Thursday, January 14, 2016

Last of the Alberta air fleet sold

A government plane is pictured in the Government of Alberta Air Transportation Services hangar, City Centre Airport, 11940-109 Street, in Edmonton, Alberta on Tuesday, August 7, 2012.

The last remnant of the Alberta government air fleet is taking off -- to Calgary.

The NDP government announced Thursday that its 1985 DeHavilland Dash 8 has been sold for $5,026,000 to Avmax Aircraft Leasing Inc., slightly above the reserve price of $4.9 million. Avmax is a Calgary-based company that provides multi-faceted aircraft service including airline travel, planes for lease, aircraft maintenance and sale parts.

"The aircraft is in excellent condition," said Avmax COO Kirk Watson, noting Avmax is the largest private owner of Dash 8 aircraft in the world with over 100 Bombardier Dash-8, Q Series and CRJ Series aircraft.

Watson said the Dash 8 is "lightly used" with only 10,000 landings of an 80,000-landing lifespan. The government fitted the plane with two brand new engines only a couple of years ago, he said, and he doesn't even have to change the paint.

"The paint is in very nice condition. It's very apolitical," he laughed.

Watson said Avmax hasn't decided on the plane's purpose yet. It will likely be used in their airline division, he said, but it also could be sold or leased or even end up being used for United Nations contracts or world food contracts.

The sale allows the government to save on storage costs at the Edmonton International Airport, where it was paying undisclosed costs on a hangar lease. Alberta Infrastructure will now seek to sub-lease the hangar.

"Certainly, it's taken a long time to get rid of that plane with some of the complications involved but thankfully it's gone now and we can concentrate on more important things," said Service Alberta Minister Danielle Larivee.

In Feb. 2015, former premier Jim Prentice announced the sale of three Beechcraft King Airs to Fargo Jet Centre Inc. in North Dakota for $6.1 million. The sale followed the controversial use of the planes by former premier Alison Redford.


Beechcraft A100 King Air, Air Creebec, C-FEYT: Accident occurred September 26, 2014 at Timmins Airport, Ontario, Canada

TIMMINS - A badly-placed bundle of wires was the cause of a dramatic scene at the Timmins airport in September 2014 when an Air Creebec flight was forced to make an emergency touchdown without all of its landing gears.

After more than a year of investigation, the Transportation Safety Board of Canada have released its findings on what caused the malfunction of the twin-engined Beechcraft King A100 plane.

The culprit was a bundle of wires that became snagged in the machinery and prevented the landing gear from lowering, and even managed to disable to backup system.

“The bundle likely snagged on the torque shaft bolts. As the shaft rotated after ‘landing gear down’ was selected, the wire bundle became entangled around the torque shaft and prevented further rotation of the shaft, which consequently halted the landing-gear extension,” concludes the report. “The alternate gear extension system uses the same torque shaft system to extend the landing gear, and so it was disabled as well.”

Some of the wires ran to the plane’s power generators, so when they were damaged by the machinery, the generators were also disabled.

As a consequence of all this, the plane was forced to land at the Victor M. Power Timmins Airport with the landing gears on the nose section only partially extended.

A witness at the scene of the landing told The Daily Press the weight of the speeding plane eventually pushed the wheels back up inside their wheel-wells. When the plane came to a stop, it was resting on its belly.

Immediately five waiting firetrucks began racing out to the runway, where the plane stopped. There was smoke evident in the area of the plane, once it was on the ground, but it was not revealed where the smoke came from.

One witness told The Daily Press that firefighters were preparing to lather the plane with foam, as a safety measure, but said the people began disembarking the plane before that could happen. As it turned out, firefighters did not need to apply any water or foam to the plane.

Transportation Safety Board investigators could not determine for certain when or how the wire bundle managed to shift so much to could catch on the machinery.

Their best guess was that it was accidentally moved when a motor in the landing gear system was replaced by maintenance crews. They only problem with this theory is that the plane had numerous landings after the motor was switched and didn’t have any problems, according to the report.

Since the incident a year ago, the owner of the plane, Air Creebec, performed its own investigation and inspected its two other Beechcraft King A100 planes and found nothing wrong with them. As a precaution, however, the company installed wiring harnesses to make sure the same thing could not happen again. They also contacted other air lines using the same model planes to tell them what had happened.

Story and photo gallery:

The Transportation Safety Board of Canada (TSB) investigated this occurrence for the purpose of advancing transportation safety. It is not the function of the Board to assign fault or determine civil or criminal liability.

Gear-up landing
Air Creebec Inc.
Beechcraft King Air A100, C-FEYT
Timmins Victor M. Power Airport
Timmins, Ontario
26 September 2014


The Air Creebec Inc. Beechcraft King Air A100 aircraft (registration C-FEYT, serial number B-210) was operating as Air Creebec flight 140 on a scheduled flight from Moosonee, Ontario, to Timmins, Ontario, with 2 crew members and 7 passengers on board. While on approach to Timmins, the crew selected “landing gear down”, but did not get an indication in the handle that the landing gear was down and locked. A fly-by at the airport provided visual confirmation that the landing gear was not fully extended. The crew followed the Quick Reference Handbook procedures and selected the alternate landing-gear extension system, but they were unable to lower the landing gear manually. An emergency was declared, and the aircraft landed with only the nose gear partially extended. The aircraft came to rest beyond the end of Runway 28. All occupants evacuated the aircraft through the main entrance door. No fire occurred, and there were no injuries to the occupants. Emergency services were on scene for the evacuation. The accident occurred during daylight hours, at 1740 Eastern Daylight Time.


In its investigation report (A14O0178) released today, the Transportation Safety Board of Canada (TSB) found that a malfunctioning landing gear system led to the September 2014 landing accident at Timmins Victor M. Power Airport in Timmins, Ontario.

The aircraft was substantially damaged but there was no post-impact fire, and no injuries to the occupants.

On 26  September 2014, at 1740 Eastern Daylight Time, a Beechcraft King Air A100 was operating as Air Creebec flight 140 on a scheduled flight from Moosonee, Ontario, to Timmins, Ontario, with two crew members and seven passengers on board.

While on approach to Timmins, the crew selected the landing gear down, but did not get an indication light that the landing gear was down and locked.

A fly-by at the airport provided visual confirmation that the landing gear was not fully extended.

The crew attempted to lower the landing gear manually but was unable to do so.

At approximately the same time, indicators illuminated to indicate that both the generators were not functioning.

An emergency was declared, and the aircraft landed with only the nose gear partially extended.

The aircraft came to rest beyond the end of Runway 28.

The investigation revealed that during the extension of the landing gear, a wire bundle became entangled around the landing gear rotating torque shaft, preventing full extension.

The entanglement also prevented the alternate landing gear extension system from working.

The investigation also determined that the wire bundle consisted of wiring for the generator control circuits, and when damaged, disabled both generators.

Following the occurrence, Air Creebec performed its own safety management system investigation and performed inspections on its two other Beechcraft King Air A100 aircraft, and found no faults.

The operator submitted a safety deficiency report to Transport Canada, and also issued a maintenance advisory to its staff to check for proximity of wiring harnesses to surrounding rotating parts.

In addition, Air Creebec contacted other operators with the same type of aircraft and made them aware of the potential for this type of event.


Piper PA-32R-300 Cherokee Lance, N4646F: Accident occurred August 10, 2014 near South Valley Regional Airport (U42), West Jordan, Salt Lake County, Utah

Carnegie Medal winner recounts chaotic West Jordan plane crash rescue  

Kirby Crump poses with the Heroism Award he received from West Jordan City on Sept. 24, 2014. (Photo: Kirby Crump) 

WEST JORDAN — Tongues of flame started to lick up under the windscreen. A lot of heat hit Kirby Crump in the face. He struggled to yank the limp and bloodied pilot away from the yoke.

The pilot was stuck. A flash of anger overcame the heat in the cramped cockpit.

Crump recognized the immediate danger. The wrecked plane was on fire. No one was coming to his aid, at least not in time to make a difference. If he retreated, the pilot would burn to death.

It didn't matter. He was committed, even if it meant his life. At the rate the fire was growing, it would only take a few more moments for death to reach him.

Then, something hit him in the back.

Utah National Guard Staff Sgt. Robert Kelley had come back onto the wing for a third time, slapping Crump to let him know he was not alone.

Crump heaved with all his strength, knowing full well the force could leave the pilot paralyzed. At last, the tall man came loose from the mangled wreckage. Together, Crump and Kelley dragged him out and onto the grass.

Firefighters and police who were just arriving at the West Jordan Soccer Complex couldn't believe what they were seeing.

"He made that decision right there in that burning cockpit, when his forehead he felt was about to blister from the heat, that 'no, I'm going to stay here and get this guy out'," West Jordan Police Sgt. Dan Roberts said. "That is character."

Few people have heard Crump's story. When the news cameras showed up at the soccer fields that sunny Sunday, he stood off to the side. He'd have left altogether, but had to stay because yellow police tape was fluttering from his red pickup truck. Investigators had used it to help establish a perimeter around the crash site.

"You don't do this kind of thing because you're waiting for someone to step up and give you something," Crump said a little more than a year later.

His actions that day though have earned him a Carnegie Medal. It's a high honor reserved for civilians who risk or even lose their lives saving others.

It's an honor he almost refused.

A small plane crashed and went up in flames at a soccer complex near the South Valley Regional Airport Sunday morning, police say.

The crash

Flying conditions were beautiful the morning of Aug. 10, 2014. Steven Sedlacek, his wife, Kathleen, and their adult daughter, Anna Looper, were planning to head home to Boise, Idaho, following a trip to Utah.

Steven, the pilot, taxied his Piper PA-32 onto runway 16 at the South Valley Regional Airport and opened up the throttle. The single-engine airplane accelerated, lifting off the ground.

That's when the problems started. Witnesses heard the engine sputter. The plane stopped climbing, barely making it over power lines at the southern edge of the airport. National Transportation Safety Board investigators later determined Sedlacek made an emergency call on the radio but stopped short of saying exactly what had gone wrong.

Crump was sitting in his truck, waiting for a traffic light to change at the intersection of Airport Road and the New Bingham Highway. He saw the plane off to his left as it began banking toward him, only about 100 feet above the ground.

Then, the Piper Lance straightened out and hung in the air, as if about to stall. Crump watched, noting how abnormal the plane appeared. He assumed the pilot had intended to circle the field and land but lacked the power to do so.

The plane rolled over to one side, then dropped from sight behind a building.

Crump's foot hit the accelerator. He ran the red light, crossing through the light morning traffic on state Route 48 onto Welby Park Drive. Another truck followed his path. He pulled to the side of the road once he had a clear view of the huge soccer complex to the south of the airport, expecting to see the aircraft nose-down in the field.

There was no sign of the plane.

The second driver didn't stop, continuing on toward 8200 South. Crump pursued him, making the turn onto 8200 South and catching up where that street makes a right-hand turn to become 4300 West.

Instead of making that turn, both Crump and the other driver drove up over the curb to the left. At full speed they weaved through a narrow gap between two trees, then raced down a small embankment and onto the soccer fields.

No more than 90 seconds had passed. When Crump stepped out of his truck, he saw the other driver dressed in military fatigues. Robert Kelley was already on the phone with 911.

He glanced into the cabin of the plane, seeing Steven Sedlacek. The impact had shattered Sedlacek's jaw, leaving his face and mouth a bloody mess.

"He's pretty banged up and in the fire. I'm pulling him out," Kelley said.

"Don't put yourself in any danger," the dispatcher warned.

"I'm not," he replied.

When the plane first hit the ground, its retractable landing gear had been extended. The force of the impact tore the wheel assemblies off their mounts and left deep gouges in the turf. The left wing had smashed into a lamppost and was torn away. The plane spun violently counterclockwise and skidded to a stop.

It had come to rest facing roughly east, behind a berm. Having just taken off for a cross-country flight, its tanks were full of fuel. A fire sparked in the engine almost immediately.

The rescue

Because of the damage and fire, Crump and Kelley had to approach from the right side. They opened the door to see a suitcase on top of Kathy Sedlacek.

Kelley handed his phone to Crump, tossed the suitcase aside and then undid the woman's seat belt. He carried her from the front right seat out onto the wing.

"I need to help them get these guys out, this plane is burning," Crump said.

The dispatcher, growing frustrated at the difficulty in getting an exact address, repeated her command to stay clear.

"I need you guys to not put yourself in danger, OK?"

"The address is 4200 West and about 80th South," Crump said. "We're right in the center of the soccer field at the south end of the Airport No. 2, and they need to get here quick. Thank you."

Crump, still holding the phone, climbed into the cabin. As he fumbled with Steven Sedlacek's three-point harness, a wave of heat rolled through the cockpit. It made him turn his head away. That's when he noticed Looper in the back seat.

Looper was badly injured but crawling forward in an effort to escape. Crump wanted to console her, to tell her help was coming, but he found himself drawn again to her unconscious father.

Kelley, meanwhile, returned to the wreckage and tried to find a door on the left side of the plane, only to realize it didn't have one. Instead he went to a rear door on the right side and opened it to retrieve Looper. The influx of air into the plane stoked flames that were beginning to enter the cabin. A second blast of heat hit Crump in the face.

"You probably need to get a Life Flight helicopter coming, too," he said to the dispatcher, his voice shaking. "There looks like there's at least three in there. We got two out now, but we've got one guy that's really trapped bad up against the controls."

She reassured him paramedics were on their way and asked if the injured were breathing.

"They're all conscious, but they're hurt really bad. We've got to get this guy out right now," Crump said.

"Moving him might make things worse. If you're putting any of you in danger, I don't want you to move him," she replied.

Crump didn't respond.

Reflecting on the experience later, Crump said his senses all seemed to focus in on the problem before him.

"Steve just begins to consume me," he said.

The second blast of heat had ignited an almost rage-like anger.

"I guess you might say I'm not going to let the plane win at this moment," Crump recalled. "It's not that the fire and the plane's going to blow apart and get us, it becomes a situation where you're just not going to leave him."

Sedlacek's left hand had fallen over the buckle of his harness during the crash, preventing Crump from seeing it. During a moment of lucidity though, he shifted. Upon finding the latch, Crump released it.

Luggage had wedged behind the left front seat, preventing it from sliding backward. With flames curling up onto the ceiling, he grabbed Sedlacek and started to pull.

"I can't use my feet or my knees, my legs. It's all upper body because my knee's in the other seat," Crump said. "He's got to come over that little console divide between the two seats, and my right leg's down in that foot well, just wrenched down in there with as much leverage as I can get."

Crump tugged and twisted, grunting so loudly the sound came across the open phone line to the 911 dispatcher. He felt Sedlacek's body literally tearing apart. Though he wouldn't admit it for months, Crump also felt his own abdomen splitting internally.

"As I'm pulling him out and I'm just wrenching on him, there's a moment there he just breaks loose of how he's jammed down in there. His legs are still a problem because he's 6-foot-6, he's just too big."

Flames were continuing to grow, entering the cabin from a gap between the firewall and the windscreen. Crump realized he was all alone and feared he was just moments away from being burned alive.

"The sergeant has taken Anna over behind my truck. He comes running back, comes jumping up on the plane and just plows right into my back. (He) grabs a hold of me and he's trying to get a piece of Steve, but I have to get Steve closer, further out toward that doorway. And at some moment there he's watching that fire."

Somehow, knowing Kelley was at his back refocused Crump.

"This is a good moment for the sergeant. He's wanting to get in there, but there's not enough space for him. But he's got such a good grip on me that if that flame comes blowing around there, he's going to pull me off that wing and we're going to have to leave Steve there."

Kelley found a gap at Crump's right shoulder and wedged himself in next to the door. Together, the two men combined their strength to at last get Sedlacek out of the plane.

Other witnesses, seeing a black plume of smoke rising from the wreckage, were starting to reach the crash site from elsewhere on the field.

Crump handed the phone back to Kelley, who stepped away to check on Kathy Sedlacek. Little more than five minutes had gone by since the two strangers had first seen the plane struggling from their places at the stoplight.

Although they both now feel they're out of danger, they're not.

"We're close enough I can hear that plane starting to flex," Crump said. "It's just a moment or two later and all the sudden you hear it crack, a big boil of fuel comes around, that fire comes around and seals the door right off. (It) blows right up over the plane."

Arriving paramedics were afraid to approach as flames jetted more than 10 feet into the air. The fuel tanks, they reasoned, could explode at any moment.

"The rescuers are yelling at them, 'Bring him back! Bring him back further!'" Roberts said. "Mr. Kelley and Mr. Crump both said, 'No, their injuries are too severe. You guys come up here.'"

Looper, too, was screaming, calling out her father's name under the belief he was still inside the plane. Crump went to reassure her, then pulled his truck forward to shield her from the fire.

The aftermath

While the three family members all survived, they were each badly injured. Two medical helicopters responded to the soccer complex, one each for the Sedlaceks. An ambulance transported Looper to the hospital.

Kelley, who had been on his way to Camp Williams when he followed Crump through the intersection, left to attend to his work. Crump remained behind, helping firefighters run hoses.

Reporters spoke with police, firefighters and even some other witnesses who had helped Kelley as he was removing the women from the plane. Crump, though, evaded notice. He did not volunteer himself for interviews.

"When he called me that afternoon, it was terribly emotional for him," Roberts recalled. "He was so distraught. He thought for sure Mr. Sedlacek was going to be paralyzed because he had pulled on him so hard."

Crump went to visit the Sedlaceks in the hospital. Months later, he traveled to their home in Idaho.

"After the accident, when I went to Boise to visit them, I had a lot of guilt from the accident," Crump said. "There's a couple of moments when I'm really torqueing on him bad and I'm inflicting so much pain that he moves back into semiconsciousness for a second or two and gives me a look like, 'What have I ever done to you?' It weighs heavy on me until I get to Boise, get a chance to see how well they're all doing. Really a shock to me."

Sedlacek was not paralyzed, though he'll never fly again.

"He's told me several times, 'Don't be carrying anything around. If you hadn't busted me up, if you hadn't done what you done, I might not be here today,'" Crump said.

Crump also had damage of his own. In the summer of 2015, he had to undergo surgery to repair the hernia caused by his exertion inside the plane. He hadn't told anyone else involved in the rescue about his injury.

The medal

Kelley, the Sedlaceks and West Jordan police and fire officials knew of Crump's heroism. Yet his reluctance to speak publicly about the experience led some to question his involvement. Kids in his own neighborhood didn't believe the story until he pointed out pictures proving he was there.

"I really haven't got that much attention," Crump said.

The city of West Jordan honored Kelley, Crump and three others a little over a month after the crash, on Sept. 24, 2014. Crump posed for some photos but declined media interviews.

When speaking about the crash, he continued to defer credit, placing it on Kelley.

"I'd had a statement that I wrote for the military to explain what the sergeant had done," he said.

Kelley, in turn, pressed Crump to send that information to the Carnegie Hero Fund Commission. The Pittsburgh-based organization had been trying to reach him.

"Just before I went and got my operation, they called me," Crump said. "I probably spent a couple hours on the phone with them trying to explain the accident, what we'd both done."

When the commission informed Crump he'd been awarded a Carnegie Medal though, he was irate. He did not want to accept it after learning Kelley was not receiving one as well.

Kelley, as it turned out, was ineligible because of his service in the Utah National Guard. Carnegie Medals are only awarded to civilians who, according to the foundation, voluntarily risk their lives to an "extraordinary degree while saving or attempting to save the life of another person." Emergency responders and members of the military are exempted.

Crump threatened to refuse the award, only relenting at Kelley's insistence.

The Carnegie Hero Fund Commission announced the award on Sept. 24, 2015, exactly a year after West Jordan honored Crump.

"I thanked them for it. I told them I was humbled and appreciated it," Crump said. "I think … what's taken some of the enthusiasm out of it for me is they had awarded 22 people and out of those 22, four people died in the process of rescuing someone."

He's growing more comfortable with the recognition as time passes. Still, Crump can't help but reflect on the confluence of circumstances that placed him inside that burning plane.

"Everyone else that participated in it deserves a lot of credit, but if you move the clock just a little bit here, the coincidence that we were over at the light, just move things around a little bit and it doesn't work," Crump said.

Story, video  and photo gallery:

NTSB Identification: WPR14LA336
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 10, 2014 in West Jordan, UT
Probable Cause Approval Date: 07/13/2015
Aircraft: PIPER PA 32R-300, registration: N4646F
Injuries: 3 Serious.

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

Witnesses located adjacent to the accident site reported that they observed the airplane depart, and that, as it was climbing, they heard the pilot state, “emergency,” several times on the airport’s common traffic advisory frequency; however, the pilot did not specify the nature of the emergency. The airplane subsequently struck a light post and then landed in an open soccer field south of the airport, and a postimpact fire ensued. Other witnesses located at the airport reported that the engine seemed to be backfiring throughout the entire takeoff and accident sequence. The pilot reported that he recalled the initial takeoff sequence and making the distress call; however, he did not recall the nature of the emergency or the accident sequence. Postaccident examination of the airplane, flight control systems, engine, and propeller revealed no evidence of any preimpact mechanical malfunctions. Review of the airplane manufacturer’s takeoff performance charts revealed that, at the time of the accident, the weather and environmental conditions were within the airplane’s takeoff performance limitations. Given that the witnesses reported that the engine was backfiring and that the pilot declared an emergency, it is likely that the engine experienced a partial loss of power during initial climb. Due to the severity of the damage to the engine, the reason for the loss of power could not be determined.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A partial loss of engine power during initial climb for reasons that could not be determined due to the severity of the damage to the engine.


On August 10, 2014, about 0904 mountain daylight time, a Piper PA-32R-300, N4646F, was destroyed during a forced landing shortly after takeoff from the South Valley Regional Airport (U42), West Jordan, Utah. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot and his two passengers sustained serious injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal cross-country flight, which was originating at the time of the accident. The intended destination was Boise, Idaho.

Witnesses located adjacent to the accident site reported that the airplane departed from runway 16. As the airplane was ascending, a radio transmission from the pilot in the blind on the airports Common Traffic Advisory Frequency (CTAF) stated emergency several times, however, they did not specify what the emergency was. Witnesses reported that the airplane struck a light post and subsequently landed in an open soccer field south of the airport where a postimpact fire ensued. Additional witnesses located at the airport reported that the airplane lifted off the ground about 3,500 feet from the approach end of runway 16, and that the airplane never climbed above 100 to 150 feet above ground level. In addition, they reported that the engine seemed to be backfiring throughout the entire takeoff and accident sequence.

Examination of the accident site by a Federal Aviation Administration inspector revealed that the airplane came to rest upright about 0.5 miles south of the departure end of runway 16. All major structural components of the airplane were located within the wreckage debris path. The inboard areas of both wings and the center portion of the fuselage were mostly consumed by fire. The inspector reported that the left outboard wing fuel tank, which was breached, contained blue liquid consistent with 100 low lead fuel. The wreckage was recovered to a secure location for further examination.

In a written statement and telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the pilot reported that prior to the flight; he conducted a preflight check of the airplane, and noticed no abnormalities with the airplane. After the pilot and passengers boarded the airplane, he started the engine and taxied out to the departure end of the runway. During the pretakeoff engine checks, he noticed that one of the magnetos was fouled, and was able to correct it by leaning the mixture. The pilot stated that he obtained the weather via the airports automated weather observing system, and noted that the density altitude was over 7,000 feet. He added that immediately after lifting off of the runway, he made a distress call over the CTAF, however, did not recall anything about the nature of the emergency or the accident sequence.


The six-seat, low-wing, retractable-gear airplane, serial number (S/N) 32R-7680471, was powered by a Lycoming IO-540-K1G5D engine, serial number L-15161-48A, rated at 300 horse power. It was equipped with a McCauley model B3D36C433-O/I-90VSA-1 three bladed adjustable pitch propeller.

Review of the airplane maintenance logbooks revealed that the most recent annual inspection was conducted on July 27, 2013, at an airframe total time of 1,721 hours.

Using the pilot and passenger's reported weights, full fuel, weights of recovered luggage, and an estimated weight of the airplane, it was determined that the airplane would have been under the published maximum gross weight of 3,600 pounds. The actual weight and balance calculations of the airplane were not located within the wreckage, and were most likely consumed by the postimpact fire.

Review of the manufacturer's supplied Flaps Up and 25-degree Flaps Takeoff Performance charts, located in the Pilot's Operating Handbook, revealed that the weather conditions present at the time of the accident were within the airplane's performance capability parameters. Using the manufacturer's supplied takeoff ground roll calculation charts for takeoffs with and without two notches of flaps, reported weather conditions, and maximum gross weight of the airplane, the Flaps Up takeoff ground roll was calculated to be about 4,250 feet, and flaps second notch takeoff ground roll to be about 3,000 feet. Using the manufacturer's supplied Gear Up performance calculation charts, reported weather conditions and maximum gross weight of the airplane, the climb performance with the gear in the "UP" position was calculated to be about 500 feet per minute.


A review of recorded data from the Salt Lake City International Airport automated weather observation station, located 11 miles north of the accident site, revealed at 0853, conditions were wind from 160 degrees at 4 knots, visibility 10 statute miles, few clouds at 14,000 feet, few clouds at 20,000 feet, temperature 23 degrees Celsius, dew point 9 degrees Celsius, and an altimeter setting of 30.20 inches of mercury. Using the reported weather conditions and airport elevation, the calculated density altitude was about 7,447 feet mean sea level (msl), with a pressure altitude of about 4,348 feet msl.


The South Valley Regional Airport (U42) is a non-towered airport with a reported field elevation of 4,606 feet msl. The airport is equipped with one asphalt runway, runway 16 and 34, which is 5,862 feet long and 100 feet wide.


Examination of the recovered wreckage was performed on October 15, 2014, at the facilities of Air Transport, Phoenix, Arizona, by representatives of Piper Aircraft and Lycoming Engines under the supervision of the NTSB IIC. The examination revealed that the engine and right wing were separated to facilitate wreckage recovery and transport. The forward portion of the fuselage from the baggage compartment to the firewall was mostly consumed by fire. Two forward seats (pilot/copilot) and the left and right rear row seats were found installed. Remains of two shoulder restraints were located within the main wreckage. The cockpit controls, including the throttle, propeller, and mixture levers, instruments, and avionics were damaged and mostly consumed by fire.

The empennage, including the vertical stabilizer, rudder, and horizontal stabilator remained intact with the exception of each outboard section of the horizontal stabilator, which were cut to facilitate wreckage transport. The trim tab remained attached to its respective mount.

The fuel selector valve was found positioned to the right fuel tank. The airframe fuel strainer bowl was removed and found to be full of liquid, which was consistent with 100 low-lead aviation fuel. No debris was noted. Additionally, the fuel screen was free of debris.

Flight control continuity was established from the cockpit controls aft to the rudder and horizontal stabilator, and wing roots. The right wing was cut by recovery personnel and the left wing was thermally damaged. Both aileron bell cranks had control cables attached. The stabilator trim drum was found in a position consistent with slight nose up, or takeoff position.

The recovered engine, a Lycoming IO-540-K1G5D, serial number L-15161-48A, remained intact and exhibited thermal damage throughout. The propeller governor, propeller, magneto, fuel pump, starter, alternator, and oil filter remained attached to the engine. The rocker box covers and all engine accessories were removed. All intake and exhaust rocker arms were intact. The engine crankshaft was rotated by hand using a hand tool attached to the propeller governor mounting pad. Rotational continuity was established throughout the engine and valve train. Thumb compression and suction was obtained on all six cylinders.

The single drive dual magneto exhibited thermal damage, exposing the internal components. All of the internal components were in place, however, were fire damaged. The magneto drive shaft would not rotate by hand. Due to the fire and thermal damage sustained to the magneto assembly and engine, engine-to-magneto timing could not be determined.

The top and bottom spark plugs were removed and examined. The electrodes were undamaged and exhibited normal coloration with the exception with the number 1, 2, and 3 bottom plugs, which were covered in oil. The propeller governor remained attached to the engine. The propeller governor linkage remained attached; however, the control arm appeared to be bent forward. No impact damage was noted surrounding the area of the control arm. The propeller governor screen was free of debris.

For further information regarding the airframe and engine examination, see the NTSB Airframe and Engine Examination Summary Report within the public docket for this accident.

Examination of the propeller was conducted at the facilities of McCauley Propeller Systems, Wichita, Kansas, by representatives of McCauley Propeller Systems and the NTSB IIC on November 20, 2014. The examination of the McCauley B3D36C433-O/I-90VSA-1 three-bladed propeller revealed that the propeller had damage consistent with impact and mid-level rotational energy absorption. The propeller blades had leading edge impact damage, leading edge polishing, and chordwise gouges and paint scratches.

The propeller exhibited no impact signature markings or component positions that would have indicated an angle disagreement between blades at impact. All three propeller blades exhibited indications of functioning in the normal operating range at impact. The exact blade angles at the time of impact were not determined. There was no evidence of any type of propeller failure or malfunction prior to the accident sequence.

The Hartzell propeller governor, part number F-4-11B, was retained and subsequently functionally tested using a test bench. During the bench test, no anomalies were noted that would have precluded normal operation.

Piper PA-28-180 Archer, N57312, Flyers Inc: Fatal accident occurred October 13, 2015 near Palm Beach County Park Airport (KLNA), Florida

Family of Lake Worth woman killed in plane crash files lawsuit

The family of a Lake Worth woman who died when a plane crashed into her mobile home in October is suing the estate of the prominent pilot killed in the crash.

Attorneys representing the family of the deceased Banny Galicia, 21, and her father Domingo Galicia filed a lawsuit on Jan. 7 against the estate of Dan Shalloway.

Shalloway, 64, a former engineer and local government consultant, was flying the 1973 single-engine Piper Cherokee that crashed into the Mar-Mak Colony Club mobile home park at 5:33 p.m. on Oct. 13.

The lawsuit maintains that "Shalloway negligently operated and/or maintained the (airplane) causing it to crash upon the residence of Banny Galicia and Domingo Galicia."

Domingo Galicia said he was sitting on the porch with his daughter sleeping inside when the plane crashed into their mobile home.

The lawsuit argues that Domingo Galicia "will continue to suffer future losses as a result of this tragic and horrible airplane collision."

On Oct. 13, Shalloway took off from the airport in Lantana and flew to Kissimmee Gateway Airport, near Orlando. Seven hours later, after getting 20 gallons of fuel, Shalloway flew back toward Lantana, according to an accident report released in October.

Nearing the airport, the plane made an "S" shaped turn before crashing, according to authorities.

Shalloway's wife, Lisa Tropepe, a commissioner for the town of Palm Beach Shores, is named in the lawsuit as a representative of Shalloway's estate.

Tropepe as well as representatives for the Galicia family could not be reached for comment Thursday, despite attempts by phone and email.

Shalloway was a founding member of the engineering firm Shalloway, Foy, Raman & Newell. He left the firm in 2007 after a corruption scandal involving Shalloway, his former partner and former County Commissioner Warren Newell and an undisclosed fee for a reservoir project that Shalloway championed. Shalloway never faced criminal charges.



NTSB Identification: ERA16FA012 
14 CFR Part 91: General Aviation
Accident occurred Tuesday, October 13, 2015 in Lake Worth, FL
Aircraft: PIPER PA 28-180, registration: N57312
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 13, 2015, about 1733 eastern daylight time, a Piper PA-28-180, N57312, impacted a residential area in Lake Worth, Florida, during approach to Palm Beach County Park-Lantana Airport (LNA), Lantana, Florida. The private pilot and one person on the ground were fatally injured. The airplane was consumed by postimpact fire and destroyed. Visual meteorological conditions prevailed and no flight plan was filed for the flight that departed Kissimmee Gateway Airport, (ISM), Kissimmee, Florida, with an intended destination of LNA. The airplane was owned by Flyers Inc. and operated by a private individual as a personal flight in accordance with the provisions of Title 14 Code of Federal Regulations Part 91.

Preliminary information from the Federal Aviation Administration (FAA) revealed that the flight originated at LNA earlier during the day of the accident, and flew to ISM, where fueling records indicated that the airplane was fueled with 20 gallons of 100-low-lead aviation gasoline (top off). The flight departed ISM approximately 7 hours later for an intended landing back at LNA. The pilot received flight following from air traffic control to LNA and radioed on the common traffic advisory frequency that he was 3 miles east of the airport and going to enter a mid-field left downwind leg for runway 15. The pilot then radioed that he was turning a left base leg for runway 15 and no other communications were received from the pilot. A radar plot showed the airplane flying through the runway center line and then making an "S"-turn before radar coverage was lost. 

A witness observed the airplane flying overhead and watched as it made the "S"-turn, followed by a steep right 180-degree turn and descend into a mobile home park. He then saw smoke and fire where the airplane went down.

The wreckage was examined at the accident site and again at a recovery facility. No readable cockpit instruments were recovered. Aileron control continuity was established from the control chain in the cockpit, via aileron cables that were separated and exhibited broomstraw ends, to their respective aileron bellcranks, which had also separated from the wings. Rudder control continuity was confirmed from the rudder horn to the rudder bar. Stabilator control continuity was confirmed from the "T" bar to the balance weight. The stabilator trim system was not recovered and presumed destroyed by post impact fire.

The two-blade propeller remained attached to the engine. One blade was bent aft, partially melted and contained leading edge nicks, while the outboard half of the other propeller blade was consumed by fire. The top spark plugs were removed from the engine and the propeller was rotated by hand. Camshaft and crankshaft continuity were confirmed to the rear accessory section and valve train continuity was confirmed to the No. 1 and No. 3 cylinders. Due to impact and thermal damage, valve train continuity to the No. 2 and No. 4 cylinders were confirmed by visual inspection. 

According to FAA records, the pilot held a private pilot certificate with a rating for airplane single-engine land, which was issued on May 4, 2012. He also held an FAA third-class medical certificate, issued September 23, 2015. At the time of the medical examination the pilot reported 250 total hours of flight experience. 

The four-seat, low-wing, fixed tricycle gear airplane, serial number 28-7405042, was manufactured in 1973. It was powered by a Lycoming O-360, 180-horsepower engine, equipped with a two-blade fixed-pitch Sensenich propeller. Review of maintenance records revealed that the airplane's most recent annual inspection was completed on May 25, 2015. At that time, the airframe had accumulated about 6,199 total hours of operation and the engine had accumulated 1,320 hours since major overhaul.

The 1753 recorded weather observation at West Palm Beach International Airport (PBI), West Palm Beach, Florida, located approximately 4.5 miles north of the accident location, included wind from 140 degrees, at 13 knots, visibility 10 miles, few clouds at 5000 feet, scattered clouds at 25,000 feet, temperature 28 degrees C, dew point 21 degrees C; barometric altimeter 29.91 inches of mercury.

FAA Flight Standards District Office: FAA Miami FSDO-19

Plane remnants 

Dan Shalloway

Banny Galicia