faa.gov/jobs/, type “air traffic controller,” hit search and – bingo – you’re cruising along.

This interview has been edited and condensed. 

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

Planes, Berries, and Handbags: Homeless woman arrested at Immokalee Regional Airport (KIMM) in Collier County, Florida

Christina McClellan



Picking berries on airport property is far from the usual evening hobby, and that fabricated storyline is what led an officer to question his odd confrontation at the Immokalee Regional Airport on Sunday, according to police reports.

As a Collier County Sheriff’s Office Deputy piloted his way around the Immokalee airport to conduct a standard security check of the premises, he spotted three men and a woman hovered around a red sedan on what is privately owned territory, according to reports.

Their claim to being there: They wanted to pick Palmetto Berries, which preserves an extract that was traditionally used for alternative herbal medicinal purposes.

Ironically, Heroin was discovered to be the chief therapeutic agent in high demand, according to the officer’s findings.

Christina McClellan, 36, who was declared homeless, was subjected to a more intensive search after the officer found a syringe and a metal spoon tucked away in the rear pocket of the vehicle’s passenger side seat. Upon searching the men individually, unable to locate any more traces of drugs or paraphernalia on them, the officer proceeded further into the investigation.

The identifier: A gray purse that withheld a pink and black zipper bag inside of it, reports said.

Within the cloth handbag was four syringes, a black plastic spoon, cotton balls, and caps that belonged to the syringes, which led the search right back to McClellan. While searching the lone woman, a plastic baggie was uncovered in her pocket, and McClellan then claimed ownership to the purse that stocked the illegal possessions, according to reports.

The culprit was handcuffed and placed under arrest for possession of a controlled substance and possession of drug paraphernalia, and lab tests conclusively turned out to be positive for Heroin, Collier County Sheriff’s Office records indicated.

Story and photo:  http://naplesherald.com