Sunday, September 27, 2015

Cessna 550 Citation II, N622PG: Accident occurred September 27, 2015 at Sarasota-Bradenton International Airport (KSRQ), Florida

The National Transportation Safety Board did not travel to the scene of this accident.

Federal Aviation Administration / Flight Standards District Office; Tampa, Florida

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

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

http://registry.faa.gov/N622PG

Location: Sarasota, FL
Accident Number: ERA15LA380
Date & Time: 09/27/2015, 1906 EDT
Registration: N622PG
Aircraft: CESSNA 550
Aircraft Damage: Substantial
Defining Event: Runway excursion
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Personal

On September 27, 2015, about 1906 eastern daylight time, a privately owned and operated Cessna 550, N622PG, was substantially damaged during a runway excursion after landing at the Sarasota Bradenton International Airport (SRQ), Sarasota, Florida. The airline transport pilot and the passenger sustained minor injuries. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the personal flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight departed Boca Raton Airport (BCT), Boca Raton, Florida, about 1827.

The owner of the airplane stated he had been receiving flight instruction from the pilot, and in return he offered to let the pilot borrow the airplane.

The pilot stated that, at the conclusion of the flight, he approached the destination airport and calculated that the landing distance required was "between 2,010 and 2,100 feet." After an uneventful flare, the airplane touched down on runway 22 "shortly after" the runway numbers. After touchdown, the pilot immediately deployed the speed brakes, brakes, and thrust reversers. The pilot said the airplane had slowed to 60 knots at the intersection of runway 14-32, about 3,000 ft from the threshold of runway 22, so he put the thrust reversers in idle reverse. He had considered exiting at taxiway A, which was about 400 feet past the intersection of the two runways but felt it would have required maximum braking. The pilot said he then amended his plan and decided to exit the runway onto taxiway D at the departure end of runway 22, about 2,000 feet beyond the runway intersection. He stated during this time, between taxiway A and D, he held his feet off the brakes, estimating the airplane speed was 20-23 knots. He retracted the flaps, speed brakes, and the thrust reversers. He reported that, as the airplane approached taxiway D, he applied brakes and commented to the passenger, "we have no brakes." He pumped the brakes, then redeployed the speed brakes and thrust reversers and applied the emergency brake.

Air traffic controllers in the SRQ tower stated that the airplane touched down in "the vicinity of the aiming point," and that after touchdown they "noticed that they might be a bit fast." The accident sequence was captured by surveillance cameras and a review of the video showed the airplane touched down approximately abeam the B1 taxiway, 1,700 feet beyond the approach end of the runway, and that the thrust reversers were not deployed during the recorded portion of the landing roll.

Runway 04/22 at SQR was 5,009 ft long and 150 ft wide; runway 14/32 at SQR was 9,500 ft long and 150 ft wide. Taxiway B was 1,700 feet from the threshold of runway 22, taxiway A was 3,400 feet from the threshold of runway 22. Taxiway A was about 1,600 ft from taxiway D and the departure end of the runway.

Postaccident examination of the airplane by a Federal Aviation Administration inspector and an airframe and powerplant mechanic revealed a puncture in the pressure vessel aft of the nose landing gear and damage to the bulkhead belly stringers. Functional testing of the brakes showed that they were operational and did not reveal evidence any pre- or post-impact mechanical anomalies. According to photographs and diagrams prepared by airport management, skid marks that aligned directly with the airplane's tire tracks in the grass began 1,130 feet prior to the departure end of the runway, just past taxiway A.

The pilot held an airline transport pilot certificate with type ratings for Cessna CE-500 and CE-525 airplanes. His most recent FAA second-class medical certificate was issued on March 18, 2015. Review of flight experience documents provided by the pilot's attorney revealed that the pilot reported 4075 hours of flight experience, of which 1,713 were in turbine-powered airplanes.

The 7-seat, low-wing airplane was manufactured in 1978, was powered by two Pratt and Whitney JT15D-4 turbofan engines, and was certified as a two-pilot airplane. Its most recent Phase 1-5 inspections were completed May 29, 2015 at 9,212.9 total aircraft hours. The airplane accrued 52.6 hours since that date.

At 1853, the weather reported at SRQ included few clouds at 2,220 and 3,100 feet, calm wind, and 10 miles visibility. The temperature was 27°C, the dewpoint was 25°C, and the altimeter setting was 29.89 inches of mercury.

Pilot Information

Certificate: Airline Transport; Flight Instructor; Commercial; Private
Age: 53, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 03/18/2015
Occupational Pilot: Yes
Last Flight Review or Equivalent: 04/28/2015
Flight Time:  (Estimated) 4072 hours (Total, all aircraft), 1500 hours (Total, this make and model), 3968 hours (Pilot In Command, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N622PG
Model/Series: 550
Aircraft Category: Airplane
Year of Manufacture: 1978
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 550-0037
Landing Gear Type: Tricycle
Seats: 7
Date/Type of Last Inspection: 05/29/2015, Continuous Airworthiness
Certified Max Gross Wt.:
Time Since Last Inspection: 9212 Hours
Engines: 2 Turbo Fan
Airframe Total Time:  as of last inspection
Engine Manufacturer: P&W CANADA
ELT: Installed, not activated
Engine Model/Series: JT15D-4
Registered Owner: WSW RENTAL OF SARASOTA LLC
Rated Power: 0 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: SRQ, 23 ft msl
Observation Time: 2253 UTC
Distance from Accident Site: 0 Nautical Miles
Direction from Accident Site: 323°
Lowest Cloud Condition: Few / 2200 ft agl
Temperature/Dew Point: 27°C / 25°C
Lowest Ceiling:
Visibility:  10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 29.89 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: BOCA RATON, FL (BCT)
Type of Flight Plan Filed: IFR
Destination: Sarasota, FL (SRQ)
Type of Clearance: IFR
Departure Time: 1827 EDT
Type of Airspace: Class C

Airport Information

Airport: SARASOTA/BRADENTON INTL (SRQ)
Runway Surface Type: Asphalt
Airport Elevation: 29 ft
Runway Surface Condition: Dry
Runway Used: 22
IFR Approach: RNAV
Runway Length/Width: 5009 ft / 150 ft
VFR Approach/Landing: Full Stop

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude:  27.395556, -82.554444 (est)

Dallas Love Field Airport (KDAL) gate fight heats up with court hearings

Travelers could see changes in flights at Dallas Love Field depending on whether a federal judge in Dallas agrees this week to let Delta Air Lines keep flying there — at least for a while.

A decision also would affect Dallas-based Southwest Airlines, the dominant carrier at the city-owned airport that is letting Delta use one of its gates there.

Whatever happens, it will be only temporary relief for an increasingly complex, contentious fight that began late last year.

“The city brings this action to resolve the disputes, to enable it to perform its obligations and to prevent disruption of service to the flying public,” the city of Dallas said in its lawsuit seeking guidance on how to deal with the situation.

The battle heats up Monday and Tuesday, when U.S. District Judge Ed Kinkeade is scheduled to hear arguments from Southwest, Delta, Dallas and the U.S. Department of Transportation on whether to keep Delta flying at Love Field until the parties settle their dispute.

The city, Delta, Southwest, the Transportation Department and the Federal Aviation Administration — all parties to the lawsuit — declined to comment Friday.

Delta now operates five daily flights to its home base of Atlanta from one gate at Love Field under an agreement with Southwest, but that deal ends Wednesday.

Southwest wants to use the gate to accommodate the expansion it’s carried out since federal flying restrictions at the airport were lifted last October. Since then, it has expanded from 118 departures to 16 cities to 180 flights to 50 cities.

Also since then, Delta has been fighting to get a permanent foothold at Love Field.

This is the second time a request is being made to extend Delta’s operations beyond a scheduled deadline. The airline’s right to fly out of Love Field was set to expire July 7, but Southwest, at Kinkeade’s urging, agreed to let Delta stay until Wednesday.

Southwest leases 16 of the 20 gates at Love Field from the city. In January, the airline said it would gain two more gates in March through a sublease with United Airlines, which left the airport. At the time, Delta was using one of United’s gates for its flights to Atlanta.

“The city, Southwest and Delta indicate that they have discussed possible methods for resolving the case but have been unable to reach agreement,” Kinkeade said in an August court filing. “The parties are directed to continue to work in good faith.”

Here’s where the parties stand based on their court filings and statements.

Southwest


The airline wants its gate back.

Southwest says its lease with Dallas gives it “preferential use of the Love Field gates.” It also argues that a 2006 agreement by the airline, the cities of Dallas and Fort Worth, Dallas/Fort Worth International Airport and American Airlines regarding future service at Love Field “prohibits the DOT from compelling the city [of Dallas] to force Southwest to accommodate Delta.”

Southwest further argues that Delta, which also flies out of D/FW Airport, shouldn’t be allowed to operate out of two airports in the same market.

Delta


Delta wants the judge to approve a preliminary injunction that will let it continue flying at Love Field. The airline also said Southwest should lose the two gates it leases from United and the judge should make them available to any airline, not just Delta.

Delta argues that the terms of the Love Field lease agreements and various provisions of federal law give it the right to “long-term accommodation at Love Field.” It also disputes Southwest’s single-market claim about Love Field and D/FW Airport.

City of Dallas


The city wants guidance in what to do with leases at Love Field. It first asked the DOT for guidance in December regarding Delta’s request for long-term accommodation of its five daily departures at Love Field.

“Mandates from two federal agencies under color of federal law and conflicting legal claims and litigation threats by several airlines under federal law have put the city in an impossible situation that only this court can resolve,” the city said in its original lawsuit, filed in June against Delta, Southwest, three other airlines that fly at Love Field, the DOT and the FAA.

In a July court filing, the city said it expects Southwest to win the fight at Love Field.

DOT

The federal agency and its FAA division last week asked the court to release them from the case or put it on hold until a separate but related legal proceeding in Washington reaches a conclusion. That suit, filed by Southwest in a federal appeals court in Washington, asked the court to clarify a December letter from the DOT to Dallas regarding Delta at Love Field.

The federal agencies also are investigating why the city hasn’t taken action at Love Field.

Source:  http://www.dallasnews.com

Military aircraft flies over Tumon Bay at low altitude (with video)



KUAM News has received a video of what appears to be a U.S. Air Force C-130 aircraft flying low over Tumon Bay. 

According to a witness the plane made two passes over the water.

The incident occurred around 5pm Sunday.

The witness told KUAM he was at the beach with his family and was alarmed when he saw how low the aircraft was flying near the water and  shore. He caught the second pass of the plane on video.

Story, photo and video:  http://www.kuam.com


Air Tour to make stop in Garden City, Kansas

The annual Fly Kansas Air Tour will make a stop in Garden City Wednesday morning, as part of its five-day, 12-community barnstorming of the state to promote aviation in Kansas.

The tour kicks off in Wellington Tuesday and concludes in Newton on Oct. 3, making stops in Pratt, Dodge City, Liberal, Garden City, Colby, Hays, Concordia, Junction City, Emporia and Beaumont.

“The Fly Kansas Air Tour is a unique chance to see the state and learn about general aviation up close,” KDOT Aviation Director Tiffany Brown said. “We hope to connect with both students and members of the community to demonstrate the important role their airport plays in their community.”

At stops along the tour, students will be invited to learn about topics that include basic flight principles and aviation education opportunities, as well as discuss careers in aviation with air ambulance operations, airport managers, aerial applicators, engineers, airline pilots and meet the 1st Aviation CombatBrigade from Fort Riley.

Rachelle Powell, Garden City Regional Airport's aviation director, said up to 24 airplanes will begin arriving shortly before 9 a.m. Wednesday. The public is invited, and students from Garden City and Holcomb schools are expected to attend the roughly hour-long event.

Local community members are welcome and encouraged to visit the airport to watch the mass arrival of aircraft and visit with the pilots.

“It's basically like an open house where people can walk around and look at the airplanes,” Powell said. “We'll also have tours of the air traffic control tower, some heavy equipment the airport utilizes on display and the aircraft rescue and firefighting truck will be out. That way, it will give people and the children an opportunity to talk to people about careers in aviation, and just kind of have fun.”

The event is open to anyone with an interest in aviation or learning more about the airport.

This is the second year for the air tour, but the first time Garden City will be one of the stops, Powell said.

“We love aviation. We're always excited to see airplanes and talk to pilots and share the thrill of aviation with the community,” she said. “It's going to be a fast and furious hour, but it will be a good time.”

On Oct. 3, the air tour will stop at the Newton airport and participate in the Experimental Aircraft Association Chapter 88 fly-in, which features Young Eagle flights and commemorative Air Force aircraft, as well as a banquet dinner.

The air tour is organized by the Kansas Commission on Aerospace Education, in partnership with the Kansas Department of Transportation, Division of Aviation.

Source:  http://www.gctelegram.com

Cessna 182A Skylane, N3921D, Texas Skydiving Center: Fatal accident occurred September 27, 2015 near Lexinton Airfield (TE75), Lee County, Texas

AUSTIN SKYDIVING CENTER INC:   http://registry.faa.gov/N3921D

FAA Flight Standards District Office:  FAA Houston FSDO-09

NTSB Identification: CEN15FA427
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 27, 2015 in Lexington, TX
Probable Cause Approval Date: 05/02/2016
Aircraft: CESSNA 182, registration: N3921D
Injuries: 1 Fatal.

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

The commercial pilot was returning the airplane to the departure airport for landing after a skydiving flight. Two witnesses reported observing the pilot fly the airplane over the runway; one witness said it was about 50 ft above ground level (agl), and the other witness said it was about 100 ft agl. One of the witnesses added that, when the airplane reached the end of the runway, it pitched up about 45 degrees, gained about 200 ft of altitude, and then entered a turn with a 45 bank angle. The witness added that, after the airplane had turned about 90 degrees to a westerly heading, its nose dropped, and the airplane "immediately dove." The airplane subsequently entered a left spin and rotated about 180 degrees before impacting trees and then the ground. A second witness noted that the engine sounded like it was at "full throttle" during the descent as if the pilot was attempting to recover from the dive.

A postaccident examination of the airframe and engine revealed no preimpact mechanical failures or malfunctions. The airplane wreckage was confined to the vicinity of the accident site. Tree breaks in the immediate vicinity of the accident site were consistent with a high-angle descent immediately before impact. Based on the witness statements, it is likely that the pilot intentionally initiated a turning climb but failed to maintain adequate airspeed and exceeded the airplane’s critical angle-of-attack, which resulted in an aerodynamic stall/spin from which he could not recover.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain adequate airspeed and his exceedance of the airplane’s critical angle of attack during a climbing turn, which resulted in an aerodynamic stall/spin at too low of an altitude to recover.

HISTORY OF FLIGHT 
On September 27, 2015, about 1830 central daylight time, a Cessna 182A airplane, N3921D, was substantially damaged during an in-flight collision with trees and terrain near Lexington, Texas. The pilot sustained fatal injuries. The aircraft was registered to and operated by Austin Skydiving Center, Inc. under the provisions of 14 Code of Federal Regulations Part 91 as a part of a skydiving flight operation. Day visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated from the Lexington Airfield (TE75), Lexington, Texas, about 1800. 

A witness, who was one of the skydivers onboard the initial portion of the accident flight, reported that the flight to the jump altitude of 10,000 feet was "routine." After exiting the airplane, his parachute descent was uneventful. After his parachute landing, he observed the airplane overfly the runway northbound about 50 feet above ground level (agl). When the airplane reached the north end of the runway, it pitched up about 45 degrees. Once the airplane had gained about 200 feet of altitude, it entered a left 45-degree banked turn. After it had completed about 90 degrees of the turn, to a westerly heading, the nose dropped and it "immediately dove." The airplane subsequently entered a left spin, rotating about 180 degrees before impacting the ground. He estimated that 1-1/2 to 2 seconds elapsed from the time the nose dropped until the airplane impacted the ground. 

A second witness reported that he was on the back porch of his home at the time of the accident. He recalled hearing the airplane for 5 to 10 seconds before seeing it. He added that it approached from the north and sounded "loud," which drew his attention toward the airplane. He noted that the engine "sounded like it was at full throttle" as if the pilot was attempting to recovery from the dive. His view of the airplane was initially obscured by the house roof and the trees. Once he saw the airplane it was nose down, descending toward a wooded area behind his home. He noted that the airplane appeared to be intact, with both wings and the tail visible. The airplane subsequently impacted the trees. 

A third witness reported that the accident occurred on the last or second to last flight of the day. After the skydivers had landed, the jump airplane approached the runway and appeared to be in a position to land. However, as the airplane neared the runway, it leveled off about 100 feet above the ground and overflew the runway. The airplane crossed over approximately perpendicular to the main road passing the airport. Shortly after crossing the road, he observed the airplane enter a left turn, expecting it to complete the turn and return for a landing. However, before it completed the turn, the airplane seemed to lose its momentum and the nose dropped abruptly. 

Another skydiver, who had been onboard the initial portion of the accident flight, reported that the takeoff and the subsequent climb to the jump altitude was "not noteworthy at all". He did not observe the airplane after he exited until he saw it at the accident site. He commented that they had started about 1000 that morning, and had been skydiving for most of the day. He estimated there had been about 10 or 11 airplane loads of skydivers during that timeframe. He added that the airplane was refueled immediately before the accident flight. 

PERSONNEL INFORMATION 
The pilot held a commercial pilot certificate with single-engine land and instrument airplane ratings, which was issued on November 1, 2014. He was issued a first class airman medical certificate with a restriction for corrective lenses on January 13, 2015. 

A review of the pilot's logbook revealed that his most recent flight entry was dated September 25, 2015; two days before the accident. He had logged 862.0 hours total flight time, including 846.2 hours in single-engine land airplanes and 605.5 hours in Cessna model 182 airplanes. Of the total flight time, 780.8 hours were logged as pilot-in-command and 238.2 hours were logged as dual instruction received. The pilot's logbook included endorsements for complex and high performance airplane operations. 

A colleague of the accident pilot described him as a "skilled pilot." The colleague added that he had felt safe when flying with the accident pilot, more so than other pilots he had flown with in the past. 

AIRCRAFT INFORMATION 
The accident airplane was a Cessna model 182A (s/n 18234621). The Cessna 182A is a single-engine, four-place design, with a fixed tricycle landing gear arrangement. It was powered by 230-horsepower Continental Motors O-470-L six-cylinder, reciprocating engine (s/n 67911-7-L). Thrust was provided by a two-blade McCauley model 2A34C203-C/G-90DCA-8 constant speed (variable pitch) propeller assembly (s/n 010632). 

According to maintenance records, the most recent annual inspection was completed on June 30, 2015, at a recording tachometer time of 4,178.3 hours. An airframe logbook entry, dated August 25, 2015, indicated that the recording tachometer hour meter failed at 4,200 hours and that a recording hour (Hobbs) meter was installed, which indicated 0 hours at that time. The most recent inspection consisted of a 100-hour inspection completed on September 24, 2015. The airframe had accumulated about 4,282 hours total time. The recording hour (Hobbs) meter indicated 82.7 hours at that time. 

The accident engine was overhauled in November 2011, at 3,058.7 hours total time. The overhauled engine was installed on the accident airframe on November 30, 2014, and subsequently accumulated 919.5 hours. According to the maintenance logbook, the engine was disassembled and inspected due to a propeller strike before installation on the accident airframe. At the time of the most recent 100-hour inspection, the engine had accumulated about 4,124 hour total time, with about 1,066 hours since overhaul. The propeller assembly had accumulated about 1,116 hours total time. 

Two modifications related to parachute jumping (skydiving) had been made to the accident airplane. The first modification removed the right front and rear seats, and installed floor level seat belt brackets to accommodate four occupants in addition to the pilot. The second was related to a modification of the right cabin door to allow for the in-flight operation of the door for parachute jumping. 

METEOROLOGICAL INFORMATION 
Weather conditions recorded by the Giddings-Lee County Airport (GYB) Automated Weather Observing System (AWOS), located about 15 miles south of TE75, at 1835, were: wind from 120 degrees at 7 knots, 10 miles visibility, clear sky, temperature 27 degrees Celsius, dew point 19 degrees Celsius, and altimeter 29.87 inches of mercury. 

Weather conditions recorded by the Caldwell Municipal Airport (RWV) AWOS, located about 15 miles northeast of TE75, at 1830, were: wind from 110 degrees at 6 knots, 10 miles visibility, clear sky, temperature 27 degrees Celsius, dew point 18 degrees Celsius, and altimeter 29.87 inches of mercury. 

WRECKAGE AND IMPACT INFORMATION 
The airplane impacted trees and terrain about one-quarter mile north-northwest of TE75. The accident site was located in a wooded area, on the slope of an embankment surrounding a small pond. Tree breaks in the immediate vicinity of the accident site were consistent with a high angle of descent prior to impact. One tree limb, approximately 6 inches in diameter, was partially severed consistent with a propeller strike. The end of severed tree limb was oriented about 45 degrees relative to the horizon, which was consistent with an approximate 45-degree nose down airplane attitude. The airplane came to rest upright on the sloped side of the embankment and all wreckage was confined to the vicinity of the point of impact. All airplane structural components were located in the relative positions of an intact aircraft. 

The nose and forward fuselage was deformed and fragmented consistent with impact forces. The engine was dislocated aft into the firewall to a point approximately in-line with the leading edge of the wings. The cockpit area was compromised and fragmented. The fuselage exhibited buckling and deformation in the vicinity of the aft cabin and baggage area. The empennage remained attached to the aft fuselage and appeared intact. The rudder and elevators remained attached to the vertical and horizontal stabilizers, respectively. Control continuity was confirmed from the rudder and elevators to the cockpit area. At the time of the postaccident examination, both cabin doors were separated and located adjacent to the fuselage. 

The left wing was separated and located adjacent to the fuselage at the time of the postaccident examination. The forward spar and wing strut both exhibited cuts at the wing root and mid-span, respectively, consistent with a postaccident removal of the wing. Separation of the aft spar was consistent with an overload failure due to impact forces. The wing structure was deformed and the leading edge exhibited aft crushing along the entire span. The aileron and flap remained attached to the wing. Control continuity was confirmed from the aileron and the flap to the wing root. 

The right wing remained attached to the fuselage. The wing structure was deformed, with aft crushing along the entire leading edge. The aileron and flap remained attached to the wing. The right aileron control tube was separated between the bellcrank and the control surface consistent with an overload failure. Control continuity was confirmed from the aileron bellcrank to the wing root. The aileron cross-over cable was separated inboard of the wing root; the separation appeared consistent with an overload failure. Control continuity of the right wing flap was confirmed to the wing root. 

The engine sustained damage consistent with impact forces. All six cylinders remained attached to the crankcase. Internal engine and accessory section continuity were confirmed through crankshaft rotation. Suction and compression were noted at all cylinders. A lighted borescope examination of each cylinder did not reveal any anomalies related to the individual cylinders, pistons, or intake/exhaust valves. The upper spark plugs exhibited normal combustion signatures. The left magneto was separated from the engine mounting pad; the right magneto remained secured to the engine. Both magnetos produced a spark across all leads when rotated. The carburetor housing was fractured consistent with impact forces. The fuel screen was intact and unobstructed. 

The propeller separated from the engine due to a fracture of the propeller hub adjacent to the mounting flange. Both propeller blades remained with the forward portion of the hub, which was located near the engine at the accident site. The aft portion of the hub remained attached to the engine propeller flange. The appearance of the fracture surface was consistent with an overstress failure due to impact forces. The propeller blades exhibited minor bending and twisting over the span of the blade. One blade sustained minor scuffing damage in an area located about one-third span from the blade root and over the outboard one-third of the blade span. 

The postaccident examination did not reveal any anomalies consistent with a preimpact failure or malfunction. 

MEDICAL AND PATHOLOGICAL INFORMATION 
An autopsy of the pilot was performed by the Travis County Medical Examiner's Office in Austin, Texas, on September 29, 2015. The pilot's death was attributed to blunt force injuries sustained as a result of the accident. 

The FAA Civil Aerospace Medical Institute (CAMI) toxicology report noted: 
No Ethanol detected in Vitreous; 
Dextromethorphan detected in Liver; 
Diphenhydramine detected in Liver; 
Doxylamine detected in Liver.

NTSB Identification: CEN15FA427 
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 27, 2015 in Lexington, TX
Aircraft: CESSNA 182, registration: N3921D
Injuries: 1 Fatal.

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

On September 27, 2015, about 1830 central daylight time, a Cessna 182A airplane, N3921D, was substantially damaged during an in-flight collision with trees and terrain near Lexington, Texas. The pilot sustained fatal injuries. The aircraft was registered to and operated by Austin Skydiving Center, Inc. under the provisions of 14 Code of Federal Regulations Part 91 as a skydiving flight operation. Day visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated from the Lexington Airfield (TE75), Lexington, Texas, about 1800.

A witness reported that the airplane overflew the runway northbound about 50 feet above ground level. When the airplane reached the north end of the runway, it pitched up about 45 degrees. Once the airplane had gained about 200 feet of altitude, it entered a left 45-degree banked turn. After it had completed about 90 degrees of the turn, to a west heading, the nose dropped and it "immediately dove." The airplane subsequently entered a left spin, rotating about 180 degrees before impacting the ground. He estimated that 1-1/2 to 2 seconds elapsed from the time the nose dropped until the airplane impacted the ground.

The airplane impacted trees and terrain about 0.25nm north-northwest of TE75. The accident site was located in a wooded area, on the slope of an embankment surrounding a small pond. Limited tree breaks were consistent with a high angle of descent immediately prior to impact. The airplane came to rest upright on the sloped side of the embankment and all wreckage was confined to the vicinity of the point of impact. All airplane structural components were located at the accident site and in the relative positions of an intact aircraft; all flight control surfaces remained attached to the airframe.


The witness described the weather conditions at the time of the accident as hazy, with a few high clouds and no precipitation. The wind was light, 3 or 4 knots, with no wind gusts.

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


Christopher Colly Lyons


LEXINGTON, Texas (AP/KXAN) — Investigators are trying to determine what caused a skydiving school plane to stall and crash in Central Texas, killing the pilot.

The Texas Department of Public Safety on Tuesday identified the victim as 32-year-old Christopher Colly Lyons, of Lexington.

DPS says the accident happened Sunday night near an airfield in Lexington, about 45 miles east of Austin.

Trooper Robbie Barrera says the pilot was attempting to land when the Cessna 182A, a single-engine plane operated by Austin Skydiving Center, stalled and crashed. Barrera says the plane went down on private property.

Investigators had no immediate information on whether any skydivers had been on board just prior to the accident.

A message left with Austin Skydiving Center wasn’t immediately returned Tuesday.

Christopher Colly Lyons



A Texas Skydiving Center pilot was killed Sunday evening in a crash in Lee County.

Within hours, investigators working for the FAA headquartered out of San Antonio were at the crash site off F.M. 696 East in Lexington, about 45 miles west of Bryan-College Station.

Texas DPS Trooper Robbie Barrera confirmed that the plane belonged to Texas Skydiving Center, which is on Private Road 7022 in a rural area. It wasn't clear whether anyone else was  on board the plane or whether skydivers already had been dropped off.

Details about the crash - including the name of the pilot and information about the plane's history - were not available. Barrera referred all questions to the FAA; those officials couldn't be reached.

A woman answering the phone late Sunday at the skydiving school said they'd have no comment until all the family members of the pilot who perished were contacted.

A DPS official from the Bryan office contacted Department of Public Safety staffers at 6:58 p.m. to report the crash, but the time of the crash wasn't released.

The skydiving company's safety record is mentioned on its website, saying that all the equipment surpasses the safety standards of the U.S Parachute Association and the Parachute Industry Association. The business is affiliated with Skydive University, which is considered an advanced school for skydiving instructors.

Source:  http://www.theeagle.com


One person is dead after his plane crashed in Lexington. This is northeast of Elgin. 

DPS Trooper Robbie Barrera confirms they received a call about a plane going down just at 6:58 p.m. Sunday night. 

The plane went down at 1953 FM 696 E. This is near the Texas Skydiving Center located at 1055 PR 7022, Rt 696, Lexington, TX. 

So far officials can confirm that the pilot was killed in the crash but are not speaking to any other injuries or fatalities. 

The Federal Aviation Administration out of San Antonio will be the lead investigative agency on this crash.

 

LEE COUNTY, Texas (KXAN) — A plane crashed on private property in Lee County Sunday night.

The Lee County Sheriff’s office says the crash happened at 6:30 p.m. on private land on FM 696 East, outside of Lexington.

According to the Department of Public Safety, the pilot of the plane has died in the crash. The condition of the other passengers and model of the plane is unknown at this time.

The pilot has not been identified at this time.

The Texas Skydiving Center: Skydiving Austin is located outside of Lexington in Lee County. It is not confirmed whether or not the plane was from the center.

Flying high for 50 years

Terry Stern pauses on the tarmac on a foggy Saturday morning at the Brainerd Lakes Regional Airport near his T-6 Texan aircraft after receiving the Wright Brothers Master Pilot Award, which is given to pilots who fly for 50 years without incident or accident. 


Having a clean driving record spanning 50 years is hard enough, which makes Terry Stern's achievement of an incident-free 50-year flight career seem downright impossible.

On Saturday, representatives from the Federal Aviation Administration presented Stern with the Wright Brothers Master Pilot Award, which is given to pilots who fly for 50 years without incident or accident.

The ceremony took place early on a foggy Saturday morning at the Brainerd Lakes Regional Airport, where Stern meets almost every Saturday morning at the Wings Cafe with his pilot friends.

Stern told the Brainerd Dispatch Wednesday he took his first solo flight in February of 1964 when he was 17 years old. Now 68, Stern is coming up on the 52nd anniversary of his solo flight.

Stern said he wasn't surprised by the award, as he knew once he hit the 50-year mark of his flight career, he could apply for the distinction. He submitted his application and a couple of his pilot friends Chuck Datko, Bruce Olson and Janaka Bolduc submitted recommendation letters on his behalf, and that was that.

"I didn't even put an application in for it right away," Stern said.

Stern said he's logged about 6,500 pilot hours, which isn't much compared to airline pilots who can log 20,000-30,000 hours.

The Wright Brothers Master Pilot Award is quite the recognition for someone "who doesn't like to toot his own horn," said Jeff Wig, Brainerd Lakes Regional Airport manager. That humble attitude is part of the reason for Stern's understated awards ceremony, which took place without much fanfare.

All four pilots are part of a group called T-6 Thunder North American Flight Team, which performs flyovers for different events, Stern said. For those flyovers, Stern pilots his 1944 North American Aviation T-6 Texan.

Stern's T-6 is quite a sight to see when he takes it out on the airfield, Wig said.

"It's got the old radial engine that just rumbles," Wig said. "You stand near it and you can feel it in your gut."

Saturday morning's blanket of fog prevented the arrival of friends who planned to arrive by air with vintage aircraft.

Stern worked as a corporate pilot for a time, was on-call flying for different companies, which gave him the chance to fly a wide variety of planes. He's spent the last 15 years flying in the Commemorative Air Force, which gave him the chance to fly more classic, military-style planes.

Along with his brother Donovan, Stern started Stern Rubber Company in 1969, and the company has been located in Staples since 1973. Flying played a key role in the company's development, Stern said.

"We used aircraft to visit customers and to deliver parts to the customers," Stern said. "Just being able to move people around quickly and help a customer out if they had a problem."

Plenty of Brainerd area companies rely on aircraft to connect their businesses to their customers, Stern said.

"It's important to all of us," Stern said. "Being able to move people around quickly without having to be on an airline schedule is very important."

Stern's flying career has been without incident, but he said that doesn't mean he hasn't had to deal with mechanical issues. He's run across engine or cylinder issues while he's been flying, but he's been able to make sure the issue didn't grow into a big problem.

"It's all stuff you train for," Stern said. "And for me at least, everything worked out very well."

When Stern describes a situation where he fixed an issue mid-flight, people often ask him if the situation was scary, he said. But fear doesn't factor into the situation.

"When there is an emergency, the training kicks in and you take care of it," Stern said. "You just deal with the situation and take care of it."

There's a mix of luck and skill involved in having an incident-free flight career, Stern said. But in his case, it's more the result of good training and preparedness.

"If you lose an engine in a multi-engine aircraft it can be a disaster," Stern said. "But it shouldn't be, with the proper training and preparedness."

The Wright Brothers Master Pilot Award also shows aviation is a safer form of transportation than people think, Stern said.

"I'm not the only one that's gone 50 years without an incident," Stern said.

Stern's honor goes to show there's a thriving aviation community in the Brainerd lakes area, Wig said, filled with "true-blue aviation enthusiasts."

"Aviation has a lot of wonderful people with interesting backgrounds and personalities and interests," Wig said. "I just think it's a wonderful thing to have here in Brainerd."

According to the FAA's online database of Wright Brothers Master Pilot Award winners, there are currently 55 honorees in Minnesota, but Stern is the first from the Brainerd lakes area.

Stern's time behind the yoke varies now, but he averages a couple flights per week. He'll go two to three weeks without flying, and then have a weekend like a recent one where he flies in five different airshows.

With the Commemorative Air Force, Stern does a lot of missing man formation flyovers at funerals for fallen pilots or veterans.

"The idea is to remember the people that sacrificed everything for us," Stern said. "That's probably our biggest mission, is remembering the veterans and the people that gave everything they had to protect our freedom."

Award background


Jay Flowers, from the Flight Standard District Office in Fargo, presented the Wright Brothers Master Pilot Award to Stern Saturday. Flowers said the FAA started presenting the awards on Aug. 11, 2003, to honor pilots with 50-year, clean records.

"As long as they have a clean record, and have been very active in aviation, then they basically qualify for the award," Flowers said.

The FAA also evaluates applicants for "good, moral character," Flowers said, so there is a processing or vetting process applicants go through. Flowers brought a record book of all of Stern's flight data, about an inch thick, going back to his very first flight. Friends and family looked on as Flowers noted Stern's achievements and presented the award in the airport's conference room.

One pilot who Flowers gave the award to only had 600 hours of flight time in his lifetime, Flowers said. The amount of flight hours depends on how active the pilot has been over those 50 years.

"You can't say that it's one demographic, one or the other, that gets it," Flowers said. "It's just the guys that have been dedicated that long."

Many private or recreational pilots follow a similar flight career path, Flowers said. They start flying when they're young, and then aviation goes on the back burner as they start and raise families. Then, when they hit 55 or 60 years old, they come back to it.

"Some guys need something to do, maybe they've been retired from some other job," Flowers said. "And they'll start doing small charters here and there for different companies."

In the past two years, Flowers said his office has given out around 24 Wright Brothers Master Pilot Awards. It's the recipient's decision on how or where they get the award. Some are fine with a little recognition, he said, but most don't want any fanfare. For those apprehensive pilots, Flowers proposes a solution. He brings the award to the pilot's regular coffee group, buys a round of joe, and presents the award.

A pilot himself, Flowers said it's quite the experience presenting the award to another pilot, some of whom have been flying since World War II.

"Most of these guys had a career before I was even born," Flowers said. "I was born in '62, and these guys were active back in the '40s."

Aviation is an evolving, volatile environment, Flowers said, so many of these pilots have a wealth of knowledge to pass on to the next generation of pilots.

"The scars that these guys carry is the knowledge that they're passing forward to their students," Flowers said.

Pilots come from all walks of life, Flowers said, but one thing is constant: They love to fly.

"If you're a pilot, you love it, you don't back down from it, and it's all you think about," Flowers said. "They're all walks of life, and they all love the profession."

Story and photo gallery:  http://www.brainerddispatch.com


Jay Flowers (left) Federal Aviation Administration program manager from Fargo, N.D., shares a laugh with pilot Terry Stern Saturday morning at the Brainerd Lakes Regional Airport moments after presenting him with The Wright Brothers Master Pilot Award for 50 years of flying without incident or accident.

Zenith Zodiac CH 601, N401: Fatal accident occurred September 26, 2015 near St. Charles Airport (LS40), Ama, Louisiana

Guy Joseph Seghers

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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Baton Rouge, Louisiana 
Lycoming Engines; Williamsport, Pennsylvania

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

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

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

http://registry.faa.gov/N401 

NTSB Identification: CEN15FA426
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 26, 2015 in Ama, LA
Probable Cause Approval Date: 07/12/2017
Aircraft: JONES RALPH D ZODIAC CH 601 HD, registration: N401
Injuries: 1 Fatal.

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

The private pilot was conducting a local flight in the experimental, amateur-built airplane. GPS data indicated that, during the takeoff roll, the airplane had a maximum groundspeed of 84 knots. The groundspeed varied between 45 and 96 knots as the airplane turned to a southwesterly heading after departure. About 1 minute 18 seconds after takeoff, the airplane made a right turn toward the northwest. The last recorded data point showed the airplane at an altitude of 66 ft and a groundspeed of 15 knots. When the airplane failed to return to the airport, a search was initiated. The wreckage was found the next day. The airplane impacted terrain in a thickly wooded area in an 80°-nose-down attitude. The airplane's nose section was skewed to the right, the right wing was leading, the left wing was trailing, and the empennage was bent down to the left, consistent with the airplane being in a left spin following an aerodynamic stall. 

Examination of the propeller assembly revealed indications of little or no rotation at impact. An engine examination revealed no mechanical malfunctions or failures that would have precluded normal operation. The weather conditions were conducive to serious icing at glide power, but the airplane was operating at takeoff power. Therefore, it cannot be said with certainty that the carburetor accumulated ice and caused a loss of engine power. Based on the GPS data and wreckage examination, it is likely that the pilot failed to maintain adequate airspeed and exceeded the airplane's critical angle of attack following a loss of engine power for reasons that could not be determined based on available evidence, which resulted in an aerodynamic stall and subsequent left spin.

The pilot's autopsy identified significant coronary artery stenosis and evidence of a previous heart attack. The pilot's previous heart attack and significant coronary artery stenosis placed him at risk for an acute cardiac event such as an arrhythmia or ischemia that would have caused chest pain, shortness of breath, palpitations, or fainting. If such an event occurred, the acuteness of the accident would have precluded identifying evidence of it at autopsy. Although acute incapacitation could have occurred, this investigation was unable to determine whether the pilot's cardiovascular disease contributed to the accident. Additionally, the evidence of a loss of engine power does not support a medically incapacitating event.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain adequate airspeed and his exceedance of the airplane's critical angle of attack following a loss of engine power for reasons that could not be determined based on available evidence, which resulted in an aerodynamic stall and left spin.

HISTORY OF FLIGHT

On September 26, 2015, at 1222 central daylight time, an amateur-built Zodiac CH 601 HD airplane, N401, impacted terrain near St. Charles Airport (LS40), Ama, Louisiana. The pilot was fatally injured, and the airplane was substantially damaged. The airplane was registered to Buffalo RD, LLC, and was operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions existed near the accident site about the time of the accident, and no flight plan had been filed. The local flight originated from LS40 at 1221. 

According to GPS data downloaded from a Garmin Aera 500 GPS located in the wreckage, the airplane began its takeoff roll on runway 17 at LS40 at 1221:18. The maximum groundspeed during the takeoff roll was 84 knots. After takeoff, the groundspeed varied between 45 and 96 knots as the airplane turned to a southwesterly heading. At 1222:32, the airplane made a right turn toward the northwest . At 1222:37, the last recorded data point, the airplane was at 66 ft GPS altitude at a groundspeed of 15 knots. LS40 field elevation is 13 ft. When the airplane failed to return to the airport, a search was initiated. The wreckage was found the next day about 1300.

PERSONNEL INFORMATION

The pilot held a private pilot certificate with airplane single-engine land and gyroplane ratings. He held a Federal Aviation Administration third-class airman medical certificate, dated December 1, 2014, which contained the restriction, "must wear corrective lenses." The pilot's flight logbook was not located. The pilot did not report his flight time on his most recent application for his medical certificate; however, on a 1987 application for a medical certificate, the pilot reported he had logged an estimated 170 total flight hours.

AIRCRAFT INFORMATION

Zodiac Aircraft manufactured the airplane, serial number 6-3106, in kit form, and it was assembled in 2002. It was powered by a 65-horsepower Lycoming O-235-C1 engine, serial number 5544-15, and was equipped with a Warp Drive 3-bladed, fixed-pitch composite propeller. The propeller had been trimmed from 72 to 70.5 inches to increase static rpm to 2,750. 

Maintenance records indicated that the airframe's last conditional inspection was completed on June 9, 2015, at a tachometer time of 1,384.9 hours. At the accident site, the tachometer read 1,387.5 hours.

The engine received a field overhaul on January 18, 1965, and was installed in the airplane on May 22, 2012. At the time of the accident it had accrued 227.73 total hours and 72.77 hours since the overhaul. The engine's last 100-hour inspection was completed on June 9, 2015, at a tachometer time of 1,384.9 hours. 

METEOROLOGICAL INFORMATION

The closest official weather reporting station was at Louis Armstrong New Orleans International Airport (MSY), New Orleans, Louisiana, about 3 miles northeast from the accident location. At 1153, the MSY Automated Surface Observing System reported wind from 030° at 9 knots; visibility 10 miles; few clouds at 3,000 ft; ceiling 12,000 ft broken, 20,000 ft overcast; temperature 27°C, dew point 21°C; and an altimeter setting 29.97 inches of mercury.

A review of the Carburetor Icing Probability Chart indicated the temperature and dew point about the time of the accident near the accident site were conducive to "serious icing at descent power." 

WRECKAGE AND IMPACT INFORMATION

The airplane wreckage was found in a thickly wooded area less than .25 miles southwest of the departure end of runway 17 at LS40. Tree branches directly above the wreckage were broken, and the airplane struck the ground in about an 80°-nose-down attitude, as evidenced by damage to the wreckage and broken tree branches. The engine was skewed to the right with the right wing leading and the left wing trailing. The empennage was bent down to the left. The three-blade composite propeller remained attached to the engine. Two blades were intact. The third blade was broken off and located near the engine. All major airplane components and flight control surfaces were accounted for at the accident site.

MEDICAL AND PATHOLOGICAL INFORMATION

The St. Charles Parish Coroner's Office, Luling, Louisiana, conducted an autopsy of the pilot. According to the autopsy report, the pilot's cause of death was "multiple blunt force injuries, atherosclerotic cardiovascular disease". The autopsy identified 60% narrowing of the left anterior descending coronary artery, a transmural infarct (scar from an old heart attack) in the left ventricle, and no obvious recent infarcts (damage). 

The FAA's Bioaeronautical Sciences Research Laboratory conducted toxicology testing on specimens from the pilot. Results were negative for all substances tested for.

TESTS AND RESEARCH

Emergency Locator Transmitter.

An Ameri-King Corporation AK-450 Emergency Locator Transmitter (ELT), S/N 499-664, was recovered from the wreckage and examined for functionality. The ELT was designed to transmit an emergency signal on 121.5/243 Mhz when activated. The recovered ELT passed all functional test during the examination and no anomalies were noted. Cospas-Sarsat Satellite monitoring for 121.5/243 Mhz was terminated in 2009. As such, ELTs broadcasting on 121.5/243 Mhz rely on reception by nearby aircraft or search and rescue personnel.

Engine and Airframe Examination. 

The engine was rotated by turning the propeller. Continuity was confirmed from the crankshaft to the rear gears and to the valve train. Compression and suction were observed from all four cylinders. The interiors of the cylinders were examined using a lighted borescope and no anomalies were noted.

A review of copies of airframe and engine logbooks revealed the engine was last overhauled on 01/18/1965. It was installed on the accident aircraft on the accident aircraft on 05/22/2012 with 72.77 hours since that overhaul and had accumulated a total of 227.73 hours time in service and more that 50 calendar years since overhaul at the time of the accident.

The engine was equipped with a Warp Drive 3-blade composite propeller, S/N T7872. The propeller spinner was fragmented. The propeller and two propeller blades remained attached to the crankshaft flange. The remaining propeller blade was separated from the hub at the blade root.

The carburetor air box was impact damaged and the position of the carburetor heat valve undetermined. The carburetor heat knob in the cockpit was in a full forward position. The carburetor remained attached to the engine. The throttle and mixture control cables were impact damaged. The throttle cable remained attached to the carburetor throttle control arm and the arm was observed in a full throttle position. There were two controls labeled "throttle" in the cockpit. The left control was over extended aft. The right control was full forward. The mixture control cable remained attached to the carburetor mixture control arm. The arm was observed in a full lean position. The cockpit mixture control knob was fully forward.

The carburetor was removed and partially disassembled. No damage was noted to the carburetor internal components. A few drops of liquid were observed in the carburetor fuel bowl. The liquid had an odor consistent with aviation fuel. A check of the liquid with water finding paste was negative for water. The carburetor fuel inlet screen was unobstructed. The aircraft fuel strainer/gascolator bowl was separated and found among the wreckage. The fuel screen was not observed.

The aircraft fuselage fuel tank was partially crushed and empty. The tank on/off valve and screen assembly was removed. Debris was observed on the outer surface of the screen. A hole was observed in the screen mesh. A fuel vent tube was observed in the upper corner of the fuel tank. No hose was attached to the tube and a bolt was observed driven into the tube, obstructing the opening. The fuel tank cap appeared to be an automotive type "screw on "oil cap drilled for a float and rod type fuel level indicator. The float was observed about ½ full of liquid. The liquid from the float was not examined.

The left magneto was impact separated from the engine. The right magneto mounting flange was fractured and it remained partially attached to the engine. Both magnetos produced spark from all ignition towers when rotated by hand.

The starter was impact fractured and separated from the engine. The alternator remained attached to the engine and no damage was noted. The alternator belt remained in place. Oil was observed in the engine. No debris was observed in the engine oil screen.

No mechanical malfunctions or failures were noted with the engine or airframe that would have precluded normal operation.

ADDITIONAL INFORMATION

Lycoming Engines Service Instruction 1009AW states the following:

Engine deterioration in the form of corrosion (rust) and the drying out and hardening of composition materials such as gaskets, seals, flexible hoses and fuel pump diaphragms can occur if an engine is out of service for an extended period of time. Due to the loss of a protective oil film after an extended period of inactivity, abnormal wear on soft metal bearing surfaces can occur during engine start. Therefore, all engines that do not accumulate the hourly period of TBO [time between overhaul] specified in this publication are recommended to be overhauled in the twelfth year.


NTSB Identification: CEN15FA426
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 26, 2015 in Ama, LA
Aircraft: JONES RALPH D ZODIAC CH 601 HD, registration: N401
Injuries: 1 Fatal.

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

On September 26, 2015, at an unknown time, a Zodiac CH-601-HD, single-engine airplane, N401, impacted terrain near St. Charles Airport (LS40), Ama, Louisiana. The pilot was fatally injured, and the airplane was substantially damaged. The airplane was registered to Buffalo RD, LC; New Orleans, Louisiana; and was operated by a private individual, as a 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions (VMC) prevailed and a flight plan had not been filed. The airplane had departed LS40 about 1430 central daylight time for a local flight.

After the airplane failed to return a search began and a ground search party found the wreckage about 1300 on the following day. Evidence at the scene showed the airplane struck the top of a 40 foot tall tree in a thickly wooded area and was in about an 80 degree nose-down attitude when it impacted terrain. Other trees about 20 feet from the wreckage were not damaged.

The closest official weather reporting station was at Louis Armstrong New Orleans International Airport (KMSY), New Orleans, Louisiana, about 3 miles northeast from the accident location. At 1353 the Automated Surface Observation System at KMSY reported wind from 060 degrees at 6 knots, visibility 10 miles, few clouds at 4,000 feet, overcast clouds at 20,000 feet, temperature 27 degrees Celsius (C), dew point 21 degrees C, and an altimeter setting of 29.94 inches of Mercury.


Guy Seghers

The flag at the airfield in Ama flies at half-staff Monday.



Guy Seghers, a 56-year-old recreational pilot from New Orleans, had planned on driving out to a small airfield in St. Charles Parish over the weekend to meet someone who was interested in buying an airplane from him.

But the meeting fell through, according to his sister, Simone Seghers Barker, so Seghers decided to spend Saturday afternoon in the air, as he often did.

It was still not clear Monday exactly what went wrong, but the routine flight proved deadly when Seghers crashed in a wooded area near the airfield, perhaps not long after takeoff.

“It was supposed to be a little normal thing,” said Barker, who survives Seghers along with his wife, a daughter in her early teens and three siblings. “Unfortunately, he died doing the thing that he loved.”

Pilots at the airfield in Ama grew worried when Seghers didn’t return from his flight on schedule.

His dog, a Yorkie named Gigi, had been left behind in the hangar, Barker said.

Seghers was reported missing to the St. Charles Parish Sheriff’s Office about 7 p.m. Saturday.

St. Charles Sheriff Greg Champagne said a search for Seghers got underway immediately. It involved personnel from various agencies — including a helicopter from the Jefferson Parish Sheriff’s Office — and civilians, some of whom flew over the area in private planes.

The air search was grounded by stormy weather Sunday morning, but searchers on foot and in all-terrain vehicles finally spotted the wreckage of Seghers’ plane in a wooded area south of the private, turf airfield, which is under the control of the St. Charles Aviation Association and is about 3 miles southwest of Louis Armstrong International Airport in Kenner.

The National Transportation Safety Board did not respond Monday to a request for comment about any preliminary findings investigators may have made.

Aviation Association President John Lawrence said his group’s best guess was that Seghers lost control of his plane as he took off and then crashed in the trees near the airfield.

Lawrence said Seghers, a veteran dues-paying member of the association, was only the second pilot flying out of the airfield to die in a crash since it opened in 1961, as far as he was aware.

“Any time you lose a member for any reason is sad,” Lawrence said, “but especially in this kind of case.”

Barker said Seghers earned his living renting out various properties he owned in the New Orleans area. He had flown planes recreationally for some time, she said, and it was his main hobby outside of spending time with his wife, Mayumi, and their daughter, Josie.

Barker said her brother had planned on eating out with the family on Sunday.

“To hear that he had gone missing ... was just a tremendous jolt,” Barker said. “That was so not typical of him.”


Source:  http://www.theneworleansadvocate.com




The cause of a fatal plane crash at a private airport in St. Charles Parish on Saturday (Sept. 26) is under investigation by the National Transportation Safety Board. The aircraft, a single-engine Zenith 601CH crashed after

leaving the airport in Ama, killing the pilot, according to a Federal Aviation Administration spokesman.

The pilot, identified as 56-year-old Guy Seghers of New Orleans, was alone in the two-seater plane, authorities said. According to FAA records, registration of the experimental plane is pending.

The FAA classifies the plane as an experimental aircraft because the model is often amateur built from a kit. The FAA doesn't certify either the individual kits or their builders. Segher's plane, according to the FAA records, was built in 2002.

Seghers was reported missing around 7 p.m. Saturday after he failed to return to the Ama airport following a flight. The crash site was discovered in a wooded area south of the airport around 1:30 p.m. Sunday.

Seghers was a member of the St. Charles Parish Aviation Association, the private club that oversees the St. Charles Parish airport, and kept his plane there.

"He had a love of flying and flew often," said Tab Troxler, an aviation enthusiast and club member, who is also the parish's tax assessor. "We are all sad for his passing."

The private airport, also known as the "Ama Airport" has been operating since 1960. This is the second fatal accident in the airport's 55-year history, Troxler said.

Two people were killed in 2009 after their plane veered and hit trees during takeoff.

http://www.nola.com