Saturday, March 26, 2016

NetJets Cessna C560: Incident occurred March 26, 2016 near Monmouth Executive Airport (KBLM), Wall Township, Monmouth County, New Jersey

WALL — Officials were investigating after a drone was spotted near Monmouth Executive Airport Saturday, the Federal Aviation Administration said.

A NetJets Cessna C560 was flying at 2,000 feet when the crew reported seeing an unmanned aircraft three miles southwest of the Wall-based airport at 10:35 a.m., according to the FAA.

The plane did not take evasive action, the FAA said in a statement.

The flight had departed from New Castle Airport in Wilmington, Delaware, and was traveling to Monmouth Executive Airport when the sighting was reported.

Drones give us a bird's-eye view of Newark, Atlantic City, the Shore and many other corners of the Garden State.

New Jersey ranked high among states with reported sightings of drones, according to a report Friday.

Among other regulations, recreational drones are not allowed to fly within 5 miles of an airport without approvals.

Original article can be found here: http://www.nj.com

RotorWay Exec 162F: Incident occurred March 27, 2016 at Lismore Airport, New South Wales, Australia



An elderly man was lucky to escape with only minor injuries after he was trapped in a helicopter crash at Lismore Airport this morning.

About 10.50am NSW time police and paramedics were called following reports a small helicopter had crashed on the airport landing strip.

Police from Richmond Local Area Command located a two-seater RotorWay Exec 162F helicopter on its side with significant damage.

The 82-year-old male pilot was treated at the scene by NSW Ambulance paramedics for non-life threatening leg injuries.

Initial inquiries indicate the helicopter crashed at low altitude as the pilot was practicing takeoff and landing.

Police will assist the Australian Transport Safety Bureau (ATSB), who will investigate the circumstances surrounding the crash.

Original article can be found here: http://www.goldcoastbulletin.com.au

Ryanair tries to entice rival airlines' pilots as fleet expands rapidly: Boeing says 95,000 new pilots will be needed in EU

Ryanair is seeking to poach pilots from competitors Stobart Air and CityJet as the Irish-listed carrier rapidly expands its fleet.

The Sunday Independent has learned that Ryanair will hold a recruitment day on Thursday for prospective pilots to join its ranks.

The company says it has no need to approach any rivals, insisting that it has "a flood of pilots" - a 3,000-strong waiting list, according to a spokesman - applying to join.

But in correspondence seen by this newspaper, Ryanair has invited Stobart and CityJet pilots to "drop in any time" to the Radisson Blu Hotel at Dublin Airport on Thursday.

The hotel confirmed the booking.

The recruitment move signals a renewed hiring strategy by Ryanair, which needs to hire more pilots as it seeks to substantially increase its fleet.

Ryanair plans to operate about 520 aircraft by 2024, compared to just over 300 that it had last year.

It held a recruitment event in Milan last week and is also advertising for qualified captains and first officers on its website, "due to the addition of new aircraft to the Ryanair fleet over the coming five years".

Airlines, including Ryanair, have been buying planes at an aggressive pace as they target growth, with the result that pilots are in higher demand.

Aer Lingus has also been hiring pilots and taking on cadets, with IAG planning to significantly expand the airline's transatlantic services.

Dublin-based CityJet, which last week was sold by German owners Intro Aviation to founder Pat Byrne and a group of investors, is also eyeing expansion.

Mr Byrne, who founded CityJet in 1992, said the airline was likely to pursue a stock market flotation in two to three years' time.

Such a move would presage a remarkable reversal of fortunes for the once-struggling carrier, which was bought by Intro from Air-France KLM for virtually nothing two years ago.

It is understood that pilots joining Ryanair from either Stobart or CityJet would have to be retrained and would have to pay for that retraining at a potential cost of €35,000.

Retraining could take about six months for captains currently flying turbo-prop aircraft, such as those used by Stobart Air.

CityJet pilots, who are already flying jets, would have a shorter training time.

Boeing, the world's largest plane manufacturer, has estimated that by 2034, there will be a need for 95,000 new commercial airline pilots in the European Union alone. This equates to 5,000 pilots a year.

Pilot shortage is affecting many airlines.

In February of this year, US airline group Republic Airways filed for Chapter 11 bankruptcy protection.

The company blamed pilot shortage, which forced it to ground planes, for its bankruptcy petition.

The Indianapolis-based airline owns Republic Airline and Shuttle America, which employ 6,000 people.

Pilots are strictly regulated under law in terms of how many hours they are allowed to fly every year.

Original article can be found here: http://www.independent.ie

Grumman AA-1B Trainer, N8883L: Accident occurred March 26, 2016 near Stephenville Clark Regional Airport (KSEP), Stephenville, Erath County, Texas

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

Additional Participating Entities: 
Federal Aviation Administration; Irving, Texas
Lycoming Engines; Williamsport, Pennsylvania 
True Flight Aerospace, LLC; Valdosta, Georgia 

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

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

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

http://registry.faa.gov/N8883L

NTSB Identification: CEN16LA134 
14 CFR Part 91: General Aviation
Accident occurred Saturday, March 26, 2016 in Stephenville, TX
Probable Cause Approval Date: 02/13/2017
Aircraft: GRUMMAN AMERICAN AVN. CORP. AA 1B, registration: N8883L
Injuries: 2 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.

The private pilot reported that, before departing for a personal cross-country flight, he conducted a full preflight inspection, including a fuel check. As the airplane was approaching the destination airport, the engine lost power. The pilot’s attempts to regain power were unsuccessful. The pilot conducted a forced landing, during which the airplane impacted ground obstacles. 

After the airplane was recovered, fuel was found in a fuel gauge; however, no fuel was found in the fuel tanks. An examination of the airplane revealed no preimpact anomalies that would have precluded normal operation. A review of data from a video camera mounted in the cockpit revealed that the pilot said that the airplane was new to him and that he "just” ran out of fuel.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The loss of engine power during cruise flight due to fuel exhaustion, which resulted from the pilot's inadequate preflight fuel planning and in-flight fuel management.

On March 26, 2016, about 1115 central daylight time, a Grumman American Aviation Corp. AA 1B airplane, N8883L, impacted terrain during a forced landing near Stephenville, Texas, following a loss of engine power. The pilot and his passenger sustained serious injuries. The airplane was substantially damaged during the forced landing. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations 91 personal flight. Day visual meteorological conditions prevailed along the route of flight about the time of the accident, and the flight was not operating on a flight plan. The flight originated from the Dallas Executive Airport (RBD), near Dallas, Texas, about 0958 and was destined for the Stephenville Clark Regional Airport (SEP), near Stephenville, Texas.

According to the pilot's accident report, a full preflight, to include a fuel check, was completed. He indicated that the flight departed from RBD and when the flight was about 20 miles east of SEP, he cancelled flight following when he had the destination airfield in sight. Approximately 18 miles out, the engine lost power while the airplane was at 4,500 feet above mean sea level while the left wing fuel tank was selected. After going through emergency procedures and turning the auxiliary fuel pump on, the pilot selected the right fuel tank and a restart was successful. The pilot indicated that he was not sure why the engine lost power. He pitched down and did a 300-foot descent at full power to regain airspeed in order to get to the airfield faster. Approximately four miles east of airport, the engine lost power again. He again went through emergency procedures, attempted a restart several times, but he could not get a restart. The pilot prepared the plane for an off-field landing on Highway 377 but saw oncoming traffic. He saw an open field and began to guide the plane to the open field. He leveled the wings and maintained airspeed to get to the open field. The airplane impacted the top of a horse trailer and the pilot was ejected from the airplane. The pilot and passenger were subsequently transported to a hospital.

The pilot held a Federal Aviation Administration (FAA) private pilot certificate with an airplane single engine land rating. The pilot held a FAA third-class medical certificate that was issued in January of 2016. He reported that he had accumulated 131.9 hours of total flight time and 14.1 hours of total time in the accident airplane model.

N8883L was a 1974 model Grumman American Aviation Corp. AA 1B, low-wing, fixed-tricycle landing gear, two-place monoplane with serial number AA1B-0383. The airplane was powered by a 108-horsepower Lycoming O-235-C2C engine with serial number L-11776-15. The airplane's fuel system utilized a tubular main wing spar comprised of a two-cell fuel tank (one cell in each wing). Each fuel cell held 12 gallons of fuel, of which, 11 gallons were considered usable. Fuel quantity was indicated by vertical sight gauges on the left and right cabin walls, each sight gauge corresponded to the respective side fuel cell. According to fueling records, the airplane was serviced with 4.02 gallons of 100 low lead aviation gasoline (avgas) on March 24, 2016.

At 1115, the recorded weather at SEP was: Wind from 190 degrees at 8 knots: visibility 10 statute miles; sky condition clear; temperature 18 degrees C; dew point 9 degrees C; altimeter 29.95 inches of mercury.

The airplane wreckage and accident site was examined and documented by a Federal Aviation Administration inspector. Review of the inspector's photograph did not reveal any leaks or discoloration consistent with a fuel leak. The airplane had a nose down left wing low attitude. The fuel tank selector was found positioned near the right tank position. A liquid was observed in the right fuel gauge. However, no fuel was recovered when the airplane was disassembled by a recovery company for relocation.

In the pilot's accident report, he indicated that a mechanical malfunction occurred which caused the engine to stop producing power and that he could not get the engine restarted.

The airplane was relocated to a recovery yard where it was examined by an inspector from the FAA, an air safety investigator from the engine manufacturer, and by the National Transportation Safety Board (NTSB) investigator in charge. The engine's spark plugs were removed and the top plugs revealed a normal color when compared to a Champion Check-A-Plug chart. The carburetor was found separated from its intake mounting flange. Disassembly of the carburetor revealed its bowl contained a liquid that was subsequently collected. The liquid contained debris. The liquid did not contain water when tested with a water disclosing paste. An examination of the carburetor's fuel screen did not reveal any debris. The electric fuel pump screen contained debris. The electric fuel pump cap had debris adhering to its internal surface. Disassembly of the engine driven fuel pump did not reveal any anomalies. The tachometer indicated 4,338.53 hours. The engine produced a thumb compression when the propeller was rotated by hand. Spark was observed at the end of ignition leads when the propeller was turned by hand. Pressurized air was applied to each fuel line going the fuel tank selector and air exited the fuel line going to the carburetor when the respective side was selected. Each fuel tank was pressurized and no leaks were observed. The electric fuel pump screen, electric fuel pump cap, and collected liquid from the carburetor bowl were retained for examination. No anomalies were detected that would have precluded normal engine operations.

The liquid sample was sent to Core Laboratories/Saybolt for analysis. The liquid was found to be consistent with avgas.

The fuel screen, fuel pump cap, and particles found in the avgas in the carburetor bowl were sent to the NTSB Materials Laboratory. These samples were examined using a Fourier Transform Infrared (FTIR) spectrometer with a diamond attenuated total reflectance (ATR) accessory in accordance to ASTM E1252-98 and ASTM E334-01 (American Society for Testing Materials E1252-98: Standard Practice for General Techniques for Obtaining Infrared Spectra for Qualitative Analysis and American Society for Testing Materials). The spectrometer was used to collect and process infrared wavelength absorbance spectra of the unknown material.

A comparison search was performed using a spectral library database for the spectra from each sample. The search did not find a strong spectral match for either a single material or a mixture; however, there were similarities to the spectra of several surfactants, which is a byproduct of the fuel refining processes as well as a common additive in aviation fuel.

The particulate material was then analyzed using X-ray fluorescence (XRF) to determine the elemental composition of the particulate material. The composition of the material consisted mainly of aluminum, iron, lead, zinc, copper, and chromium. These metals are commonly found in aircraft fuel systems and fuel.

A GoPro Hero HD camera was found in the area of the wreckage and was shipped, along with a Magellan GPS 315 device, to the NTSB Vehicle Recorders Laboratory for downloading and decoding. The GPS unit does not appear to have the capability to store tracks in non-volatile memory. However, video data from the camera revealed that it was mounted in the airplane between the pilot and passenger. The GoPro captured the front seat occupants, a portion of the instrument panel, engine controls, and a view outside of the windscreen. The study, in part, indicated that during the accident flight, the video showed the pilot's fuel management included switching fuel tanks and using fuel pumps. About 1104, the fuel pressure gauge indication dropped to near zero from about five psi. The engine exhibited sounds consistent with losing power. The pilot switched the fuel tank selector from the right tank to the left tank and turned the fuel pump on. The fuel pressure gauge returned to about five psi. About 1111, the fuel pressure gauge indication dropped to near zero again. The engine exhibited reduced RPMs consistent with a power loss. The engine surged during the descent and the vertical speed indicator showed a value near 800 feet per minute. The airspeed indicator showed a value near 80 mph. The stall warning horn was heard intermittently while the airplane was maneuvered toward a landing area during the descent. Trailers and vehicles can be seen while the airplane pitched up. The video showed the airplane impacted a trailer and the airplane then rolled to the right. The camera became liberated from its mount and it came to rest in nearby grass. The camera subsequently recorded the pilot walking in front of the camera. The recording, in part, contained the pilot's conversation when he stated that the "airplane's new to me" and that he "just run it out of fuel." The NTSB Vehicle Recorder Laboratory onboard image recorder study is appended to the docket associated with this investigation.

NTSB Identification: CEN16LA134
14 CFR Part 91: General Aviation
Accident occurred Saturday, March 26, 2016 in Stephenville, TX
Aircraft: GRUMMAN AMERICAN AVN. CORP. AA 1B, registration: N8883L
Injuries: 2 Minor.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On March 26, 2016, about 1115 central daylight time, a Grumman American Aviation Corp. AA 1B airplane, N8883L, impacted terrain during a forced landing near Stephenville, Texas, following a loss of engine power. The pilot and his passenger sustained minor injuries. The airplane was substantially damaged during the forced landing. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations 91 personal flight. Day visual meteorological conditions prevailed along the route of flight about the time of the accident, and the flight was not operating on a flight plan. The flight originated from the Dallas Executive Airport, near Dallas, Texas, about 0958 and was destined for the Stephenville Clark Regional Airport (SEP), near Stephenville, Texas.

According to initial information, the pilot reported an engine power loss occurred before the forced landing. The pilot and passenger were subsequently transported to a hospital.

The pilot held a Federal Aviation Administration (FAA) private pilot certificate with an airplane single engine land rating. The pilot held a FAA third-class medical certificate that was issued in January of 2016.

N8883L was a 1974 model Grumman American Aviation Corp. AA 1B, low-wing, fixed-tricycle landing gear, two-place monoplane with serial number AA1B-0383. The airplane was powered by a Lycoming engine. The airplane's fuel system utilized a tubular main wing spar comprised of a two-cell fuel tank (one cell in each wing). Each fuel cell held 12 gallons of fuel, of which, 11 gallons were considered usable. Fuel quantity was indicated by vertical sight gauges on the left and right cabin walls, each sight gauge corresponded to the respective side fuel cell.

At 1115, the recorded weather at SEP was: Wind from 190 degrees at 8 knots: visibility 10 statute miles; sky condition clear; temperature 18 degrees C; dew point 9 degrees C; altimeter 29.95 inches of mercury.





A father and son are recovering after a small plane crash near the airport in Stephenville late Saturday morning.

The Texas Department of Public Safety told NBC DFW that the pilot, 40-year-old Richard Abila, and his son, 17-year-old Aaron Abila, survived the crash. 

Emergency crews took them to John Peter Smith Hospital in Fort Worth, where they are being treated for non-life threatening injuries.

DPS said the two left a Dallas area airport earlier in the morning. They were on approach to Clark Field Municipal Airport around 11:00 a.m. when the 1974 Grumman Lynx ran out of fuel. The plane landed nose down near some horse trailers. It crashed a mile away from the airport.

The pilot and father Richard Abila ejected from the plane. DPS said emergency crews had to cut his son Richard out of the aircraft.

Both father and son are from Stephenville.

This is one of three plane crashes in North Texas on Saturday. A plane crashed next to a runway at the Addison airport. Another aircraft went down at Lake Dallas on Saturday afternoon.

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







It was a close call for a father and son Saturday, when the single engine airplane they were traveling in crashed near Lewis Trailers about 11 a.m. after running out of fuel.

The 1974 Grumman Lynx was piloted by Stephenville resident Richard Abila, 40, who was traveling with his son Aaron Abila, 17, a junior at Stephenville High School.

"They were traveling from Dallas when the airplane ran out of fuel and crashed," said DPS spokesman Dub Gillum.

The pair was transported by air to John Peter Smith Hospital with serious, but non-life threatening injuries. 

Original article can be found here: http://www.yourstephenvilletx.com







STEPHENVILLE (March 26, 2016) – Richard Abila, 40 of Stephenville, and his son Aaron, 17 a Stephenville High School student, were headed from Dallas when their red and white 1974 Grumman Lynx ran out of fuel and crashed near the Lewis Trailer facility, just a mile from the airport in Stephenville, hitting three trailers before coming to a stop.

According to DPS and Erath County officials, Richard Abila, who was flying the plane, coasted down in an attempt to land, but the small aircraft flipped. Richard was ejected upon impact, but Aaron had to be extracted from the plane by first responders.

Both were transported via air ambulances to John Peter Smith Hospital in Fort Worth with non life-threatening injuries. Erath County Volunteer Fire Rescue, Erath County EMS, Erath County Sheriff’s Office and other first responders joined investigators from the Clark Municipal Field Airport in Stephenville and from the FAA on scene Saturday afternoon.

Beech 35-C33 Debonair, N2781T, Taylor Aero LLC: Incident occurred March 26, 2016 near Naples Municipal Airport (KAPF), Collier County, Florida

Date: 26-MAR-16 
Time: 19:52:00Z
Regis#: N2781T
Aircraft Make: BEECH
Aircraft Model: 35
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: NAPLES
State: Florida

AIRCRAFT LOST POWER AND LANDED ON A ROAD. NAPLES, FL

Taylor Aero LLC: http://registry.faa.gov/N2781T



There was plenty of high drama Saturday afternoon in North Naples, as a small plane in trouble led people to call 911. 

Witnesses saw a plane in distress above Immokalee Road — a busy thoroughfare — shortly before 4 p.m. and contacted Collier County emergency dispatchers. They in turn informed sheriff’s deputies on the road.

Nathan Jones, the pilot, reported he was having engine trouble, said Krista Williamson, a Sheriff’s Office spokeswoman. Jones managed to carefully bring the aircraft down just after 4 p.m., along Logan Boulevard, north of Saturnia Grande Drive, which is just south of Immokalee Road.

“He did a phenomenal job landing the plane,” she said. 

None of the four aboard the plane was injured. A car driving by clipped the wing but no one was injured in that vehicle, Williamson said.

Members of the Sheriff’s Office Aviation Unit planned to investigate the crash, Williamson said.

Logan Boulevard was closed from Vanderbilt Beach Road to the south and Immokalee Road to the north for less than an hour. Periodic lane closers later in the evening snarled traffic a bit, as crews began moving the airplane around 7:15 p.m.

The four-seat 1967 Beechcraft Bonanza fixed-wing, single-engine aircraft left LaGrange, Georgia, bound for Naples Municipal Airport at 12:31 p.m. Saturday, stated information on flightaware.com, an airplane tracking website. The website had the aircraft arriving in Naples at 4:05 p.m.

The airplane is owned by Taylor Aero LLC in Lewes, Delaware. The corporation was issued registration for the Beechcraft in January 2014, flightaware.com information showed.

Williamson said she had little information about Jones, other than he’s not from Naples. The names of the three plane passengers remained unavailable Saturday night.

Original article can be found here: http://www.naplesnews.com




A plane made a hard landing on a North Naples street Saturday afternoon.

Collier deputies say it happened on Logan Boulevard N. at Saturnia Grande after the plane experienced engine trouble.

A family of four was onboard the Beechcraft Debonair. There were no injuries.

The FAA and NTSB will be notified.

One neighbor called it a success story.

"The plane in one piece. Five people walking away from it. Stopping before power lines. That's a pretty nice story," said Daniel Stewart, who lives nearby and also happens to be a commercial pilot.

After the plane landed, a car coming down Logan Blvd. clipped the wing. No one inside the car was injured.

Story and video:  http://www.nbc-2.com





No one was injured after the plane landed on Logan Boulevard at Saturnia Grande Drive, the Collier County Sheriff's Office said in a tweet posted to Twitter.

The Collier County Sheriff's Office is warning drivers to expect traffic delays.

The single-engine plane was scheduled to arrive at Naples Municipal Airport after 4 p.m. It took off from LaGrange Callaway Airport in LaGrange, Georgia at 12:31 p.m., according to Flightaware, a plane tracking website.

Krista Williamson, spokeswoman for the Collier County Sheriff's Office, said four people were on board the Beechcraft Debonair airplane.

"They started to have some engine trouble," she said "And the pilot very neatly started to land the plane."

Drivers should be aware the road will be closed for hours. Shortly after the plane landed, a vehicle clipped its wing, she said. No one was injured in that incident.

"I'm sure they're all shaken up," she said.

Original article can be found here:  http://www.news-press.com



NAPLES, Fla. – A small plane force landed onto Logan Boulevard at Saturnia Grande Drive Saturday afternoon, the Collier County Sheriff’s Office said.

The plane was having engine trouble when it landed, the department said in a video on its Periscope account.

The plane’s landing gear was not deployed as it landed on the street.

None of the four passengers were injured.

Original article can be found here: http://www.winknews.com








Ekolot KR-030 Topaz, N717SP, NIU Group Ad Inc: Accident occurred March 26, 2016 at Lakeview Airport (30F), Lake Dallas, Denton County, Texas

NIU GROUP AD INC: http://registry.faa.gov/N717SP

NTSB Identification: GAA16CA164
14 CFR Part 91: General Aviation
Accident occurred Saturday, March 26, 2016 in Lake Dallas, TX
Probable Cause Approval Date: 06/01/2016
Aircraft: PPHU EKOLOT KR-030 TOPAZ, registration: N717SP
Injuries: 2 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot reported that during the landing touchdown with a crosswind, the tail of the airplane was "hit with a burst of strong wind" from a nearby lake. He reported that before being able to react, the wind blew the airplane off the left side of the runway. The nose wheel collapsed, the right main landing gear separated, and the airplane impacted terrain in a ditch. The airplane sustained substantial damage to the fuselage.

The pilot verified that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain directional control during the landing in a crosswind, which resulted in a runway excursion and an impact with terrain.




AIRCRAFT: 2010 Ekolot KR 030 Topaz Light Sport SN# 30-03-10 N717SP

ENGINE:    Rotax 912 UL2  SN# 4.409.793   

PROPELLER:  Pesz KE AS1650/1950 SN# 417

APPROXIMATE TOTAL HOURS (estimated TT & TSMO from logbooks or other information):

ENGINE:       357.8 (as of 3/11/2016 last log entry)

PROPELLER:        357.8 (as of 3/11/2016 last log entry)

AIRFRAME:   357.8 (as of 3/11/2016 last log entry)                   

OTHER EQUIPMENT: Funkwerk Avionics ATR 833 Com; Funkwerk Avionics TRT 800H Mode 2 Transponder.   

DESCRIPTION OF ACCIDENT:  During landing in gusty winds on 3/26 aircraft ground looped breaking off right main gear and nose gear.  Propeller strike with aircraft going off the side of the runway striking small brush.  

DESCRIPTION OF DAMAGES: Nose gear and right main gear broken off, wheel fairings broken, L & R wing tips damaged, aft fuselage cracked in several places behind cabin, lower tail fin damaged, propeller shattered and spinner dented. Aircraft dismantled for transport and storage.                        

LOCATION OF AIRCRAFT:  Air Salvage of Dallas.  Lancaster, TX           

REMARKS: Adjuster has aircraft logs   

Read more here:  http://www.avclaims.com/N717SP












Two small planes crashed Saturday in separate incidents in Denton and Erath counties.

On Saturday afternoon, a plane went down along the western shore of Lewisville Lake.

The crash site near Lakeview Marina in the community of Lake Dallas is less than a half-mile from Lakeview Airport.

According to initial reports, two people were aboard the aircraft, but their conditions are not available. The cause of the crash is under investigation.

Hours earlier, in an unrelated incident, another small plane ran out of fuel and crashed in Stephenville.

The Texas Department of Public Safety said a father and son were on their way back from Dallas. They were airlifted to a Fort Worth hospital with serious injuries, but both are expected to survive.

Original article can be found here: http://www.wfaa.com

McDonnell Douglas (MDHI) 600N, N745BW: Accident occurred February 05, 2016 in Ashland, Jackson County, Oregon

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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Portland FAA-FSDO; Hillsboro, Oregon
Brim Aviation; Ashland, Oregon
MD Helicopters Inc; Mesa, Arizona
Helicopter Technology Company; Los Angeles, California

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

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

http://registry.faa.gov/N745BW

Aviation Accident Factual Report - National Transportation Safety Board 

Location: Ashland, OR
Accident Number: WPR16LA081
Date & Time: 02/05/2016, 1430 PDT
Registration: N745BW
Aircraft: MCDONNELL DOUGLAS HELICOPTER 600N
Aircraft Damage: Substantial
Defining Event: Sys/Comp malf/fail (non-power)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Positioning 

On February 5, 2016, about 1430 Pacific daylight time, a McDonnell Douglas Helicopter (MDHI) 600N, N745BW, experienced a cracked main rotor blade at Ashland, Oregon. The commercial pilot was not injured; the helicopter sustained substantial damage to a main rotor blade. Brim Aviation was operating the helicopter under the provisions of 14 Code of Federal Regulations Part 91. Visual instrument meteorological conditions prevailed, and no flight plan had been filed. The cross-country positioning flight departed Alturas, California, about 1340 and was destined for Ashland.

The pilot reported that he was in one helicopter, while another pilot flew in another helicopter for the ferry flight to Ashland. Three intermediate stops were planned along the route of flight. All flight operations and characteristics had been normal, but he noted that the main rotor blades seemed minimally out of track. After departure from Alturas, he noticed a slight hop as he made an ascending 180° right turn out but stated that he had experienced worse with gusting winds and door off operations. In straight and level flight, blade track appeared to be no different than on the previous legs. During the descent into Ashland, he noticed that the hop had become more apparent when the blades were unloaded. He asked the trailing pilot to look at the rotor system for any abnormalities in flight, and the trail pilot indicated that they looked out of track. After landing, the pilot informed maintenance that the track and balance of both helicopters needed to be checked prior to the next operation. Maintenance personnel reported that there was a crack in one main rotor blade from the trailing edge forward to the spar at a point midspan near the beginning of the trim tab.

After the operator discovered the crack, the blade was initially sent to Helicopter Technology Company for examination. The damage to the rotor blade was reported to the National Transportation Safety Board (NTSB) on March 9, 2016. 

Pilot Information

Certificate: Commercial
Age: 53, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 12/21/2015
Occupational Pilot: Yes
Last Flight Review or Equivalent: 03/01/2016
Flight Time:  9400 hours (Total, all aircraft), 3000 hours (Total, this make and model), 9400 hours (Pilot In Command, all aircraft), 115 hours (Last 90 days, all aircraft), 55 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: MCDONNELL DOUGLAS HELICOPTER
Registration: N745BW
Model/Series: 600N
Aircraft Category: Helicopter
Year of Manufacture: 1998
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: RN045
Landing Gear Type: Skid;
Seats:
Date/Type of Last Inspection: 03/07/2016, 100 Hour
Certified Max Gross Wt.: 4500 lbs
Time Since Last Inspection:
Engines: 1 Turbo Shaft
Airframe Total Time: 4672 Hours as of last inspection
Engine Manufacturer: ALLISON
ELT: C126 installed, not activated
Engine Model/Series: 250-M47
Registered Owner: BRIM EQUIPMENT LEASING INC
Rated Power: 808 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KMIR
Observation Time: 1353 PDT
Distance from Accident Site:
Direction from Accident Site:
Lowest Cloud Condition:  Scattered / 5500 ft agl
Temperature/Dew Point: 16°C / 6°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):  
Altimeter Setting: 30.22 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Alturas, CA (KAAT)
Type of Flight Plan Filed: None
Destination: Ashland, OR (S03)
Type of Clearance: None
Departure Time: 1340 PDT
Type of Airspace:

Airport Information

Airport: Ashland (S03)
Runway Surface Type: Asphalt
Airport Elevation: 1885 ft
Runway Surface Condition: Dry
Runway Used: 30
IFR Approach: None
Runway Length/Width: 3603 ft / 75 ft
VFR Approach/Landing: Full Stop

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 42.190000, -122.660556 (est) 

Tests And Research

The damaged blade was examined by the NTSB Material's Laboratory. The blade had a time in service (TIS) of 2,013.4 hours, 11,065 torque events, and a retirement index number (RIN) of 587,640. The blade's published service life is 3,200 hours or 1 million RIN.

Visual examination revealed a visible crack on the top skin with an opposed crack on the bottom skin. The crack surfaces were flat and light grey with features indicative of fatigue cracking from the trailing edges of the upper and lower skins forward to an internal "C" channel.

Examination using a scanning electron microscope showed striations and other fracture features within the fatigue crack region. The initial area of origin was in the area of the trailing edge of the upper skin, and striation orientations pointed to the vicinity of the upper corner of the skin.

From the origin, the fatigue crack propagated forward in the upper skin to just past the "C" channel. At the "V" strip, the fatigue crack reinitiated at the upper aft corner of the strip and propagated forward in the upper leg of the "V" and down and forward through the lower leg of the "V." In the lower skin crack surface, additional fatigue crack propagation initiated adjacent to the lower aft corner of the "V" strip then propagated forward and aft in the skin. Two additional fatigue crack paths were discovered in the "C" channel. The complete Material Laboratory Report can be found in the public docket.


The other five main rotor blades were sent to the manufacturer for examination, and no anomalies were detected.

NTSB Identification: WPR16LA081
14 CFR Part 91: General Aviation
Accident occurred Friday, February 05, 2016 in Ashland, OR
Aircraft: MCDONNELL DOUGLAS HELICOPTER 600N, registration: N745BW
Injuries: 1 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On February 5, 2016, about 1430 Pacific standard time, a McDonnell Douglas Helicopter (MDHI) 600N, N745BW, experienced a cracked main rotor blade at Ashland, Oregon. Brim Aviation was operating the helicopter under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The commercial rated pilot was not injured. The helicopter sustained substantial damage to a main rotor blade. The cross-country positioning flight departed Alturas, California, about 1340, with a planned destination of Ashland. Visual instrument meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported that two helicopters departed Ogden, Utah, about 0830 with three intermediate stops including Alturas, which was the last one. All flight operations and characteristics had been normal, but he noted that the blades seemed minimally out of track. Upon departure from Alturas, he noticed a slight hop as he made an ascending right 180-degree turn out, but stated that he had experienced worse with gusting winds and door off operations. In straight and level flight, blade track appeared to be no different than on the previous legs. During descent into Ashland, he noticed that the hop had become more apparent when the blades were unloaded. He asked the trailing pilot to look at the rotor system for any abnormalities in flight, and the trail pilot indicted that they looked out of track. After landing, the pilot informed maintenance that the Track and Balance of both helicopters needed to be checked prior to the next operation. Maintenance personnel reported that there was a crack in one main rotor blade from the trailing edge forward to the spar at a point midspan near the beginning of the trim tab. The blade had a total time of 1,942 hours.

The damage was reported to the National Transportation Safety Board on March 9, 2016.

American Airlines calls arrest of pilot 'serious matter,' apologizes to customers



ROMULUS, MI – American Airlines has released a statement in response to questions about a pilot arrested Saturday morning at Detroit Metropolitan Airport on suspicion of attempting to co-pilot a plan while intoxicated.

"This is a serious matter and we are assisting local law enforcement and the Federal Aviation Administration with the investigation. We will handle this matter appropriately as the safety and care of our customers and employees is our highest priority."

The airline cancelled its Flight 736, which was scheduled to leave at 6:55 a.m. for Philadelphia. Its customers are being reaccomodated on other flights, said airline spokeswoman Laura Nedbal.

"We apologize to our customers for the disruption to their travel plans."

Out of respect for the employee's privacy, further details are not being released.

The co-pilot, in his early 50s and from Pennsylvania, exhibited behavior that led to suspicion he might have been drinking while going through crew checks with the Transportation Security Administration, said Michael Conway, airport director for public affairs.

Airport police, contacted by TSA personnel about 6:40 a.m. March 26, responded and administered a field Breathalyzer, which the employee failed, Conway said. He was then taken to a "local jurisdiction" with a more sophisticated testing mechanism and also failed that test, Conway said.

He had allegedly intended to co-pilot the plane with an alcohol level beyond the legal limit, Conway said. He would not release the man's alcohol level or name. The investigation is ongoing and police are still developing evidence, he said.

The Federal Aviation Administration prohibits anyone from operating or attempting to operate an aircraft with a blood alcohol content of 0.04 percent or greater.

Everyone was shuffled off the plane because of what was said to be a problem with the co-pilot chair, said one passenger, Kristyn Bradley of Grosse Pointe Woods, who was headed to the Dominican Republic for spring break. "It was quite chaotic," she said.

She is glad to be safe and grateful the co-pilot was not allowed to fly. It is frightening to think he had the mindset it would be OK to go to work in such a condition. "It's pretty scary."

Original article can be found here: http://www.mlive.com

Rockwell Commander 114, N114P: Accident occurred March 26, 2016 at Addison Airport (KADS), Dallas, Texas

http://registry.faa.gov/N114P

NTSB Identification: GAA16CA171
14 CFR Part 91: General Aviation
Accident occurred Saturday, March 26, 2016 in Addison, TX
Probable Cause Approval Date: 06/01/2016
Aircraft: ROCKWELL INTERNATIONAL 114, registration: N114P
Injuries: 3 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The flight instructor reported that during the landing roll, the airplane began an "un-commanded" yaw to the right. The flight instructor further reported that the private pilot receiving instruction stated, "I can't control the yaw." The flight instructor reported that he applied rudder pressure to correct the yaw, but the airplane veered off the runway to the right, the left wing collided with an airport sign, and the nose gear collapsed.

The flight instructor further reported that a jack rabbit was found in the runway excursion path and blood was observed on the left main landing gear door. According to a Federal Aviation Administration Aviation Safety Inspector who traveled to the site of the accident, the jack rabbit was not hit on the runway surface. The jack rabbit was found in the grass adjacent to the runway surface.

The left wing was substantially damaged. 

The flight instructor and pilot receiving instruction did not report any mechanical malfunctions or failures with the airplane that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The private pilot's failure to maintain directional control during the landing roll and the flight instructor's delayed remedial action, which resulted in a runway excursion, collision with an airport sign, and a nose gear collapse.




A small aircraft crash landed on a field at Addison Airport Saturday morning, officials have confirmed.

The pilot of a single-engine aircraft lost control on landing and landed in the grass beside the runway, according to Lynn Lunsford, FAA spokesperson.

Two people on board the plane were not hurt, Lunsford said.

The FAA launched an investigation into the crash.

Original article can be found here:   http://www.nbcdfw.com