Thursday, December 10, 2015

Beech G36 Bonanza, Rural Health Outreach Inc., N536G: Accident occurred May 23, 2014 in Silver City, New Mexico

From left to right: Ella Kirk, Michael Mahl and Ella Myers. 
~


Peter Hochla



SILVER CITY - The families of three students at Aldo Leopold Charter School who died in a small aircraft accident in 2014, have reached a financial settlement with the charter school concerning its role in the accident. 

The three students – Ella Kirk, 14; Michael Mahl, 16; and Ella Myers, 16 – had been flying over the Signal Peak burn area in the Gila National Forest as part of their ecological monitoring internships at ALCS when the pilot of the single-engine plane they were flying in overshot Whiskey Creek Airport in Arenas Valley, outside Silver City. The three sophomores and pilot died in the crash, in an empty field just west of the Vans Mobile Home Park.

National Transportation Safety Board reports and eye witness accounts confirmed that the pilot, Peter Hochla, an Albuquerque-based psychiatrist, took off during unstable weather conditions from Whiskey Creek Airport in Grant County, then failed to properly execute a landing, resulting in the fatal crash. The report said the pilot lacked the capability to land the high performance plane in a cross wind.

The terms of the agreement will include an assessment of the safety practices at the school, educating staff and faculty about the school’s role in the incident, and public acknowledgement.

“There will be an information session where my clients and myself will provide information to the (ALCS) faculty and staff and the governing council,” said Bill Davis of the Davis Law Firm, which managed the settlement. “There is a lot of misinformation about what happened and how it happened.”

Davis said much misinformation stemmed from Aldo Leopold Charter School claiming it did not sponsor the event.

“The school said it was not a school trip,” Davis said. “But it was a teacher at the school who located the pilot and put the kids on the plane. … He did tell some at the school about the trip, but not the principal. He did not follow proper channels, including vetting the pilot. They should have had a chartered flight with an experienced pilot.”

Davis said the teacher will receive a letter of reprimand.

Another step in the settlement will be for the school to apologize for its role in the accident.

“It’s drafted but we don’t have the official one yet,” Davis said of the apology. “It has to be approved by the Government Council, which is like the school board for Aldo Leopold. And it is a public acceptance of responsibility. We’ll have that in a couple of weeks.”

The apology was also something the parents had requested.

“Our objective has always been to help the school understand the chain of events leading up to this terrible tragedy,” said Patrice Mutchnick, Ella Kirk's mother in a statement. “Where were the checks and balances that should have prevented the teacher putting the children on a plane with a non-commercial pilot in such bad weather? We hoped the school could take responsibility for their actions leading up to the crash, so they could learn from their mistakes and take steps to make sure this kind of thing never happens again.”

The settlement also included a financial aspect, as the families received the maximum amount allowed by the state — $750,000. There also was a separate settlement from the pilot’s insurance company. That amount remains private, Davis said.

“All three of the kids were very driven,” said John and Jenny Mahl, parents of Michael Mahl. “These three kids were rock stars; the amount of talent that they all had, music-wise, scholastically. It’s a horrific way that those kids died, but they lived life. They left an impact.”

According to school officials, all three of the teenagers were eco-monitors for the school.

Source:  http://www.scsun-news.com



Left-to-right: Michael Mahl, 16, Ella Kirk, 14, and Ella Myers, 16.




 
Ella Jaz Kirk


Michael Sebastian Mahl 


Ella Myers


http://registry.faa.gov/N536G

NTSB Identification: CEN14FA249 
14 CFR Part 91: General Aviation
Accident occurred Friday, May 23, 2014 in Silver City, NM
Probable Cause Approval Date: 09/17/2015
Aircraft: RAYTHEON AIRCRAFT COMPANY G36, registration: N536G
Injuries: 4 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 airplane was returning from a local flight and the pilot flew a tight downwind leg for landing on runway 35, possibly due to a direct crosswind in excess of 20 knots. During the base turn, the airplane overshot the final course, and the pilot used at least 60 degrees of bank to correct the airplane back on course and over the runway. The airplane then bounced and touched down at least 20 knots above the manufacturer’s published approach speed with about 1,810 ft remaining on the runway. The airplane’s airspeed began to rapidly decrease, but then several seconds later, the airplane’s airspeed increased as the pilot rejected the landing. The airplane did not gain significant altitude or airspeed then began a slight right turn. The airplane’s roll rate then sharply increased, and the airplane quickly descended, consistent with a stall, before colliding with a transmission wire and terrain. Examination of the airframe and engine did not reveal any preimpact anomalies that would have precluded normal operation. Strong, variable, gusty wind, with an environment conductive to the formation of dry microbursts, was present at the airport at the time of the accident. Several lightning strikes were recorded in the vicinity of the accident site around the time of the accident. It is unknown if the presence of lightning or wind impacted the pilot’s inflight decision-making in the pattern, on approach, or during the attempted go-around. The circumstances of the accident are consistent with an in-flight encounter with a strong tailwind and/or windshear during climbout after the rejected landing.

An autopsy conducted on the pilot identified significant stenosis of a distal coronary artery without any other evidence of cardiac distress; however, if there was an associated medical event, the condition would likely result in sudden incapacitation, which is not consistent with the airplane’s coordinated flight profile. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The airplane’s encounter with a strong tailwind and/or windshear, which resulted in an inadvertent stall. Contributing to the accident was the pilot’s continuation of the unstable approach, long landing, and delayed decision to conduct a go-around.

HISTORY OF FLIGHT

On May 23, 2014, at 1553 mountain daylight time, a Raytheon G36 airplane, N536G, impacted terrain near Silver City, New Mexico. The private pilot and three passengers were fatally injured. The airplane was destroyed. The airplane was registered to Rural Health Outreach Inc. and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight that operated without a flight plan. The local flight originated from the Whiskey Creek Airport (94E), Silver City, New Mexico, at 1536.

Several witnesses at 94E saw the airplane just prior to the accident. One witness at 94E saw the airplane in the pattern for runway 35. He noted that the airplane's position on downwind was "tight" in relation to the airport. The airplane began a "very tight base leg that was at least a 60 degree bank." The witness described the winds as gusty, around 25-30 knots, as would be associated with the passage of a thunderstorm. The airplane tightened the base to final turn and overshot the final approach leg. The witness estimated that the airplane's first touchdown occurred near mid-field, where it bounced and then settled to the runway. Shortly thereafter, the engine sounded as if the pilot had applied full engine power. The airplane was seen travelling down the runway and then took off. The airplane's landing gear and flaps appeared to both be down. The airplane began gaining altitude and started a slight right turn. The witness said that the airplane stalled and descended out of sight.

Another witness observed the airplane in a "tight left downwind approach for runway 35 at about 600-800" feet above ground level. The airplane's groundspeed increased in the base turn and the airplane flew through the runway's extended centerline. The airplane used at least 60 degrees of bank to correct back towards the runway's centerline. The airplane landed and then attempted to go around. The airplane went off the end of the runway at a high angle of attack, descended slightly into the valley, and then began to gain altitude. The airplane started a 15° bank turn to the east, began to descend, and the airplane's angle of attack got "steeper" as the airplane descended out of sight.

A witness near the accident site saw the airplane "gradually roll to the right, and then "sharply pitch" to the right where it impacted the ground."

The airplane impacted desert terrain near several trailer homes. A post impact fire ensued and consumed a majority of the airplane.

PERSONNEL INFORMATION

The pilot, age 67, held a private pilot certificate with ratings for airplane single engine land and instrument airplane. The pilot flew his airplane frequently to treat patients at remote medical clinics. A review of the pilot's log book found that the last completed page ended on March 14, 2014. As of that date, the pilot logged a total of 3,547.7 hours. The preceding log book entries indicated that the pilot flew on average 15 hours per month, so the pilot's total flight time was about 3,600 hours prior to the accident. The pilot's flight review, which included an instrument proficiency check, was completed on December 16, 2012, in the accident airplane. On January 29, 2014, the pilot was issued a second class medical certificate with the restrictions that the pilot must wear corrective lenses for near and distant vision. The medical examination also noted mild cataracts and his retina showed no holes, tears, or retinal detachment.

AIRCRAFT INFORMATION

The single engine, low wing, six-seat, retractable gear airplane, serial number E-3707, was manufactured in 2006. It was powered by a single 300-horsepower Continental Motors IO-550-B engine, serial number 675766, that drove a metal Hartzell three bladed, variable pitch propeller. The airplane's last inspection was an annual type accomplished on June 6, 2013, at an airframe total time of 1,105.8 hours. On October 3, 2013, the engine was overhauled and modified by a supplemental type certificate. The overhauled engine was installed in the airplane on November 1, 2013 at a total airframe time of 1,156.1 hours. The most recent hour meter recorded in the logbooks was for maintenance performed on April 8, 2014, at a total airframe time of 1,229.4 hours.

METEOROLOGICAL INFORMATION

At 1555, an automated weather reporting station located at the Grant Country Airport (KSVC), located about 8.75 nautical miles southeast of the accident site reported wind from 270 degrees at 21 knots gusting to 28 knots, visibility 10 miles, ceiling broken at 10,000 feet, temperature 70 degrees Fahrenheit (F), dew point 34 degrees F, and a barometric pressure of 30.04 inches of mercury.

A weather study was conducted for the accident area. Atmosphere data retrieved from a weather balloon launch at 1800 from Santa Teresa, New Mexico, identified an environment conducive to "dry microbursts." This area had a potential for severe weather gusts of 68 knots and microburst gust potential of 50 knots. Weather radar data identified patterns consistent with developing and decaying convective activity in the vicinity of the accident site near the time of the accident. Some storm cell decay occurred south of the accident location with 10-15 minutes prior to the accident. In addition, from 1539-1555, several lightning strikes were detected within 10 miles of the accident site.

AIRPORT INFORMATION

The Whiskey Creek Airport (94E) is a public airport located at measured altitude of 6,126 feet mean sea level. It has one runway 17/35, 5,400 feet by 50 feet, of asphalt construction in good condition.

WRECKAGE AND IMPACT INFORMATION

The airplane impacted desert terrain near several trailer homes, about 0.8 miles northeast of runway 35's departure end. The airplane's first impact point was a transmission wire located west of the accident site about 25 feet above the ground. Forty feet east of the transmission wire was a ground crater which contained the airplane's propeller. The debris path was roughly cone shaped, was aligned on a 77° magnetic heading, and was about 140 feet long and 70 feet at its widest area. A postimpact fire ensued which consumed a majority of the airplane. The main wreckage contained remnants of the cabin, fuselage, wings, and empennage. The wreckage came to rest facing a 228° heading.

Both ailerons were partially consumed by the postimpact fire and remnants remained attached to their respective wing. The left aileron trim actuator extension was measured and found to be about 1.75 inches, which corresponded to about 7° trim tab trailing edge down. Aileron control continuity was established from the flight controls to each wing bell crank. Aileron trim control cable continuity was confirmed from the cockpit to the aileron trim actuator. The flaps actuator indicated the flaps were up. The left and right elevator flight control surfaces were partially consumed by the postimpact fire. Remnants of the elevators remained attached to their respective horizontal stabilizer. The left and right elevator trim actuator extensions were measured and found to be 1.625 inches, which corresponded between 10-15° trim tab trailing edge down, airplane nose up. Elevator control continuity was confirmed from the cockpit to the elevator surfaces. The elevator trim control cables were confirmed from the cockpit to the trim actuators. The rudder was partially consumed by the postimpact fire and remnants remained attached to the vertical stabilizer. Rudder control continuity was established from the cockpit to the rudder bell crank. The gear handle was found in the down position. The fuel selector was found selecting the right main tank. No preimpact anomalies were detected with the airframe.

The engine was impacted damaged and found separated from the airframe. Both magnetos were actuated by hand and found to produce a spark at each terminal. The fuel manifold valve screen was clear of debris and all fuel nozzles were found clear of blockages. The throttle body and fuel metering unit's fuel screen contained a small amount of fibrous material but was largely unobstructed. The crankshaft was able to be turned by hand with continuity established throughout the engine. Cylinder thumb compression and suction was confirmed to each cylinder. A borescope inspection of each cylinder found normal operation and combustion signatures. No preimpact anomalies were detected with the engine.

The propeller blades were labelled "A", "B", and "C" for documentation purposes only. All three blades displayed signatures of chordwise scratches, leading edge nicks and gouges, and blade polishing. Blade B was curled near the tip and the tip of the blade was found separated. Blade C displayed S-bending along its entire length.

A Garmin Oregon 450t hand held GPS was found in the debris field and was sent to the NTSB laboratories for a data download.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was authorized and conducted on the pilot by the New Mexico Office of the Medical Investigator. The cause of death was the result of multiple blunt trauma and the manner of death was ruled an accident. The autopsy identified 80% stenosis of the distal third left anterior descending coronary artery. All other arteries were free of stenosis.

Forensic toxicology was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. Testing detected the presence of oxymetazonline which is a decongestant used in the treatment of nasal congestion.

TESTS AND RESEARCH

Pilot Operating Handbook

Beechcraft's Model G36 Bonanza Pilot's Operating Handbook (POH), revised July 2014, listed the maximum demonstrated crosswind limit as 17 knots.

The Normal Procedures section lists the balked landing checklist:

1. Throttle and Propeller … Full Forward
2. Airspeed …80 KTS (until clear of obstacles, then trim to 110 KTS)
3. Flaps … UP
4. Landing Gear … RETRACT
5. Cowl Flaps … OPEN

Published landing performance data for the airplane is predicated on a threshold speed between 78-81 knots depending on the airplane's weight. Published performance data does not exist for landings in excess of the published approach speeds or in excess of 10 knots of tailwind. Using a gross weight of 3,400 pounds, a direct crosswind of 20 knots, 70° F, and an approach speed of 80 knots, engineers from Textron Aviation estimated the required landing distance at 1,720 feet.

The POH provided a chart of stall speeds with idle power. The chart was run for the airplane's final configuration of flaps up and airplane gross weights between 2,800-3,600 pounds. The stall speed at 30° of bank would be between 66-72 knots.

ADDITIONAL INFORMATION

Garmin Oregon 450t

The Garmin Oregon 450t is a battery operated hand-portable GPS receiver with a 12 channel wide area augmentation system (WAAS). The unit contains an electronic compass and a barometric pressure sensor for recording pressure-based altitude information. Published GPS position location accuracy is less than 33 feet horizontal under normal conditions, and 10-16 feet with differential global positioning system (DGPS) active. Although the device was thermally damaged, the airplane's last flight track was extracted. For the accident flight, the device was powered on at 1401 and recorded the airplane's takeoff time of 1536 as the flight departed on runway 17. The airplane turned to the north and flew about 13 miles north in an area between Black Peak and New Mexico Highway 15. The airplane then returned back to 94E and entered a left base turn for runway 35. Starting at 1551, the GPS update rate began to vary and there were two episodes of where the GPS receiver momentarily lost satellite lock and continued to record position information based on projected data. About 1552:15, as the airplane turned left towards the runway, the receiver lost satellite lock and the airplane's position returned at 1552:42 as the airplane was over the runway. At that time, the airplane was about 770 feet down the runway and 175 feet above ground level. At 1552:53, the airplane touched down with a groundspeed of 120 knots, skipped, and touched down 3 seconds later at 100 knots groundspeed with about 1,810 feet remaining on the runway. The airplane slowed to 87 knots and with 1,060 feet remaining on the runway the airplane's groundspeed began to increase. The airplane lifted off from the runway, flew to the north, and began a slight climb. At 1553:12, the airplane began to turn right at a rate of about 3-4° per second. About 1553:26, the receiver again lost satellite lock and regained the airplane's position about 30 seconds later at the accident site. The final portion of the accident sequence was not captured by the device.

iPhone

An Apple iPhone was located in the airplane's wreckage and shipped to the NTSB laboratories for download. Data extracted from the iPhone showed that none of the video files were date/time stamped on the day of the accident. Thirty eight of the image files were date/time stamped on the day of the accident. Most of these files depicted persons and aircraft on the ground. Ten of these files corresponded with previews or full resolution images of the view off the right wing from inside an aircraft in-flight. The file containing the most recent image was taken at 15:46:35 MDT. There was no data which could aid in reconstructing in accident sequence.

Secure Digital (SD) Card

An SD card was found in a thermally damaged camera in the airplane's wreckage. The SD card was extracted from the camera and shipped to the NTSB laboratories for download. Data extracted from the SD card found that two of the video files were date/time stamped on the day of the accident. Twenty of the image files were date/time stamped on the day of the accident. All of the image files corresponded with external views of an airplane on the ground or in-flight views looking forward or off the right wing. The most recent image was time stamped 1546 MDT. The two video files depicted in-flight views looking forward or off the right wing from an airplane in level flight. There was no data which could aid in reconstructing in accident sequence.

















  











Long Island Air Traffic Controller Faces Weapons, Drug Charges

Breen Peck in a police photo after his arrest. 
(Nassau County police department) 


WANTAGH, N.Y. (CBSNewYork) — An air traffic controller in Westbury, Long Island has been charged with illegally carrying weapons and possessing crystal meth.

Police arrested Breen Peck, 52, during a traffic stop in Wantagh at 10:22 p.m. Wednesday. Investigators say Peck confessed to carrying two loaded guns without a permit. They said they found the crystal meth in his pants pocket. 

Peck works as an air traffic controller at the Terminal Radar Approach Control Facilities, or TRACON, in Westbury, 1010 WINS’ Mona Rivera reported.

As CBS2’s Jennifer McLogan reported, police said Peck was headed to a local hotel for the night when he was stopped in a car with illegally tinted windows.

Peck, whose home address is listed as being in Redkey, Indiana, has been charged with criminal possession of a weapon, criminal possession of a controlled substance and numerous traffic violations.

Sources told 1010 WINS that Peck was transferred to New York after possibly being involved in at least two other near misses in the Washington D.C. area — with one incident involving a plane carrying First Lady Michelle Obama, and another involving a plane carrying a Congressman. The matter is still under investigation.

The FAA could not confirm that Peck was the same air traffic controller responsible for those incidents, but a source told CBS2 that Peck was made to undergo extensive training in 2011.

The FAA said Peck was not on duty directing aircraft because he failed his Westbury testing.

Peck is assigned to the facility training program at New York Terminal Radar Approach in Westbury.

“The Nassau County Police Department notified the Federal Aviation Administration (FAA) today that they arrested Breen Peck, an air traffic employee at the New York Terminal Radar Approach Control (TRACON) in Westbury, NY, yesterday,” The FAA said in a statement. “Peck currently is not an air traffic controller, he is assigned to the facility training program.  The FAA is  investigating the circumstances related to the investigation.”

Peck admitted to arresting officers that he had two unlicensed handguns in his car. They also found a stash of what is believed to be crystal methamphetamine in his pants pocket.

According to Acting Nassau Police Commissioner Thomas Krumpter said Peck is charged with two counts of criminal possession of a weapon in the 2nd degree, criminal possession of a controlled substance and several traffic violations.

“We believe he is an active substance abuser. Nassau County Police Department may have averted an air disaster in the skies above Nassau County by arresting this defendant,” Krumpter said.

Peck was arrested without incident. He is due in court Thursday. He has maintained his innocence, but was not represented by a union layer. A judge held him on $25,000 bond.

The center where Peck is employed controls flights into and out of LaGuardia, Kennedy, Long Island MacArthur, Republic, Newark Liberty, and Teterboro airports.

Story and video:  http://newyork.cbslocal.com

A veteran air traffic controller responsible for two highly-publicized mishaps — one involving a plane carrying first lady Michelle Obama and Jill Biden, the other a plane with a Wisconsin congressman on board — has been arrested in New York after police said they found him with a gun in his car and methamphetamine in his pants pocket.

Breen Peck, 52, was transferred from the Warrenton, Va., air traffic control facility several years ago after the two troubling incidents came to light. After retraining, he was assigned to administrative duties at the facility that directs planes in and out of New York city airports. He was not, however, permitted to return to directing air traffic. The Federal Aviation Administration said Thursday that it was investigating the circumstances related to Peck’s arrest.

Peck was arrested Wednesday night and arraigned Thursday in Hempstead, N.Y., on charges of criminal possession of a gun and possession of a controlled substance. He also was cited for a number of traffic violations.

Nassau county police said they pulled over Peck’s 2010 Toyota after he failed to signal a left turn. They said he told them that he had a loaded handgun behind the driver’s seat and another in the rear cargo area and did not have a permit. After they arrested him, police said they discovered a substance believed to be crystal methamphetamine in his front pants pocket.

While working in the Warrenton facility, Peck was responsible for two widely publicized incidents involving planes carrying high-profile passengers.

In 2010, he was directing the pilot of an United Airlines Airbus that came within 15 seconds of colliding with a smaller jet while approaching Reagan National Airport. The United pilot could be heard saying “That was close” on the radio. He reported pulling up hard after a cockpit collision warning went off, narrowly missing a 22-seat commuter jet. Rep. F. James Sensenbrenner Jr. (R-Wis.) was onboard the plane.

The following April, Peck was directing a White House plane that was carrying Michelle Obama and Jill Biden as it attempted to land at Andrews Air Force Base. He allowed the plane to get too close to the potentially dangerous wake of a 200-ton military cargo jet. The White House plane aborted the landing attempt.

In addition to the Obama and Sensenbrenner incidents, Peck was held responsible for at least two other errors in the six years he worked at in Warrenton. He became a certified controller in 1991.

Source:  https://www.washingtonpost.com

Aircraft orders slow as cycle peaks; potential for production impact seen



A decline in aircraft orders this year shows the order cycle is peaking after five years of torrid growth, industry experts said on Thursday, raising speculation that Boeing Co and Airbus may be forced to scale back higher production rates planned for coming years.

"Orders have a history of very high peaks and very low troughs," said Edmund Greenslet, an independent analyst who publishes the Airline Monitor. After big surges, "orders drop very quickly."

With three weeks left in 2015, Boeing Co and Airbus have booked 1,582 orders, a decline from 2,888 in 2014.

Boeing Co booked 11 new jetliner orders worth about $1.1 billion at list prices on Thursday, leaving it about 180 short of its 2015 target of 755-760 planes.

Airbus has booked 1,007 net orders this year, versus 575 for Boeing, giving it 64 percent of orders. Boeing is likely to deliver far more airplanes than Airbus in 2015.

The slowdown itself is not a surprise. Because Boeing and Airbus have eight to 10 years of backlog, planes ordered today won't be delivered until 2023 or later, said John Plueger, president of Air Lease Corp.

"There's not a whole lot left really to sell," he said. Slow sales in the next few years is "a normal reaction."

But some see rising risk of a production excess. "I can see signs of a glut emerging," said Adam Pilarski, an analyst at consulting firm Avitas, that could mean order cancellations.

The biggest concern is over single-aisle planes. Airbus and Boeing each produce 42 of these planes a month. Airbus recently said it will lift that to 60 in 2019 and sources said Boeing is discussing when to follow. Failure to match the higher rate would leave Boeing with fewer production slots to sell.

Sales have been stoked by new models. Airbus' single-aisle A320neo is due out by the end of the year, with the first going to Germany's Lufthansa. Boeing this week rolled out its new 737 MAX, which is due to enter service in 2017.

The risk of order cancellations is growing as the global economy cools, particularly in China, Russia and Brazil, Pilarski said.

Boeing's orders in the latest week included 10 of its 737 planes for Turkish Airlines and one 767 for FedEx Corp. Four orders for 737 jetliners were canceled.

That's a risk for suppliers. "When the consequences of these cuts in production come, they come fast," Greenslet said.

Source:  http://www.reuters.com

Private jet dealer targeted in $75M lawsuit, foreclosure

Fort Lauderdale executive jet dealer Aero Toy Store and its affiliates were hit with a $75.34 million lawsuit that includes a foreclosure claim on one of its buildings and a lien on its aircraft inventory.

The company has a fixed-based operator facility at Fort Lauderdale Executive Airport and a dealership that sells planes such as Challenger 600s and Boeing Super 27s, in addition to helicopters.

CPC Finance II filed the complaint on Dec. 2 against Aero Toy Store, Gulfstream IV 1145, CCA Financial Services, Free Trade Ltd. and Morris Shirazi Inc., along with individual guarantors Mayer Shirazpour and Gabrielle Shirazipour. It concerns an aircraft inventory loan originated in 2008 by General Electric Capital Corp. and restructured in 2009 to include a mortgage and additional guarantees.

The loan was sold in September to CPC Finance II, managed by Patrick T. Marino in Fort Lauderdale.

The complaint states that Aero Toy Store and Gultstream IV defaulted on the loan in 2010 and owe $75.34 million, plus interest. All of the other guarantors named in the lawsuit are on the hook for the same amount, expect for Free Trade Ltd., which has a limited guaranty of $8 million.

Mayer Shirazpour couldn’t be reached for comment.

The foreclosure seeks to seize Free Trade Ltd.’s 13,189-square-foot aviation facility at 2050 N.W. 62nd St. The 2.2-acre property was acquired for $8 million in 1996.

The complaint does not target Aero Toy Store’s larger facility at 1710 N.W. 62nd St., which is leased from the city, said Richard Storfer, the Fort Lauderdale attorney who represents CPC Finance II. However, the lawsuit seeks to seize all the assets of Aero Toy Store and the companies named, including aircraft inventory, he said.

Aero Toy Store’s website currently lists 11 executive jets and three helicopters in inventory.

Source: http://www.bizjournals.com

Federal Aviation Administration, Massport hear residents tell of ill effects of plane noise

Their voices sharp with frustration, residents and politicians from across Boston took the Federal Aviation Administration to task over airplane noise at a public forum in Milton last Thursday.

With hundreds gathered in the town’s high school auditorium for a meeting that ran nearly two hours over its planned two-hour slot, speakers shared stories of what they described as infuriating and possibly hazardous living conditions under the flight paths of approaching and departing planes.

The FAA implemented a NextGen satellite-based navigation system called RNAV in 2012. According to the FAA, the system has increased safety and efficiency through precise plane routing. For their part, residents living under the routes say the new system has burdened their neighborhoods unequally, subjecting them to unending processions of jets overhead.

“It’s like being in a warzone,” said Pamela Wolfe of Hull. Residents described infants unable to sleep, families who can’t hold conversations in their homes, asthma and cancer risks, and the constant noise from dozens of planes flying overhead every hour.

Elected officials said they have been fielding complaints from their constituents since the RNAV procedures went into effect.

“We all noticed the huge uptick in calls and complaints, from teachers who are trying to teach class, to families that are just trying to enjoy their backyards, community activists worrying about the health of their communities,” said Congressman Stephen Lynch.

According to the Massport complaint log, there was a corresponding spike in calls to the agency with the introduction of the new system.

From January through November 2012, which included the first two months of the system’s implementation, Massport registered 2,175 complaints. In that same time frame this year it logged 15,688 complaints. Complaints from the towns of Milton and Hull kept pace with the increase at Masspprt: 94 and 14, respectively, in 2012; 4,123 and 1,035, respectively, in 2015.

Although Dorchester reported a lower number of complaints, its number still rose from 4 in 2012 to 99 in 2015.

US Rep. Michael Capuano said he lives directly under one of the flight paths. “I understand that in a city there are things you have to put up with… I accept that as part of life,” he said. And while Logan is a shared benefit, he added, “with every benefit there is also some pain, in this case pollution and noise. That pain can and should be shared fairly amongst all of us.”

Lynch organized and moderated the forum, which was attended by FAA officials, including area regional executive manager Todd Freidenburg, and by Alan Hale, and Flavio Leo of Massport.

“We on the state level are essentially powerless with respect to the FAA and airplane traffic,” said state Sen. Brian Joyce, from Milton. “I’ve been serving for about 19 years; this is the single most frustrating issue that I have ever faced,” he said.

Jeanne DuBois, the former head of Dorchester Bay Economic Development Corporation (DBEDC) also weighed in, saying that simply pushing the bulk of air traffic to their neighborhoods was not the answer.

A longtime community organizer from Roslindale, DuBois said she is woken up at 5:15 each morning by the planes and the experience is having a negative effect on her health. The communities need to coordinate their discussions on this issue, she said. “We’ll decide what’s going to happen, when it’s going to happen, and you guys are going to have to report back, because this is not acceptable,” she added.

Hale, the Logan air traffic manager, told the gathering that wind and weather are the primary determinants in what runway patterns are selected. The FAA’s Friedberg said that his agency has worked extensively with around 30 communities to assess and reduce noise. “Our goal in being here is to better understand your concerns,” he said.

That aviation officials were present was a positive step, Lynch said, but he pointed out that it was only after he threatened to cut $25 million from the FAA’s budget that officials agreed to conduct a community forum.

Lynch added that he was hopeful advancements could be made in the near future with flight route adjustments and increasing the height of incoming planes. “We’ve got some indication of progress,” he said. 

Source: http://www.dotnews.com

Vans RV-7, N307AB: Fatal accident occurred December 10, 2015 near General Dick Stout Field Airport (1L8), Hurricane, Washington County, Utah

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah 

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

NTSB Identification: WPR16FA036
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 10, 2015 in Hurricane, UT
Probable Cause Approval Date: 07/20/2017
Aircraft: BARNETT ALLEN S RV7, registration: N307AB
Injuries: 2 Fatal.

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

The airline transport pilot was conducting a local personal flight in the experimental amateur built airplane, with one passenger on board. Several witnesses located near the accident site reported that they heard the airplane's engine and that it sounded like it was making power changes. The witnesses added that they then saw airplane debris floating in the air. One witness stated that the engine was running during the entire descent and that he saw the airplane spiraling and descending in a cork-screw type maneuver. Another witness reported seeing the airplane inverted at a low altitude just before impact. 

Postaccident examination of the airplane revealed damage to the horizontal stabilizers and elevators that was consistent with a downward failure in positive overload. The loads required to fail the horizontal stabilizers and elevators cannot be generated from normal flight or control movements. Such failures would have required an abrupt pull back on the stick and corresponding movement of the elevator to a trailing-edge-up position, at speeds greater than the airplane's maneuvering speed. Failure of the horizontal tail first would have caused the airplane to pitch down rapidly, producing air loads on the upper surface of the wing that were sufficient to fail them in negative overload. The damage observed on the wings was consistent with a downward failure in negative overload. Additionally, there were no indications of any pre-existing cracks or anomalies with the horizontal stabilizers, elevators, or wing structures and no pre-accident anomalies were observed that would have precluded normal control of the airplane.

A review of the weather information indicated that there were likely low-level winds gusting from 26 to 46 knots at the time of the accident and that moderate-to-severe turbulence likely existed at the accident site. The weather conditions likely contributed to the in-flight breakup by either aggravating a flight maneuver or preventing a recovery from a loss of airplane control.

Although doxylamine was detected in the pilot's liver it was not detected in the blood; therefore, it is unlikely that it was causing any performance decrements that would have affected the pilot at the time of the accident.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's abrupt flight control inputs, likely above the maneuvering speed, in severe winds and turbulence conditions, which resulted in an in-flight breakup.

HISTORY OF FLIGHT 

On December 10, 2015, about 1347 mountain standard time, an experimental amateur built, RV-7 airplane, N307AB, experienced an in-flight break up and then impacted terrain about 3 miles west of General Dick Stout Field Airport, Hurricane, Utah. The airline transport pilot and passenger were fatally injured, and the airplane sustained substantial damage. The airplane was registered to and was being operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions existed near the accident site about the time of the accident, and no flight plan had been filed. The local flight departed from an unknown airport at an undetermined time.

Several witnesses located near the accident site stated that they heard the airplane's engine and that it sounded like it was making power changes. The witnesses added that they saw airplane debris floating in the air. One witness stated that the engine was running during the entire descent and that he also observed the airplane spiraling and descending in a cork-screw type maneuver. Another witness reported seeing the airplane inverted at a low altitude just before impact. 

PERSONNEL INFORMATION 

The pilot, held an airline transport pilot certificate with airplane multi-engine land, single-engine land, instrument, and instructor single-engine land ratings. The pilot was issued a first-class Federal Aviation Administration airman medical certificate on October 22, 2015, with the limitation that he must have glasses available for near vision. The pilot reported on his most recent medical certificate application that he had accumulated 17,359 total flight hours, 403 flight hours of which were accumulated in the previous 180 days. 

AIRCRAFT INFORMATION 

The two-seat, low-wing, fixed-gear airplane, was assembled in 2011, and it was issued an airworthiness certificate certified for aerobatic maneuvers in March 2011. It was powered by an experimental 180-horsepower ECI/Titan IO-360 reciprocating engine. The engine was equipped with a Whirlwind 200RV propeller. The last documented inspection was a conditional inspection that was completed on May 15, 2015, at an airframe time of 258.9 hours. 

The airplane's manufacturer website listed the maximum load factor as positive +6 g and a minimum load factor as -3 g. Additionally, the Pilot's Operating Handbook lists the maneuvering speed (Va) as 142 mph. In the remarks, it stated, "do not make full control movements above this speed. Full elevator deflection will result in a 6g load at this speed." Any speed greater than Va with full control application could result in g-loads that exceeded the design limits.

METEOROLOGICAL INFORMATION

The 1355 recorded weather observation at Saint George Regional Airport, Saint George, Utah, located about 12 miles west-southwest from the accident site, reported calm wind, visibility 10 statute miles, clear skies, temperature 12° C, dew point -2° C, and an altimeter setting of 29.87 inches of mercury. 

The accident site was located between a cold front to the northwest and a high-pressure area to the southwest, in an area of strong-pressure gradient. A model sounding, which included a wind profile, for the area over the accident site about the time of the accident, estimated that the surface horizontal wind speed was estimated to be 220° at 8 knots, with winds increasing in speed with height and veering to the west. The mean 0-to-18,000 ft mean sea level (msl) winds were from 250° at 52 knots. The model supported light-to-moderate clear air turbulence from 6,400 through 8,000 ft msl, and mountain wave development from 10,000 to 12,000 ft msl. 

Pilot reports noted evidence of mountain wave activity in the region but with moderate-to-severe turbulence near the accident site; at 6,500 ft msl, consistent with the model sounding. An AIRMET for moderate turbulence below 18,000 ft, was active over the accident site at the accident time. No SIGMET was active for the accident site at the accident time.

WRECKAGE AND IMPACT INFORMATION 

The airplane wreckage was located about 4.2 miles southwest of Hurricane, Utah, on flat sagebrush-covered terrain on top of a mesa. The debris path was about 1,460 ft long and 450 ft wide. All major components of the airplane were located in the debris path. 

The main airplane wreckage was located almost at the northern extent of the debris field and included the fuselage, engine, right wing, half of the left wing, a majority of the left and right elevators, and the lower half of the rudder. The vertical stabilizer with the upper half of the rudder attached was located at the southern extent of the debris field, located about 1,420 ft south-southwest of the main wreckage. The left and right horizontal stabilizers were located about 850 ft and 790 ft, respectively, south of the main wreckage. The left aileron was located about 430 ft south-southwest of the main wreckage, and the left outboard wing was located about 320 ft south-southwest of the main wreckage.

The main wreckage was found inverted. There were no noticeable ground scars leading up to the wreckage. The fuselage was intact, but the upper half was crushed. The canopy frame was separated from the airframe and located about 55 ft northeast of the main wreckage. Most of the acrylic canopy was fractured from the frame and found in many pieces in the debris field. The engine remained attached to the fuselage. One of the composite propeller blades was fractured from the hub and the other blade was missing the tip portion. Debris consistent with propeller material was found around the main wreckage. The examination of the engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. The main landing gear remained attached to the lower fuselage, and there was some deformation at the attachment points.

The entire right wing remained attached to the fuselage with the flap and aileron attached. The right flap was in the "up" position. The outboard half of the right wing was deformed downward about 15º to 20º at the flap/aileron junction, located about 57 inches outboard of the wing attachment point. The upper and lower wing skins were buckled around the area where the wing was deformed downward. The right fiberglass wingtip remained attached to the wing but was splayed open at the trailing edge. 

The inboard half of the left wing remained attached to the fuselage with the flap attached. The left flap was in the "up" position. The outboard half of the left wing had separated at the flap/aileron junction located about 57 inches outboard of the wing attachment point. The main spar fractured at the location where the upper and lower spar caps undergo a net section decrease from inboard to outboard. The outboard half of the left wing was mostly intact with minimal damage noted.

MEDICAL AND PATHOLOGICAL INFORMATION 

The Utah Department of Health, Office of the Medical Examiner, conducted an autopsy on the pilot. The medical examiner determined that the cause of death was "blunt force trauma."

The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing specimens from the pilot. Testing results were negative for carbon monoxide, cyanide, and volatiles. The testing detected doxylamine in the liver but not in the blood and ibuprofen in the blood.

Doxylamine is an over-the-counter antihistamine medication that can be used in combination with decongestants and other medications to relieve sneezing, runny nose, and nasal congestion caused by the common cold and can be sedating. Ibuprofen is used to reduce fever and to relieve minor aches and pains from headaches, muscle aches, arthritis, the common cold etc.

TESTS AND RESEARCH

Structures Examination

A postaccident examination of the inboard and outboard wing sections at the fracture location revealed that the fracture exhibited damage and deformation consistent with the separation of the outboard portion of the wing in a downward direction. The horizontal stabilizer forward spar fractured about 2 inches outboard of the side of the fuselage on both sides. Both of the horizontal stabilizer spar caps were deformed down and aft at the fracture location. The elevators were deformed down and aft matching the spar deformation. 

The left and right horizontal stabilizers were found in the debris field. The outboard elevator hinges remained attached to both stabilizers and the hinges were pulled from the elevators. About 18 inches of the outboard portion of horizontal stabilizer rear spar on each side remained installed in the horizontal stabilizers. The upper and lower skins separated from the remainder of the rear spar along the rivet lines. There was buckling damage on the lower skin of both horizontal stabilizers consistent with the stabilizers separating downward. 

Control continuity was established from the cockpit controls to the elevators and the right aileron. The left aileron controls cables were fractured and had a splayed, broom-strawed appearance, consistent with tension overload. The rudder cables were jammed somewhere in the fuselage, and control continuity could not be established, but the cables remained attached at the rudder and the pedals.

All the fractures exhibited a dull, grainy appearance consistent with overstress separation. There was no evidence of progressive or pre-existing fractures on any of the parts.

Electronic Devices

No flight data for the accident flight could be recovered from the electronic devices found in the wreckage. However, a GoPro Hero 4 camera, which had sustained significant impact damage, revealed two files recorded on previous flights in which the accident airplane performed an aileron roll to the right.

Radar Data:

A review of the radar track from commercially available sources revealed two tracks that were consistent with the accident airplane. The first track was 17 minutes long and ended at 1332 when the airplane was at 6,150 ft. Altitudes throughout the track varied from 6,150 to 9,350 ft, and the groundspeed varied between 24 and 168 knots. Most of the first half of the track show the airplane climbing, and the second half of the track shows the airplane descending. The track shows the airplane flying west and then performing a couple of circling maneuvers and in slow flight. The airplane then turned south and shortly thereafter, it makes a right northerly turn.

The second track, which may be associated with the accident airplane, started at 1336 when the airplane was at 6,625 ft. The data only shows 1 minute of flight. The heading is nearly south, and the groundspeed range is between 127 and 133 knots.

Weight and Balance

The distribution of the airplane contents throughout the debris field prevented an accurate weight and balance assessment and the airplane's most recent weight and balance records were not located. Therefore, an estimated weight and balance calculation was conducted. According to the airplane's kit manufacturer, the airplane had a maximum factory basic weight of 1,114 lbs and a useful load of 686 lbs. The medical examiner reported that the total weight of the occupants was 306 lbs. Assuming a total fuel load of 42 gallons, the airplane would have been about 128 lbs below its maximum gross weight of 1,800 lbs at the time of the accident.


http://registry.faa.gov/N307AB

NTSB Identification: WPR16FA036 
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 10, 2015 in Hurricane, UT
Aircraft: BARNETT ALLEN S RV7, registration: N307AB
Injuries: 2 Fatal.

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

On December 10, 2015, about 1347 mountain standard time, a Barnett Allen Experimental amateur built, Vans Aircraft, Inc., RV7 airplane, N307AB, experienced an inflight break up, and sustained substantial damage when it impacted terrain about 3 miles west of the General Dick Stout Field Airport, Hurricane, Utah. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The airline transport pilot and passenger were fatally injured. Visual (VMC) meteorological conditions prevailed, and no flight plan had been filed. The local personal flight departed from an unknown airport at an undetermined time.

Examination of the accident site by the National Transportation Safety Board, investigator-in-charge revealed that the debris path was about ½ mile long. All major components of the airplane were discovered in the debris path. The first piece observed was the vertical stabilizer with the upper portion of the rudder attached. The left wing separated about mid span and both horizontal stabilizers also separated and were scattered throughout the center of the debris field. 

Several witnesses observed airplane debris floating in the air. The witnesses stated that the airplane's engine sounded like it was making power changes. One witness stated that the engine was running the entire descent. He observed the airplane spiraling and descending in a cork screw type maneuver. Another witness observed the airplane inverted at a low altitude just prior to impact. 

The airplane was recovered to a secure facility for further examination.

Shawn Arthur Ackerman, 56, and Bonnie Bergstrom Ackerman, 49, died in an airplane crash near Sand Hollow Reservoir in Hurricane, Utah.



HURRICANE — Authorities released the names Saturday of a Grassy Meadows Sky Ranch married couple who died in an airplane crash near Sand Hollow Reservoir in Hurricane Thursday afternoon.

Shawn Arthur Ackerman, 56, and Bonnie Bergstrom Ackerman, 49, both of Hurricane, were found dead after something went wrong during a flight in a 2011 two-seat, single-engine fixed-wing Van’s RV-7 aircraft, causing the airplane to crash in a remote area in Hurricane between Sullivan’s Knoll and Flora Tech Road.

The St. George Communications Center received reports that the couple’s airplane had crashed around 1:37 p.m. Thursday. It was reported that a plane was seen traveling very low before the crash, Hurricane Police Sgt. Brandon Buell said.

Kevin Prisbrey, of Ivins, said he was sitting on his friend’s porch, talking with his friend when he heard a plane making abnormal sounds that sounded like it was “sputtering.”

“We heard the airplane going ‘vroom, vroom’ like the engine’s cutting out,” Prisbrey said. “I was like ‘dude, that sounds like the airplane that crashed in Ivins years ago.’ We were just talking about it, then, all of a sudden, we hear this ‘boom’ and then silence.”

“It was really loud,” he said. “It was like right above us, it sounded like. But we couldn’t see – because the house is in the way – until we heard it stop and that big ole ‘boom.’ I think that’s when it hit or something.”

When Prisbrey and his friend ran around to the other side of the house to see what was going on, he said, they saw two pieces of metal debris falling from the sky and fluttering down by the point of the mountain.

“We were trying to figure out – it didn’t blow up or no smoke or anything – but we seen two pieces of metal flying out of the sky, like falling down,” Prisbrey said. “There wasn’t no flames or nothin’ that’s why I was like ‘what the heck’ but the engine stalled so I figured well it was probably shut off.”

The aircraft went down just a few miles from the couple’s home in a rugged, undeveloped area between Sullivan’s Knoll and Flora Tech Road, and landed upside down on the cockpit.

While it has yet to be confirmed by officials, there were multiple reports that the wing of the aircraft had separated from the plane before it crashed.

Rulon Broadbent posted on the St. George News Facebook page that he saw the aircraft go down while he was working on the roof of a home in the Dixie Springs subdivision. Broadbent said he saw one of the wings come off as the plane was spiraling down.

The airplane was registered to and was being operated by Shawn Ackerman, who was a licensed commercial pilot.

In 2013, the Federal Aviation Administration recognized Shawn Ackerman with inclusion in the prestigious FAA Airmen Certification Database. The database names Ackerman and other certified pilots who met or exceeded the high educational, licensing and medical standards established by the FAA.

The cause of the airplane crash is being investigated by the National Transportation Safety Board.

The couple’s family issued the following statement:

Shawn and Bonnie Ackerman of Hurricane, Utah were involved in a fatal aircraft accident at approximately 1:30 PM on Thursday, December 10th. Further details are pending a complete investigation from the NTSB. In Lieu of flowers please make donations to the ‘Best Friends Animal Society’ in Kanab, Utah at www.bestfriends.org/donate. Thank you for respecting the family’s privacy in this time of mourning.


Source: http://www.stgeorgeutah.com



HURRICANE — Two victims killed in a plane crash in Hurricane Thursday afternoon were identified by police Saturday. 

Shawn Ackerman, 56, and Bonnie Ackerman, 49, both of Hurricane, were identified Saturday by Hurricane Police as the victims of Thursday's single-engine plane crash. Around 1:30 p.m. Thursday, dispatch received a call of a plane traveling very low before crashing into a remote area between Sullivan Knoll and Floratech Rd. in Hurricane, police said.


The cause of the crash is still under investigation, which has been turned over to the National Transportation Safety Board, police said.


The family of the victims issued the following statement:


"Shawn and Bonnie Ackerman of Hurricane, Utah were involved in a fatal aircraft accident at approximately 1:30 PM on Thursday, December 10th. Further details are pending a complete investigation from the NTSB. In iieu of flowers please make donations to the 'Best Friends Animal Society' in Kanab, Utah at www.bestfriends.org/donate*. Thank you for respecting the family's privacy in this time of mourning."


*KSL.com does not assure that the monies deposited to the account will be applied for the benefit of the persons named as beneficiaries. If you are considering a deposit to the account, you should consult your own advisors and otherwise proceed at your own risk.



Source: https://www.ksl.com


"Our Christmas photo session 2010 with our last plane a Beech Debonair," Bonnie Ackerman posted on her Facebook page, date and location unspecified.

HURRICANE — A plane crashed Thursday afternoon and police confirmed two people were killed.

The accident occurred around 1:30 p.m. near 1365 S. 3325 West, according to Hurricane City police. The St. George Consolidated Dispatch Center received a call about a single-engine plane that was seen traveling very low before it crashed in a remote area between Sullivan Knoll and Floratech Road, police said. A resident who lives in the area called in the crash and officials from Hurricane City police and the Hurricane City Fire Department were dispatched to the scene.

"It took a little bit to find exactly where the plane had gone down," Hurricane City Police Sgt. Brandon Buell said. "But they were able to locate a plane that had crashed."

Officials said a man and woman were killed in the crash, but details about what caused the accident were not immediately known. The victims have not yet been identified, pending family notification.

The area of the crash is a fairly remote area that has a lot of undeveloped private property, Buell said.

Story and video:  https://www.ksl.com








According to a Hurricane City Police Department news release, there "are fatalities" in Thursday afternoon's plane crash.

"It was reported that a plane was seen traveling very low and crashing in a remote area between Sullivan Knoll and Floratech Road," according to the release. "At this time we have located the plane and confirmed there are fatalities."

According to dispatch reports earlier Thursday afternoon, a person witnessed part of the crash and "heard a loud boom" before calling 911.

The person later told dispatchers the plane's cockpit was upside down and one of the wings had been separated from the plane, lying 3 to 4 feet away, according to emergency radio transmission.

Members of the Hurricane City Police Department and the Hurricane Valley Fire District responded to the scene. Life Flight was put on standby shortly after the report came in, but it was later canceled after dispatchers were told of a confirmed fatality.

Thursday's crash was the third at the Hurricane airport this year and the fifth since 2012, according to records kept by the Federal Aviation Administration.

On May 30 of this year, pilot Carlos Duenas was critically injured when his experimental aircraft crashed into a horse corral just north of the airport during an attempt at an emergency landing.

On March 9, another pilot walked away uninjured after reporting heavy winds as he attempted to land. The plane landed in a ditch south of the runway.

Story, video and photos: http://www.thespectrum.com



HURRICANE – Authorities have confirmed fatalities as a result of a single-engine aircraft crash in an area north of Sand Hollow Reservoir Thursday afternoon.

The crash was reported at around 1:37 p.m.

“It was reported that a plane was seen traveling very low,” Hurricane Police Sgt. Brandon Buell said, “and crashing in a remote area between Sullivan Knoll and Floratech Road.”

Buell said the crash left a large debris field and is currently being investigated.

Multiple units from different agencies, including Hurricane City Police Department and Hurricane Valley Fire District, are on scene.

Source: http://www.stgeorgeutah.com