Saturday, October 17, 2015

Incident occurred October 17, 2015 at Skydive DeLand • DeLand Municipal Airport (KDED), Volusia County, Florida

A man was injured while skydiving at Skydive DeLand Saturday afternoon, Deland Police said.

Police said a man, whose identity was not released, was taken to Halifax Health Medical Center around 3 p.m. after a hard landing and possibly broke his leg while skydiving.

This is the fourth incident this year at the facility, which resides near the DeLand Municipal Airport. In June, a man was airlifted to the hospital with injuries after taking a hard landing. A 33-year-old woman died in a sky-diving accident in April and in January a Navy SEAL died after an accident during a training exercise.

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

Pilots offer airlift support to mudslide victims, stranded motorists

From left, Andrew Angelotti, Dave Robins and Dustin Moshier were among the at least 10 pilots who volunteered their services by making numerous flights Friday morning between Mojave and Tehachapi airports in an effort to assist stranded motorists as well as people caught in mudslides.


Della Dusel and Kenneth Hetge of Recover Your Cub, a maintenance, repair and aircraft rental business operated out of Tehachapi Municipal Airport, offered local pilots the use of their aircraft to fly stranded motorists and those involved in the Highway 58 mudslide. About 20 flights were made on Friday carrying passengers to and from the Mojave Air and Space Port and the local airport.



If you can’t drive, you might as well fly.

At least 10 local pilots — perhaps more — offered disaster support to about 30 people who were directly impacted by the mudslides that buried Highway 58 between the Sand Canyon area of Tehachapi and Mojave Friday morning, forcing the closure of the major east-west Kern County artery.

“We work out of Mojave, and we knew people who were stuck in Mojave,” Andrew Angelotti said of how he and fellow pilot Dustin Moshier became involved. “We woke up this morning and knew people were going to be stuck in the mudslide, and they were going to need help.”

Angelotti said he found other local pilots thinking the same after receiving a call from Ken Hetge, owner of Recover Your Cub, who initiated an organized airlift support effort from his maintenance, repair and aircraft rental business, which he operates out of Tehachapi Municipal Airport.

“We have a lot of friends who work down at Mojave or at Edwards,” Hetge said. “We were all made aware that the road were going to be closed for possibly three or four days.”

Hetge said his wife, Della Dusel, suggested they help people get moving again by spreading the word to other local pilots that they would donate their aircraft, gas and expenses associated with flying stranded motorists.

Hetge said he and his wife got the “kids” together — a fond reference to the group of local, young pilots they have grown to know and love, and started firing up their airplanes.

Other pilots who participated included flight instructor Ed Dunlap, Bill McCune, Dave Robins, Brian Maisler, Jake “Danger” Riley, Chris Higbee and Ryan Young.

About 30 people were flown in an estimated 15 to 20 flights. Most were picked up at the Mojave Air and Space Port and taken to the Tehachapi Municipal Airport; however, others received airlifts from Tehachapi to Mojave, including one Los Angeles woman who was rescued after being swept away by the mudslide.

“I took three women who had been caught in the mudslide,” Angelotti said. “One of them had a hospital band still on her wrist because she was pulled by the water through a barbed wire fence. It was amazing to see just how worn out these people were. It was a photo moment when we got to Mojave and she jumped out of the airplane and ran up to her husband and hugs him.”

Most of the passengers airlifted out of Tehachapi were brought to the airport by American Red Cross volunteers.

McCune said he received an early morning phone call from a friend who was stranded in Mojave and was trying to find a way home. After receiving a second call from another local pilot, McCune said he learned about the spontaneous airlift effort, which the pilots have since dubbed “The Mojave Airlift of 2015.”

Hetge said he plans to keep offering airlifts as long as they are needed, depending on the weather.

“We are at the mercy of the weather. Flood warnings for all of Kern County are going off right now,” Hetge said. “When the clouds touch the wind turbines on the top of the mountain, that's when we have to stop flying.”

Said McCune, “Three days ago I was just thinking what would happen if all of the roads were to close, and strangely enough it happened. It just goes to show how important the airport is to the local community."

”This is a very good demonstration of what a group of pilots and a handful of pilots can do when we have a disaster,“ McCune said. ”This little airport with this little group of people made a difference in the lives of about 30 individuals.“

Said Moshier, ”I don’t think the Mojave towers have seen this much traffic in a long time.“

- Source:  http://www.bakersfield.com


The mudslide closed all lanes of traffic on Highway 58 just east of Cameron Road. Pilot Bill McCune took this aerial photo of vehicles still trapped in slide early Friday morning.


"It (the mudslide) was much worse than I thought it would be," said Pilot Bill McCune, who took this aerial of the scene early Friday morning.



An aerial view of Highway 58 facing east at 5,000 feet was taken by Pilot Bill McCune of Tehachapi, who was involved in voluntary transports of stranded motorists along with other local pilots who airlifted about 25 people from Mojave to Tehachapi.

Glasair: Fatal accident occurred October 17, 2015 in New Tecumseth, Simcoe County, Ontario, Canada

NEW TECUSMETH – A man is dead following a small plane crash near Beeton on Saturday afternoon.

OPP say shortly before 3:30 p.m. the plane struck some hydro wires along County Road 1 (the 8th Line) of New Tecumseth, west of Beeton, and crashed into a wooded area.

"It appears he was attempting to land," said Nottawasaga OPP Const. Harry Lawrenson.

The Transportation Safety Board of Canada (TSB) is investigating.

Chris Krepski of the TSB said it was an amateur-built aircraft, known as a Glasair. They are bought it kits and assembled, but there is federal oversight.

“This aircraft contacted some electrical wires, while on approach to land and the pilot, who was the sole occupant, was fatally injured,” said Krepski, who noted the plane caught fire after it crashed.

He said the pilot was attempting to land at an air strip, although was unsure if it was a private or commercial one.

The pilot has not been identified by OPP.

A resident of the area, who asked not to be identified, said there were snow flurries at the time.

Another neighbour, who lives on the 6th Line, said she heard the plane's engine 'supperting' as it flew by.

Another resident, who also asked not to be identified and lives along County Road 1, said he saw the aircraft bank before it crashed, then saw a plume of smoke.

Authorities say the plane was on fire, which was brought under control by New Tecumseth firefighters.

The TSB sent two investigators to the crash site Saturday and continued to work at the scene Sunday.

The crash resulted in a loss of power for more than 3,400 PowerStream customers in the Tottenham and Beeton areas.

By 5 p.m. hydro had been restored to more than 2,000 customers, with the remainder expected to have power by 7 p.m.

County Road 1 between Tottenham Road and Dayfoot Street was closed for the investigation.










Socata TB-20 Trinidad, N115DS, CNDT Assets LTD: Incident occurred October 17, 2015 at Fairfield County Airport (KLHQ), Lancaster, Ohio

Date: 17-OCT-15
Time: 17:10:00Z
Regis#: N115DS
Aircraft Make: SOCATA
Aircraft Model: TB20
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
FAA Flight Standards District Office: FAA Columbus FSDO-07
City: LANCASTER
State: Ohio

AIRCRAFT ON LANDING NOSE GEAR COLLAPSED, LANCASTER, OH

http://registry.faa.gov/N115DS




LANCASTER - Two men survived a rough landing Saturday at the Fairfield County Airport.

"After we took off, the light for the landing gear indicated there was something wrong," said Jon Lester,  pilot of Socata TB-20 Trinidad.

Lester, 55, was flying with pilot Dwight A. Nippert, 46. Both men are of Lancaster.

"We circled the field and they told us that the nose wheel had not fully come down," Lester said. The first emergency calls into the 911 center came at 12:30 p.m.

When it was clear that there might be a tough landing Lester texted his wife, Jenny, that they were having problems.

She arrived at the airport before they made their landing.

Also responding to the emergency, were firefighters form Greenfield, Bloom, and Pleasant townships, along with Lancaster. The Fairfield County Sheriff's Office and the Ohio Highway Patrol also responded.

Jenny said her husband had been flying for four years and was an accomplished pilot with a commercial license.

Lester said that once they knew the landing gear wasn't in place, they circled the field to burn off fuel and then came in very slow.

Nippert handled the landing and Lester handled all the other controls.

"Considering what it was, it was a very smooth landing," Lester said. "We came down nice and slow and glided to a smooth landing, with the nose tipping into the ground at the end.

As the plane touched down and fire engines and medic units rushed to the end of the field to the aircraft, the two men got out.

"No one was injured in the crash," said Lt. Chad Johnson, Greenfield Township Fire Department.

By 1:15 p.m., airport personnel were moving the aircraft into one of the hangars for further investigation of what went wrong with the nose wheel.

"I'm just glad they all made it down safely," Jenny said.

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


Busy little Palm Beach County Park Airport (KLNA) has had 48 crashes since 1982



LANTANA — Jonathan Sands tried to land at the Lantana airport just one time, but it was memorable: He ended up upside down in his RV6 aircraft after it flipped over close to the airport fence, just across Congress Avenue from the Atlantis Grill & Bar.

Sands blames himself for trying to land too fast and, perhaps, bad fuel that could have choked power from his engine.

But he couldn’t blame the airport.

“The runways are normal length,” he said. “For the type of aircraft they fly, it’s fine.”

After a crash Tuesday killed college student Banny Galicia in a suburban Lake Worth mobile home and pilot Dan Shalloway, who appears to have been maneuvering his Piper Cherokee 180 to land at Lantana airport, it may seem as though Lantana has attracted more than its share of crashes.

But National Transportation Safety Board figures don’t bear that out.

Since 1982, the Palm Beach County Park Airport west of the town limits has been linked to 48 crashes involving 51 aircraft, not counting Tuesday’s crash. The crashes killed 17 people and seriously injured nine.

Those numbers hew closely to those at the North Perry General Aviation Airport in Hollywood, which is about as busy as Lantana. It had 53 crashes that killed 17 people and seriously injured seven during the same period.

Jacksonville Executive at Craig Airport has more general aviation flights but was responsible for 13 deaths and five serious injuries in 47 crashes during that time.

All three of those airports are close to commercial airports along the densely populated Florida coast. North Perry is at Fort Lauderdale-Hollywood International Airport.

The Palm Beach County Park Airport is the 14th busiest in the state for general aviation flights. It typically logs hundreds of flights a day, mostly from small planes and helicopters. Its runways, in a World War II-era design, are set up in an A shape. Each is roughly 3,400 feet long.

Teaching flights accounted for 21 of the 51 crashed aircraft and three of the 17 deaths. Thirteen deaths were on flights listed as personal.

Lantana’s crashes often have nothing to do with the airport itself.

In several crashes, engines lost power when airplanes were just barely off the ground. Others never never left the ground at all.

A string of crashes tied to the airport shows how the airport itself never had a chance to play a role. In August 2009, a student pilot and his instructor discovered they couldn’t pull their control stick back far enough to take off. One of the adjustable seats had slid forward, preventing them from having full control. Their plane came to a stop in bushes beside a lake.

Just a few months earlier, two people died when an engine cut out about 100 feet above ground. Investigators found the engine had not been completely reassembled after extensive repairs.

In November 2008, a critical nut came off a helicopter’s engine, but two people escaped serious injury. The pilot lost power, missed power lines and glided down to a crash that cut the tail off the helicopter. In that case, too, the engine did not appear to have been fully reassembled.

In October 2007, two people were killed and another seriously injured when pilots tried to keep drawing fuel from an empty tank. With a dead engine, the pilots tried to land on a golf course but hit trees. Half of the airplane’s fuel was still on board.

And in June 2007, a pilot escaped serious injury when his hydraulic system leaked and he couldn’t get his landing gear down.

It’s not clear yet what happened Tuesday when Shalloway, a prominent engineer, was flying alone from the Orlando area toward the Lantana airport at about 5:30 p.m. In a span of 14 seconds, his small plane veered sharply off course.

Video from a nearby store showed it flew through the air on its side before crashing into the Mar-Mak Colony Club mobile-home park off Lake Worth Road and bursting into flames. Galicia was the sole victim on the ground.

Sands, who crashed at Lantana in August 2014, began losing power on a flight from Kissimmee, so he decided to try to land at Lantana. He said he landed too fast and swerved near the end of the runway to avoid hitting the fence, and the airplane flipped. Test results on his fuel were inconclusive.

He’s back in the air in a different plane, now, but hasn’t tried again to land at Lantana. But it’s not anything to do with the airport itself. It’s simply out of the way for him.

“Lantana airport, there’s nothing wrong with the airport per se,” Sands said.

Notable crashes

The Palm Beach County Park Airport at Lantana is tied to 48 accidents involving 51 aircraft since 1983, the National Transportation Safety Board says. Among them:

January 2015: A Piper Cherokee collides with a Robinson R22 helicopter when both came in to land at the same time.

December 2014: Instructor killed and a student injured in an R22 helicopter. “We’re going down,” the student recalled the instructor saying. In a lawsuit, he claimed the instructor was using the FaceTime video conferencing software.

December 2012: A two-engine Cessna 421C started to take off, and ultimately rolled left and went straight into the ground. The NTSB says an engine failed and the pilot, who died, didn’t follow proper procedures to regain control.

April 2010: Engine on a homebuilt plane stops after takeoff. It crashed into a lake a few hundred yards away. The pilot was killed.

May 2009: An airplane that hadn’t been used much since heavy repairs quit just 100 feet into the air. The pilot turned back toward the airport, then crashed into two planes and a truck on the ground. The pilot and a passenger died.

October 2007: An 18-year-old pilot on a night-time instructional flight lost power over Boynton Beach while finishing a flight to Lantana. The flight instructor ordered the pilot to land on a golf course, but the plane hit trees and cartwheeled. The crash killed the pilot and the instructor. A passenger, who was seriously injured, said both pilots were focused on finding a place to crash and not on restoring power. The plane had been set to draw fuel from a now-empty tank; the other tank had plenty of fuel.

May 2006, two people were seriously injured when their Mooney M20G lost power after climbing just 100 feet. The NTSB said the pilot hadn’t checked the fuel and a rotted seal let rainwater into the tank.

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


Vans RV-4, N999ZF: Fatal accident occurred October 17, 2015 in Cortland, Gage County, Nebraska

Jerry Allen Allder
Jerry was an avid fisherman, talented woodworker, and enthusiastic pilot. He was in the U.S. Navy where he attended submarine school and served on the USS Forrestal in the Mediterranean during the Vietnam War.


David A. Schneider
David graduated from Union College in 1986 with a degree in nursing. He was a member of the Aircraft Owners and Pilots Association and the Midwest Aerobatic Club-Chapter 80. 


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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Lincoln, Nebraska

Accident Factual Report - National Transportation Safety Board:

https://app.ntsb.gov/pdf

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

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


Jerry Allen Allder: http://registry.faa.gov/N999ZF



Location: Cortland, NE
Accident Number: CEN16FA014
Date & Time: 10/17/2015, 0841 CDT
Registration: N999ZF
Aircraft: Zidek Vans RV-4
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

On October 17, 2015, about 0841 central daylight time, an experimental, amateur-built Vans RV-4 single-engine airplane, N999ZF, collided with terrain while maneuvering near Cortland, Nebraska. The private pilot and the pilot-rated passenger were fatally injured, and the airplane was destroyed. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed at the accident site. The personal flight departed Crete Municipal Airport (CEK), Crete, Nebraska, at 0833, and the intended destination was Lincoln Airport (LNK), Lincoln, Nebraska.

According to available air traffic control radar track data, after departing CEK on runway 17, the airplane proceeded southeast and climbed to an altitude of about 2,600 ft mean sea level (msl). At 0836:30, the airplane turned south and descended to 2,400 ft msl. At 0837:44, the airplane turned east and continued to descend. Between 0839:23 and 0841:42, the airplane completed four low-altitude passes centered over a small lake located about 1/3 mile northeast of the intersection of West Ash Road and Southwest 29th Road. The small lake was located adjacent to a residence owned by the pilot's brother. The low-altitude passes and associated course reversals were completed within a 1/2 mile radius of the small lake. According to available topography data, the terrain elevation immediately surrounding the lake was about 1,470 ft msl.

According to radar track data, the airplane's first low pass over the lake was from southeast to northwest at an altitude at or below 100 ft above ground level (agl). The airplane then entered a climbing right turn to about 1,900 ft msl before it descended back toward the lake from north to south at an altitude at or below 100 ft agl. The airplane then completed a 180° turn at 1,600 ft msl before it descended for a low pass from south to north at an altitude at or below 100 ft agl. The airplane then entered a climbing right turn to about 1,800 ft msl before it descended for a fourth and final low pass from northeast to southwest at an altitude at or below 100 ft agl. Following the fourth low pass, the airplane entered a climb on a southwest heading to about 2,000 ft msl before it entered a sharp right turn toward north. The final radar return was recorded at 0841:42 and showed the airplane at 1,700 ft msl and about 472 ft east of the initial ground impact point.

The pilot's brother stated that he witnessed the airplane complete several low-altitude passes over his property immediately before the accident. He stated that following the final low pass, the airplane pitched up into a climbing right turn. He stated that, during the climbing turn, the airplane suddenly pitched nose-down and descended rapidly. The airplane recovered briefly to a wings-level attitude before it quickly rolled wings-left and -right and entered a descending right turn into terrain.

Pilot Information

Certificate: Private
Age: 68, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification:
Class 3 With Waivers/Limitations
Last FAA Medical Exam:
11/01/2013
Occupational Pilot: No
Last Flight Review or Equivalent: 07/16/2014
Flight Time: 512.5 hours (Total, all aircraft), 148.3 hours (Total, this make and model), 501.9 hours (Pilot In Command, all aircraft), 15.8 hours (Last 90 days, all aircraft), 5.9 hours (Last 30 days, all aircraft)

According to Federal Aviation Administration (FAA) records, the 68-year-old pilot held a private pilot certificate with a single-engine land airplane rating. His most recent FAA third-class medical certificate was issued on November 1, 2013, with a limitation for corrective lenses. On the application for his current medical certificate, the pilot reported having accumulated 323 total hours of flight experience, of which 35 hours were flown within the previous 6 months.

The pilot's flight history was established using his logbook. The final logbook entry was dated October 14, 2015, at which time he had accumulated 512.5 hours total flight time. All logged flight time had been completed in single-engine airplanes. He had logged 501.9 hours as pilot-in-command, 3.4 hours at night, and 4.3 hours in simulated instrument conditions. He had flown 91.7 hours during the year before the accident, 47.8 hours during the 6 months before the accident, 15.8 hours during the 90 days before the accident, and 5.9 hours during the month before the accident. The pilot had accumulated 148.3 hours in the accident airplane make/model. His last flight review was completed in the accident airplane on July 16, 2014.
  
Pilot-Rated Passenger Information

Certificate: Private
Age: 54, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Rear
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 02/04/2013
Occupational Pilot: No
Last Flight Review or Equivalent: 07/18/2014
Flight Time: 245.8 hours (Total, all aircraft)

According to FAA records, the 54-year-old passenger held a private pilot certificate with a single-engine land airplane rating. His most recent FAA third-class medical certificate was issued on February 4, 2013, with a limitation for corrective lenses. The medical certificate expired on February 28, 2015. On the application for his expired medical certificate, the pilot reported having accumulated 222.4 total hours of flight experience, of which 18.5 hours were flown within the previous 6 months. The pilot's flight history was established using his logbook. The final logbook entry was for a flight review on July 18, 2014, at which time he had accumulated 245.8 hours total flight time. The pilot had not logged any flight time during the year before the accident.



Aircraft and Owner/Operator Information

Aircraft Manufacturer: Zidek
Registration: N999ZF
Model/Series: Vans RV-4
Aircraft Category: Airplane
Year of Manufacture: 1996
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 2407
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 11/15/2014, Conditional
Certified Max Gross Wt.: 1600 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 590.5 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C91A installed, not activated
Engine Model/Series: IO-320-D1C
Registered Owner: On file
Rated Power: 160 hp
Operator: On file
Operating Certificate(s) Held:  None

The airplane, serial number 2407, was a single-engine, low-wing, fixed conventional landing gear, monoplane of conventional aluminum construction, configured to seat two occupants in a tandem seating arrangement. The airplane was powered by a 160-horsepower, 4-cylinder Lycoming IO-320-D1C reciprocating engine, serial number L-5910-55A. The engine provided thrust through a fixed-pitch, two-blade, Sensenich 70CM7S16-0-79 propeller, serial number 31698K. The airplane had a useful load of 628 pounds, a maximum allowable takeoff weight of 1,600 pounds, and a total fuel capacity of 32 gallons. A previous owner assembled the airplane from a kit. The FAA issued the airplane a special airworthiness certificate with an experimental classification and associated operating limitations on October 22, 1996. The pilot was the registered owner of the airplane, and FAA records indicated that he purchased the airplane in November 2013.

The airplane's recording tachometer was destroyed during the postimpact fire, which precluded a determination of the airplane's total service time at the time of the accident. According to the maintenance logbooks, the last condition inspection was completed on November 15, 2014, at 590.5 total airframe hours. At the time of the condition inspection, the engine had also accumulated 590.5 hours since new. The final logbook entry, dated October 8, 2015, was for an engine oil change at 674.5 total airframe/engine hours. A postaccident review of the maintenance records found no history of unresolved airworthiness issues.




Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LNK, 1219 ft msl
Observation Time: 0854 CDT
Distance from Accident Site: 25 Nautical Miles
Direction from Accident Site: 360°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 8°C / -1°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 9 knots, 120°
Visibility (RVR): 
Altimeter Setting: 30.49 inches Hg
Visibility (RVV):

Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Crete, NE (CEK)
Type of Flight Plan Filed: None
Destination: Lincoln, NE (LNK)
Type of Clearance: None
Departure Time: 0833 CDT
Type of Airspace: Class G

At 0854, the LNK automated surface observing system located about 25 miles north of the accident site reported: wind 120° at 9 knots, a clear sky, 10 miles surface visibility, temperature 8°C, dew point -1°C, and an altimeter setting of 30.49 inches of mercury.




Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: Unknown
Total Injuries: 2 Fatal
Latitude, Longitude:  40.495000, -96.764722

The accident site was in a harvested soybean field. The wreckage debris path was oriented on a 265° magnetic heading and measured about 92 ft long. The initial impact crater contained the propeller and the right main landing gear. The impact crater also exhibited a well-defined propeller slash mark in the terrain. The estimated angle between the propeller slash mark and the surrounding terrain was about 30°. The two-blade propeller exhibited chordwise scratches near both blade tips. One propeller blade exhibited significant S-shape bending along its span.  A large area of burnt ground and vegetation surrounded the main wreckage, which consisted of the fuselage, empennage, both wings, and the engine. A majority of the fuselage, including the cockpit and cabin, had been consumed during the post-impact fire. Flight control continuity could not be established due to impact and fire damage; however, all observed separations were consistent with overstress or damage caused by prolonged exposure to fire.

The engine remained partially attached to the firewall. Internal engine and valve train continuity were confirmed as the engine crankshaft was rotated. Compression and suction were noted on all cylinders in conjunction with crankshaft rotation. The internal oil pump discharged oil in conjunction with crankshaft rotation. The mechanical fuel pump exhibited fire damage and did not function. Neither magneto provided a spark when rotated by hand; however, both magnetos exhibited damage consistent with impact and prolonged exposure to fire. The upper spark plugs were removed and exhibited features consistent with normal engine operation. The fuel metering assembly had separated from the engine and exhibited impact related damage. The postaccident examination revealed no evidence of pre-impact mechanical malfunctions or failures that would have precluded normal engine operation.

Medical And Pathological Information

The Douglas County Coroner's Office, located in Omaha, Nebraska, performed autopsies on the pilot and pilot-rated passenger at the request of the Gage County Attorney. The cause of death for both individuals was attributed to multiple blunt-force injuries sustained during the accident.

The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology tests on specimens obtained during each autopsy. The pilot's toxicology results were negative for ethanol. Ibuprofen was detected in the urine. Ibuprofen, sold under multiple brand names, is a nonsteroidal anti-inflammatory analgesic drug that is not considered impairing.


The pilot-rated passenger toxicology results were negative for carbon monoxide and ethanol. Oxymetazoline was detected in urine but not in blood. Oxymetazoline, sold under multiple brand names, is an over-the-counter topical decongestant that is not considered impairing.


Friends and family gather at the scene of the plane crash on October 17th, 2015.



NTSB Identification: CEN16FA014
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 17, 2015 in Cortland, NE
Aircraft: Zidek Vans RV-4, registration: N999ZF
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 October 17, 2015, about 0841 central daylight time, an experimental amateur-built Zidek model Vans RV-4 single-engine airplane, N999ZF, was destroyed during a postimpact fire after colliding with terrain while maneuvering near Cortland, Nebraska. The private pilot and pilot-rated passenger were fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions (VMC) prevailed at the accident site. The personal flight departed Crete Municipal Airport (CEK), Crete, Nebraska, at 0833, and had the intended destination of Lincoln Airport (LNK), Lincoln, Nebraska.

According to available air traffic control (ATC) radar data, after departing CEK on runway 17, the accident flight proceeded to the southeast and climbed to an altitude of about 2,600 feet mean sea level (msl). At 0837:30 (hhmm:ss), the flight turned to the south and descended to 2,400 feet msl. About 19 seconds later, the flight turned to easterly course and started to descend. Between 0839:23 and 0841:42, the accident flight made multiple low-altitude passes centered over a small lake located 1/3 mile northeast of the intersection of West Ash Road and Southwest 29th Road, near Cortland, Nebraska. The low-altitude passes, and the associated course-reversals, were completed within a 1/2 mile radius of the small lake. According to available elevation data, the terrain immediately surrounding the lake was about 1,470 feet msl. The small lake was located adjacent to a residence owned by the pilot's brother.

The first low-pass of the small lake was from the southeast to the northwest at an altitude at or below 100 feet above ground level. Following the first low-pass, the flight entered a climbing right turn to about 1,900 feet msl before it entered a descent back toward the small lake on a south heading. The second low-pass was from the north to the south at an altitude at or below 100 feet above ground level. Following the second low-pass, the flight completed a 180-degree turn at approximately 1,600 feet msl before descending for a third low-pass over the small lake. The third low-pass was from the south to the north at an altitude at or below 100 feet above ground level. Following the third low-pass, the flight entered a climbing right turn to about 1,800 feet msl before it entered a descent for another low-pass over the small lake. The fourth and final low-pass was from the northeast to the southwest and was at an altitude at or below 100 feet agl. Following the final low-pass, the flight entered a climb on a southwest heading to about 2,000 feet msl before making a sharp turn toward the north. The final radar return was recorded at 0841:42 at 1,700 feet msl. The final radar return was located about 472 feet east of initial impact point with the ground.

The pilot's brother stated that he witnessed the accident airplane complete multiple low-altitude passes over his property immediately before the accident. He stated that following the final low-pass the airplane pitched-up and entered a climbing right turn. The witness stated that, during the climbing turn, the airplane suddenly pitched nose down and descended rapidly. The witness stated that the airplane recovered briefly to a level attitude before it quickly rolled wings left-and-right and entered a descending right turn into the terrain.

The main wreckage was located in a harvested soybean field. There was a wreckage debris path that measured about 92 feet long and was oriented on a 265-degree magnetic heading. The initial impact crater contained the propeller and the right main landing gear. The impact crater also exhibited a well-defined propeller slash mark in the terrain. The estimated angle between the propeller slash mark and the surrounding terrain was about 30 degrees. The two-blade propeller exhibited chordwise scratches near the blade tips. One propeller blade exhibited significant S-shape bending along its span. A large area of burnt ground and vegetation surrounded the main wreckage, which consisted of the fuselage, empennage, both wings, and the engine. A majority of the fuselage, including the cockpit and cabin, had been consumed during 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 damage caused by prolonged exposure to fire.

The engine remained partially attached to the firewall. Internal engine and valve train continuity was confirmed as the engine crankshaft was rotated. Compression and suction were noted on all cylinders in conjunction with crankshaft rotation. The internal oil-pump discharged oil in conjunction with crankshaft rotation. The mechanical fuel pump exhibited fire damage and did not function. Neither magneto provided a spark when rotated by hand; however, both magnetos exhibited damage consistent with impact and prolonged exposure to fire. The upper spark plugs were removed and exhibited features consistent with normal engine operation. The fuel metering assembly was found separated from the engine and exhibited impact related damage. The postaccident examination revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal engine operation.

At 0854, the LNK automated surface observing system, located about 25 miles north of the accident site, reported: wind 120 degrees at 9 knots, surface visibility 10 statute miles, clear sky, temperature 8 degrees Celsius, dew point -1 degrees Celsius, and an altimeter setting of 30.49 inches of mercury. JERRY A.  ALLDER: http://registry.faa.gov/N999ZF

NTSB Identification: CEN16FA014
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 17, 2015 in Cortland, NE
Aircraft: Zidek Vans RV-4, registration: N999ZF
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 October 17, 2015, about 0841 central daylight time, an experimental amateur-built Zidek model Vans RV-4 single-engine airplane, N999ZF, was destroyed during a postimpact fire after colliding with terrain while maneuvering near Cortland, Nebraska. The private pilot and pilot-rated passenger were fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions (VMC) prevailed at the accident site. The personal flight departed Crete Municipal Airport (CEK), Crete, Nebraska, at 0833, and had the intended destination of Lincoln Airport (LNK), Lincoln, Nebraska.

According to available air traffic control (ATC) radar data, after departing CEK on runway 17, the accident flight proceeded to the southeast and climbed to an altitude of about 2,600 feet mean sea level (msl). At 0837:30 (hhmm:ss), the flight turned to the south and descended to 2,400 feet msl. About 19 seconds later, the flight turned to easterly course and started to descend. Between 0839:23 and 0841:42, the accident flight made multiple low-altitude passes centered over a small lake located 1/3 mile northeast of the intersection of West Ash Road and Southwest 29th Road, near Cortland, Nebraska. The low-altitude passes, and the associated course-reversals, were completed within a 1/2 mile radius of the small lake. According to available elevation data, the terrain immediately surrounding the lake was about 1,470 feet msl. The small lake was located adjacent to a residence owned by the pilot's brother.

The first low-pass of the small lake was from the southeast to the northwest at an altitude at or below 100 feet above ground level. Following the first low-pass, the flight entered a climbing right turn to about 1,900 feet msl before it entered a descent back toward the small lake on a south heading. The second low-pass was from the north to the south at an altitude at or below 100 feet above ground level. Following the second low-pass, the flight completed a 180-degree turn at approximately 1,600 feet msl before descending for a third low-pass over the small lake. The third low-pass was from the south to the north at an altitude at or below 100 feet above ground level. Following the third low-pass, the flight entered a climbing right turn to about 1,800 feet msl before it entered a descent for another low-pass over the small lake. The fourth and final low-pass was from the northeast to the southwest and was at an altitude at or below 100 feet agl. Following the final low-pass, the flight entered a climb on a southwest heading to about 2,000 feet msl before making a sharp turn toward the north. The final radar return was recorded at 0841:42 at 1,700 feet msl. The final radar return was located about 472 feet east of initial impact point with the ground.

The pilot's brother stated that he witnessed the accident airplane complete multiple low-altitude passes over his property immediately before the accident. He stated that following the final low-pass the airplane pitched-up and entered a climbing right turn. The witness stated that, during the climbing turn, the airplane suddenly pitched nose down and descended rapidly. The witness stated that the airplane recovered briefly to a level attitude before it quickly rolled wings left-and-right and entered a descending right turn into the terrain.

The main wreckage was located in a harvested soybean field. There was a wreckage debris path that measured about 92 feet long and was oriented on a 265-degree magnetic heading. The initial impact crater contained the propeller and the right main landing gear. The impact crater also exhibited a well-defined propeller slash mark in the terrain. The estimated angle between the propeller slash mark and the surrounding terrain was about 30 degrees. The two-blade propeller exhibited chordwise scratches near the blade tips. One propeller blade exhibited significant S-shape bending along its span. A large area of burnt ground and vegetation surrounded the main wreckage, which consisted of the fuselage, empennage, both wings, and the engine. A majority of the fuselage, including the cockpit and cabin, had been consumed during 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 damage caused by prolonged exposure to fire.

The engine remained partially attached to the firewall. Internal engine and valve train continuity was confirmed as the engine crankshaft was rotated. Compression and suction were noted on all cylinders in conjunction with crankshaft rotation. The internal oil-pump discharged oil in conjunction with crankshaft rotation. The mechanical fuel pump exhibited fire damage and did not function. Neither magneto provided a spark when rotated by hand; however, both magnetos exhibited damage consistent with impact and prolonged exposure to fire. The upper spark plugs were removed and exhibited features consistent with normal engine operation. The fuel metering assembly was found separated from the engine and exhibited impact related damage. The postaccident examination revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal engine operation.

At 0854, the LNK automated surface observing system, located about 25 miles north of the accident site, reported: wind 120 degrees at 9 knots, surface visibility 10 statute miles, clear sky, temperature 8 degrees Celsius, dew point -1 degrees Celsius, and an altimeter setting of 30.49 inches of mercury.

FAA Flight Standards District Office:  FAA Lincoln FSDO-65

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


Jerry Allen Allder
Born August 21, 1947, died October 17, 2015. 


Jerry was an avid fisherman, talented woodworker, and enthusiastic pilot.



David A. Schneider 

August 25, 1961 - October 17, 2015 
Resided in Lincoln, NE 



Two Lincoln men were identified Monday as the pilot and passenger who died Saturday morning in a small plane crash near Cortland.

Jerry Allder, 68, and David Schneider, 52, died in the crash around 8:45 a.m., said Gage County Chief Deputy Doug Klaus. The crash site was about 30 miles south of Lincoln in a bean field close to Southwest 29th and West Ash roads.

The National Transportation Safety Board said it is investigating the crash with assistance from the Federal Aviation Administration. The plane's flight plan and the cause of the crash haven’t been released.

Peter Knudson, with the NTSB public affairs office in Washington, said a preliminary report on the crash should be available by early next week.

The two-seat plane was a red Van's RV-4 fixed-wing, single-engine model, according to the FAA registry. Allder owned the aircraft. The Van's RV-4 is a light, home-built aircraft, and the Van's RV series has become the most popular kit-build aircraft in the world.

Gage County Attorney Roger Harris said Allder was the pilot of the plane and Schneider, a pilot himself, was the passenger. He said the plane took off from the Lincoln Airport but he did not know its destination.

There was a witness to the crash, but Harris said he was not going to release any information about what the witness saw until the NTSB completes its investigation.

According to his obituary, Allder was a graduate of Sprague-Martell High School. He attended Southeast Community College at Milford, where he studied diesel mechanics and later computer assisted drafting.

A Navy veteran, Allder attended submarine school and served on the USS Forrestal in the Mediterranean during the Vietnam War.

After his military service, Allder worked as a diesel mechanic for Lewis Repair and as a welder for Interstate Metal and Midwest Steel. He retired from Rivers Metal Products, where he worked for many years as a draftsman.

Schneider graduated from Union College in 1986 with a degree in nursing.

He was a member of the Aircraft Owners and Pilots Association and the Midwest Aerobatic Club-Chapter 80.

- Source:  http://journalstar.com

Authorities in Gage County have yet to identify the two victims who died in a small plane crash near Cortland Saturday morning.

The crash occurred around 8:45 a.m. and was located about 30 miles south of Lincoln in a bean field close to Southwest 29th and West Ash roads.

The National Transportation Safety Board said on Twitter Sunday that it is investigating the crash with assistance from the FAA. The plane's flight plan and the cause of the crash haven’t been released.

The two-seat plane was a red Van's RV-4 fixed-wing, single-engine model, according to the FAA registry.




Two people died Saturday morning when a small plane crashed about 30 miles south of Lincoln.

The Gage County Sheriff's office confirmed two people were killed when their small, red plane crashed around 8:45 a.m.

The two-seat plane was a Vans RV-4 fixed-wing, single-engine model, according to the FAA registry.

Cortland Fire and Rescue crews initially responded to the crash. The plane went down in a field close to Southwest 29th and West Ash roads near Cortland.

Authorities removed the bodies from the wreckage about 1:40 p.m.

Chief Deputy Doug Klaus said the sheriff's office did its own investigation and notified the Federal Aviation Administration.

Klaus said the department hadn't yet identified one of the deceased as of about 3 p.m. The department will schedule autopsies, but wouldn't release the date or dates, he said.

FAA officials arrived at the scene early Saturday afternoon, but an official deferred comment to media relations contacts. Those contacts couldn't be immediately reached for comment.

The cause of the crash isn't yet known, nor was the flight's flight path.

A source with Lincoln Airport said the airport hadn't received any reports of a crash as of 4:30 p.m., while a source with Beatrice Municipal Airport said it had no information on the crash as of Saturday morning.

- Source: http://journalstar.com