Wednesday, April 13, 2016

Restaurant may not fly: Longtime owners feel left out of future plans at Fitchburg Municipal Airport (KFIT)



FITCHBURG -- Gene and Steve's Airport Restaurant recently celebrated its 30th year at Fitchburg Municipal Airport, but now may be leaving the spot for good.

The airport restaurant has been owned and operated by Gene Collette and Steve Shank since 1985. It will close on July 31, when tenants must vacate the current airport administration building before it is demolished.

When the new administration building opens its restaurant space, which is currently under construction, its possible Collette and Shank won't be serving customers there.

"This is my life," Collette said, gesturing at the restaurant's interior. "This is it, and it could be coming to an end right here."

Thanks to money from the state and a mandate from the Federal Aviation Administration, Fitchburg Municipal Airport will have a new administration building by this summer. The new building will have a restaurant space, but as a non-aviation tenant in an airport building, Massachusetts Procurement Law requires that the new restaurant space go out to bid.

The airport will submit a request for proposals for construction within the new, 747-square-foot restaurant space, including cost breakdown.

Any restaurant owners who want to submit a proposal will have a chance to do so, with the Board of Airport Commissioners responsible for choosing the winning bid.


Gene Collette, owner of Gene & Steve's Airport Restaurant. 


Collette said he was told over the past two years by former airport commissioners Joe Poznick, Steve Brousseau and Kit Walker that he would be able to "slide right in" to the new building.


"They said we would get priority," Collette said.

Poznick said he "shouldn't comment," as he is no longer a commissioner, and Walker could not be reached for comment.

Current Commission Chairman Jack Naylor said, "I have no knowledge of what previous commissioners said or why.

"Naylor added that he "heard Collette was told he would have priority, but it's been widely known that this has to go out to bid."

Collette provided the Sentinel & Enterprise with an email from Brousseau, dated June 2014, in which he told Collette the commissioners would "address all of (his) concerns" with the move to the new restaurant space.

However, Airport Manager Steve Ellis said the commissioners, who no longer work for the city, "did not have the authority" to assure Collette he would have priority.

"By law, that space has to go out to bid, and there is no guarantee that they will win that bid," Ellis said of Collette and Shank. "If somebody comes back with a better bid, they're going to get the space.

"He added that "30 years of history is absolutely something to take into consideration," and could work in Collette's favor.

But even if Collette's restaurant is chosen for the new space, it will face the additional problem of having to wait to reopen.

Because there is no chosen bid yet, there is no design for the kitchen, and construction cannot begin until a design is completed.

"Now I'm out of a job," Collette said, adding that it could be months before the new restaurant space is ready.

Ellis said every effort will be made to limit the time between the current restaurant closing and a new restaurant opening.

"Ideally, we would be able to shut down operations in this building one day and be up and running in the new building the next," he said. "We're going to try and make that happen, but we'll see."

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

Bellanca 17-30A Viking, Newo Aviation LLC, N6630V: Accident occurred April 10, 2016 at Beaumont Hotel Airport (07S), Butler County, Kansas

NEWO AVIATION LLC: http://registry.faa.gov/N6630V

Date: 10-APR-16
Time: 16:00:00Z
Regis#: N6630V
Aircraft Make: BELLANCA
Aircraft Model: 1730
Event Type: Accident
Highest Injury: None
Damage: Substantial
Flight Phase: UNKNOWN (UNK)
FAA Flight Standards District Office: FAA Wichita FSDO-64
City: BEAUMONT HOTEL
State: Kansas

AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES, BEAUMONT HOTEL AIRPORT, KS

Oregon plans helicopter spraying of pesticide to kill invasive gypsy moths

A stowaway from marine ports in Russian, Japan and Korea has caused the Oregon Department of Agriculture to try to tamp down the pest before it spreads.

Asian gypsy moths were found in Oregon last summer, a relatively new species to the U.S. and one that could have devastating impacts if its population grows. European gypsy moths have been in North America for years. The state plans to spray four locations around Portland to get rid of both while they are still in the hatching stage.

Asian gypsy moths lay 50 to 1,000 eggs at a time and feed on more plant species in Oregon than European moths, which can lead to widespread deforestation if left alone. So, officials decided to act on three Asian and two European gypsy moths found last summer.

On Saturday, the agriculture department plans to aerially spray 8,800 acres where the moths were found, including portions of St. Johns, Forest Park and Hayden Island in Portland and Vancouver, Washington. The spraying could be rescheduled if the weather conditions make it risky.

The Saturday pesticide application is the first of three planned sprayings. It will start 30 minutes before sunrise and last a few hours. The second and third sprayings are expected to be done by the end of May.

A helicopter will drop Bacillus thuringiensis var. Kurstaki -- called Btk for short -- on the designated areas, most of which are not residential. People who live in those areas with neighborhoods have been notified, according to the Oregon Department of Agriculture.  

The organic pesticide has been used in other gypsy moth sprayings in Oregon and the country since 1984. The Oregon Health Authority recommends that people stay inside for 30 minutes after the spraying, and anyone with a weakened immune system or serious food allergies should stay away during the spraying window.

"Establishment of gypsy moth threatens forest ecosystems, leads to quarantine restrictions on nursery and horticulture production and results in long-term increases in pesticide use by homeowners," said an agriculture department release.

The state sets traps for gypsy moths each year, and will do so after the spraying to see whether it worked.

At an Oregon Board of Agriculture meeting in December, program manager for the state's insect pest prevention and management division Clinton Burfitt said 19 different insects were found in Oregon last year that had never showed up in the traps before.

"We like to think we have our nose to the ground when it comes to invasive pests," he said.

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

Boeing Stearman 75-6512, N65355: Incident occurred April 09, 2016 in Lakeland, Polk County, Florida

http://registry.faa.gov/N65355 

Date: 09-APR-16 
Time: 17:30:00Z
Regis#: N65355
Aircraft Make: STEARMAN
Aircraft Model: B75
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
FAA FSDO: FAA Orlando FSDO-15
City: LAKELAND
State: Florida

AIRCRAFT ON LANDING, WINGTIP STRUCK THE RUNWAY, LAKELAND, FL
===============================

NTSB Identification: ERA14LA011
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 19, 2013 in Tampa, FL
Probable Cause Approval Date: 09/29/2014
Aircraft: BOEING B75N1, registration: N65355
Injuries: 1 Fatal, 2 Uninjured.

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 pilot reported that he briefed the planned jump with the parachutists before departure during a festival and that the parachutists were supposed to jump after reaching 2,800 feet mean sea level (msl). About 30 minutes before the jump, the right-wing parachutist requested to depart from the right wing rather than the front seat; the pilot and left-wing parachutist agreed. The preflight brief did not address whether or not the parachutists would drift over the crowd at the airfield or not. During takeoff, the two parachutists were standing on the lower wing to the left and right of the cockpit and gripping the handhold on the upper wing surface. They were not wearing safety harnesses. The pilot reported that when the airplane was climbing through about 1,000 feet msl, the right-wing parachutist departed the airplane in a “stable and controlled jump posture” but before the planned jump altitude of 2,800 feet. The pilot entered a left turn, gained visual contact with the parachutist, and saw the parachute canopy open before the parachutist impacted the ground. The pilot returned to the airpark without further incident.

Forensic toxicology samples taken from the accident parachutist were negative for drugs, alcohol, and carbon monoxide. Examination of the airframe, engine, and parachute systems revealed no preaccident mechanical malfunction or anomalies that would have precluded normal operations. It could not be determined why the right wing parachutist departed the airplane before the planned jump altitude or why he delayed opening his parachute canopy, which resulted in his subsequent impact with trees and terrain.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The parachutist’s low altitude departure from the right wing before the planned altitude and his delayed opening of his parachute canopy, which resulted in impact with a tree and then the ground before the parachute fully opened.

HISTORY OF FLIGHT

On October 19, 2013 about 1350 eastern standard time, a Boeing B75N1, N65355, was not damaged during an air show at Tampa North Aero Park (X39) Tampa, Florida. The airline transport pilot and one parachutist were not injured. One parachutist sustained fatal injuries when his parachute did not fully deploy. The airplane was registered to and operated by private individuals, and conducted under the provisions of 14 Code of Federal Regulations Part 91, as an aerial demonstration. Visual meteorological conditions prevailed no flight plan was filed for the local flight that departed X39 about 1345.

In an interview with local law enforcement authorities, the pilot stated that the planned jump was briefed with the parachutists prior to the departure from X39. The pilot added that the parachutists were to reside on the lower wing of the airplane after takeoff until reaching 2,800 feet mean sea level (msl), and then depart the airplane to parachute onto X39. At approximately 1,000 feet msl, the right wing parachutist exited the aircraft in a "stable and controlled jump posture," which was prior to the planned jumping altitude. The pilot stated that he was in a left turn and located the parachutist visually, and that the parachutist was in perfect "form and body position" after departure from the airplane. The pilot stated that he did not know why the parachutist left the plane prematurely, and why he took so long to open his parachute. In a phone conversation with a friend, the pilot mentioned that the accident parachutist pushed off of the airplane and did not slip or fall. The pilot did not report any preflight mechanical malfunctions or failures that would have precluded normal operation of the airplane. After the accident, the pilot returned to X39 and landed without further incident.

The witness parachutist on the left wing stated that about 30 minutes before the jump demonstration, the accident parachutist asked the pilot if he could stand on the wing instead of sitting in the front seat. The witness parachutist stated that he thought it was a good idea too and agreed to stand on the left wing during the jump. He added that the pilot agreed to let the parachutists depart from the left and right wings and he was surprised when the accident parachutist departed the airplane before reaching the planned altitude of 2,800 feet msl. The witness parachutist climbed into the front seat after the accident and before the airplane returned to X39.

The Tampa North Festival of Flight event was originally planned to be "ground" aviation event with static display aircraft only. The event grew with the addition of a hot air balloon and parachute jump demonstration. The event coordinator at the Tampa North Airport allowed the pilot to plan and execute the parachute jump activity. A waiver to conduct the parachute jumps over a populated area was required and according to according to a Federal Aviation Administration (FAA) inspector, an attempt was made by the airport Director of Operations to contact a FAA inspector on October 9, 2013; the same week of the Federal Government shutdown. As a result, there was no FAA presence at the event when the accident occurred.

PERSONNEL INFORMATION

The pilot held an airline transport pilot certificate with ratings for airplane single and multiengine land, single and multiengine sea, and an endorsement for flight instructor issued on April 11, 2013. According to the pilot's logbook, he recorded about 2,712 total flight hours. The pilot was issued a second-class medical certificate on June 25, 2013, with the restriction of "must wear corrective lenses and possess glasses for near and distant vision."

According to the United States Parachute Association, the fatal parachutist reported 2,800 jumps total, and 100 in the previous 12 months at his last membership renewal in December 2012. No jump logbooks could be located for the parachutist.

AIRCRAFT INFORMATION

According to FAA records, the bi-plane, model number B75N1, serial number 75-6512, was manufactured by Boeing in 1942, and was powered by a Pratt and Whitney R985-AN3 400-hp motor. An annual inspection was completed on the airplane on June 18, 2013 at a tachometer time of 42.1 hours and a total time of 2,836.3 hours. A standard airworthiness certificate was issued on November 20, 2009. Examination of the airplane by a FAA inspector revealed no damage to the airplane. The airplane was equipped with a safety restraint in the front seat, but not on each wing where the two parachutists resided.


METEOROLOGICAL INFORMATION

The 1355 recorded weather at Zephyr Hills Municipal Airport (ZPH), located about 12 nautical miles to the east of the accident location, reported wind from 240 degrees at 3 knots, scattered clouds at 4,200 feet above ground level (agl), overcast at 9,500 feet agl, temperature 31 degrees C, dew point 18 degrees C, and an altimeter setting or 29.90 inches of mercury.

MEDICAL AND PATHOLIGICAL INFORMATION


A postmortem examination was conducted on the fatal parachutist by the Pasco/Pinellas County Sixth District, Office of the Medical Examiner. The cause of death was reported as blunt trauma. Forensic toxicology testing on samples taken from the fatal parachutist were negative for drugs, alcohol, and carbon monoxide.

TESTS AND RESEARCH


Examnination by NTSB of the fatal parachutist parachute system showed it consisted of a container, harness, primary canopy, and reserve canopy. The Javelin container, model number J1, serial number 18383, was manufactured by Sun Path Products Inc. in February 2000. The main canopy, a Stiletto 150, and reserve canopy PR143, serial number 202635, were manufactured by Performance Designs in October 1999. The reserve parachute was packed on June 29, 2013, and expired on December 25, 2013. The parachute system was equipped with a Cypres 2 Automatic Activation Device (AAD), serial number 75532, and manufactured by Cypres in March 2012. The AAD was sent to the manufacturer for data download. No information was stored on the device.
The left and right main canopy risers were properly connected and unremarkable. The main parachute pilot chute was pulled and no discrepancies were noted. The main parachute cut-a-way system was connected and unremarkable. The reserve parachute release handle was not seated in the proper position and exhibited signs consistent with deployment after ground impact. The reserve parachute was stowed, undamaged, and the reserve pin was through the closing loop with the riggers lead seal intact. The steering toggles were stowed in their respective risers, undamaged, and unremarkable.
The main parachute deployed during the accident jump and exhibited no signs of damage to the main canopy. There were several lines that exhibited cuts consistent with rescue operations and several lines that exhibited separation consistent with tree impact. The main parachute deployment bag was undamaged and unremarkable. There were no anomalies noted with the parachute that would have precluded normal operation prior to the accident.

ADDITIONAL INFORMATION

According to 14 CFR Part 105.21: Parachute operations over or into a congested area or an open-air assembly of persons.
(a) No person may conduct a parachute operation, and no pilot in command of an aircraft may allow a parachute operation to be conducted from that aircraft, over or into a congested area of a city, town, or settlement, or an open-air assembly of persons unless a certificate of authorization for that parachute operation has been issued under this section. However, a parachutist may drift over a congested area or an open-air assembly of persons with a fully deployed and properly functioning parachute if that parachutist is at a sufficient altitude to avoid creating a hazard to persons or property on the surface.


NTSB Identification: ERA14LA011
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 19, 2013 in Tampa, FL
Aircraft: BOEING B75N1, registration: N65355
Injuries: 1 Fatal,2 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 October 19, 2013 about 1350 eastern standard time, a Boeing B75N1, N65355, operated by a private individual, was not damaged when a parachutist was fatally injured after jumping from the wing during an air show at Tampa North Aero Park (X39) Tampa, Florida. The airline transport pilot and one parachutist were not injured. One parachutist sustained fatal injuries when his parachute did not fully deploy. The flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed no flight plan was filed for the local flight.

In an interview with local Sheriff's Deputies, the pilot stated that the planned jump air show was briefed with the parachutists prior to the flight's departure from X39. The pilot added that the parachutists were to reside on the lower wing of the airplane after takeoff until reaching 2,800 feet mean sea level (msl), and then depart the airplane to parachute onto X39.

The pilot stated that at approximately 1,000 feet msl, the parachutist on the right side of the airplane departed the airplane premature to the planned altitude. The pilot stated that he was in a left turn and was watching the parachutist, and that he was in perfect "form and body position." The pilot explained to Deputies that he did not know why the parachutist left the plane so early, and why he took so long to open his chute. The pilot did not report any preflight mechanical malfunctions or anomalies that would have precluded normal operation of the airplane. After the accident the pilot returned to X39 and landed without further incident.





Mark Anthony Curto 
October 25, 1950 - October 19, 2013
Tampa, Florida


CURTO, Mark Anthony, 62, of Tampa, passed away on October 19, 2013 doing something he absolutely loved, Skydiving. He was recently preceded in death by his loving wife, Judith. Mark is survived by his siblings, Chris Curto, Gary Curto and Steve Curto. He retired in 2012 from Xerox and just recently took up Ballroom Dancing with great enthusiasm. Mark had a deep passion of both skydiving and scuba diving, which he shared with his many friends and loved ones. He was also a talented guitarist and harmonica player and had a great love for music. Mark devoted his life to his family and his friends. He will always be remembered for his loving spirit, the biggest heart, and contagious smile to everyone around him. He will be truly missed by all that knew and loved him. A celebration of his life will be held 6:00pm, Thursday, October 24, 2013 at the Blount & Curry Funeral Home- Carrollwood Chapel, 3207 W. Bearss Avenue, Tampa with a gathering from 4:00 until the time of service. Online condolences may be expressed at blountcurrycarrollwood.com



http://bccarrollwood.tributes.com


 At Skydive City in Zephyrhills, friend David T.K. Hayes said Curto had been jumping for at least 20 years.



 Curto was last seen in this picture boarding a biplane in Lutz just before he fell to his death. 


 A witness took this photo of the skydivers getting on the plane before taking off.


LUTZ -- The man who died after jumping out of a biplane during an air show in Lutz on Saturday was a veteran skydiver. 


According to the Pasco County Sheriff's Office, 62-year-old Mark Curto, of Tampa, fell from a plane doing a maneuver during the Festival of Flight at Tampa North Flight Center.

Shortly after takeoff, witnesses say they saw Curto drop from the aircraft right to the ground. Curto landed in the Grand Oaks subdivision in Wesley Chapel where he died.

At Skydive City in Zephyrhills, friend David T.K. Hayes said Curto had been jumping for at least 20 years.

"He's been a real common fixture out here every weekend," said Hayes. "He was a recreational jumper, who enjoyed jumping with friends."

Hayes said Curto always brought a smile and sense of humor.

“It's just such a tragedy to see stuff like this," said Hayes. "It's a horrible accident."

Hayes said Curto lost his wife earlier this year.

"He was just getting over recovering from that," said Hayes.

Some knew right away something was wrong, while others thought at first it might be part of the show.

"Sounds kind of insane, but wing-walkers have been wing-walking at air shows for a long, long time," said Hayes.

"The two of them jumped on the wings, and then they just took off," said witness Candy Syzmanski. "We were like oh my gosh, they're supposed to be in an airplane not hanging off an airplane...they were supposed to circle back and that's when the one fell off."

"Shocking, surreal, is what it was,” said witness Toby Fallis. “To see someone fall off a plane and have it actually be a human body and not a stunt or something fake."

Some people familiar with skydiving procedures said it appeared Curto was too low when he dropped and he wouldn't have had time to open his parachute.

The FAA is investigating the incident.

The pilot landed the plane safely at Tampa Executive Airport.

What's That Helicopter Doing Above Arlington, Middlesex County, Massachusetts? A federal agency will conduct low-altitude flights over the area in advance of the Boston Marathon, April 12-15

ARLINGTON, MA - Don't be alarmed if you hear helicopters buzzing Arlington over the next few days; it's the U.S. Department of Energy measuring radiation levels.

From April 12-15, the department's National Nuclear Security Administration is gathering baseline radiation level data ahead of the Boston Marathon next weekend, the Massachusetts Emergency Management Agency said.

The NNSA notes these measurements are a normal part of security and emergency preparedness, meant simply to measure naturally occurring background radiation to establish baseline levels.

The low-level flights will cover about 13 square miles. Helicopters equipped with radiation sensing technology will fly out of Joint Base Andrews, marking a grid pattern over the area at about 150 feet (or higher) above the ground and moving around 80 miles per hour.

Flyovers will occur only during daylight hours and are estimated to take about two days to complete, the NNSA said in a press release. The administration wants to ensure the public is aware of these upcoming flights so people aren't alarmed when they see the low-flying helicopters.

Original article can be found here: http://patch.com

Hughes 369, N298SD: Accident occurred April 08, 2016 in Weatherford, Parker County, Texas

http://registry.faa.gov/N298SD

FAA Flight Standards District Office:  FAA Fort Worth AFW FSDO-19


NTSB Identification: GAA16LA182 
14 CFR Part 91: General Aviation
Accident occurred Friday, April 08, 2016 in Weatherford, TX
Probable Cause Approval Date: 01/18/2017
Aircraft: HUGHES 369, registration: N298SD
Injuries: 1 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 pilot/mechanic stated that, while performing maintenance on the helicopter, he locked the left side antitorque (tail rotor) pedals to keep them out of the way; however, he forgot to unlock them after completing the maintenance. The pilot then conducted a post-maintenance hover check, and, upon increasing collective, the helicopter entered a spin, traveled about 40 feet, and collided with a building and trees. 

The pilot stated that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation, and that the accident was the result of his failure to remove the antitorque pedal lock before flight. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot/mechanic's inadequate postmaintenance and preflight inspections, which resulted in his failure to remove the antitorque pedal lock and a subsequent loss of control during hover operations.

On April 8, 2016, about 0930 central daylight time, a MD Helicopters (formerly Hughes) 369A helicopter, N298SD, collided with a building and trees during takeoff at the Staggs Heliport (TE93), Weatherford, Texas. The commercial pilot/airframe and power plant mechanic sustained serious injuries, and the helicopter sustained substantial damage. The helicopter was registered to, and operated by the pilot as a day, visual flight rules (VFR) flight under the provisions of 14 Code of Federal Regulations Part 91 as a maintenance check flight. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated from the Staggs Heliport (TE93), about 0930.

The pilot/mechanic submitted a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on April 30, and stated that during a battery installation on the helicopter, he "locked" the left side anti-torque (tail rotor) pedals in the cockpit to keep them out of the way during the battery installation and forgot to "unlock" them. While conducting a powered maintenance check after an engine installation on the ground, he stated that he was checking the governor and had his seat restraint system on in the right seat for when he "goes to the top end." He stated that he "pulled collective to check at a hover" and the helicopter departed the ground, spun several times, traveled about 40 feet, and collided with a building and trees. The pilot/mechanic sustained serious injuries from the accident sequence. The pilot/mechanic further stated that this was a maintenance error.

The helicopter sustained substantial damage to the main rotor system, the fuselage, the tailboom, and the tail rotor system. 

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

AIRCRAFT INFORMATION

The accident helicopter was originally manufactured as an OH-6A for the US Army. After the completion of service with the US Army, the helicopter was issued a standard airworthiness certificate by the Federal Aviation Administration (FAA). 

WRECKAGE AND IMPACT INFORMATION

The photographs of the wreckage supplied by the FAA aviation safety inspector (ASI) showed that the helicopter came to rest with its left side against a small group of trees in close proximity to a residential building and both of the skids had collapsed. Three of the four main rotor blades exhibited several bends at various locations through the length of the blades due to impacting the trees and building while one main rotor blade separated at the blade root. The bottom of the fuselage exhibited crushing consistent with a downward impact with terrain and the tailboom was bent at about the midpoint between the tail rotor and the fuselage. The tailboom was also crushed inward on the left side, just forward of the tail rotor system. The lower vertical fin displayed impact damage on the lower left side.

Inside the cockpit, the anti-torque pedals on the right side were observed with the left anti-torque pedal positioned in place with an adjustment pin installed at the top of the pedal arm and the right anti-torque pedal was also positioned in place but did not have an adjustment pin installed at the top of the pedal arm. On the left side of the cockpit, the left anti-torque pedal was displaced from the pedal arm and lying against the center console with the adjustment pin missing and the right anti-torque pedal was positioned in place with an adjustment pin installed at the top of the pedal arm. The center section of the right side cockpit windshield was punctured during the accident sequence. 

On the right side of the cockpit, the FAA ASI reported that underneath the floor board was various mechanic tools. He further reported that it appears that this foreign object debris did not contribute to the accident. 

ADDITIONAL INFORMATION

Preflight Checklist

Excerpts from the US Army Operators Manual Helicopter Observation OH-6A TM 55-1520-214-10 (1976) for the preflight checklist are available in the public docket for this accident.

Anti-Torque Control System

Excerpts from the US Army Operators Manual Helicopter Observation OH-6A TM 55-1520-214-10 (1976) for the anti-torque control system are available in the public docket for this accident.

MD Helicopters Service Letter SL369H-124R3

MD Helicopters has published Service Letter SL369H-124R3 (2004). This document describes the maintenance and operation requirements of surplus 369A (OH-6A) series helicopters and states in part:

Failure to comply with established FAA regulations, airworthiness directives, mandatory retirement, overhaul life limits, and proper inspection and maintenance procedures may lead to loss of control of the helicopter and subsequent injury, death and/or property damage.

Army's Kiowa helicopters to fly in last formation



It's been a slow goodbye for the Army's OH-58 Kiowa Warrior helicopter.

Nearly three years after defense officials first proposed eliminating the small aircraft from the Army's aviation, all but two squadrons - each flying 30 helicopters - have bid adieu to the Kiowa.

Of those that remain, half are in South Korea. The other half are at Fort Bragg.

But what has largely been a military-focused farewell for a central cog in the Army's reconnaissance efforts will become a public goodbye this Friday.

That's when the 1st Squadron, 17th Cavalry Regiment will fly all 30 of its Kiowa Warrior helicopters over Fort Bragg and Fayetteville for the last time.

The rare flight formation is unlikely to be repeated.

The squadron, part of the 82nd Combat Aviation Brigade, 82nd Airborne Division, is the last of its kind on mainland America.

And when the unit deploys along with its more than 400 soldiers to Korea this summer, it will become the last Kiowa squadron, period, in the U.S. Army.

The squadron-sized flight, officials said, is meant to honor current and past aviators, maintainers and others who have worked with the helicopters on Fort Bragg.

It's also being billed as a "thank you," to Fayetteville and others surrounding Fort Bragg, for their support of the squadron over the years.




Fayetteville city officials, however, want to turn the tables on that "thank you."

They are encouraging residents to view the flyover from the U.S. Army's Airborne & Special Operations Museum in downtown Fayetteville and, in doing so, communicate with those who will fly overhead.

A Fayetteville firetruck will be there, sporting a large American flag from a raised ladder and city officials want residents to bring signs and flags to show their support for the soldiers.

The museum will be one of two viewing locations for the final flight, which will begin and end at Simmons Army Airfield.

On Fort Bragg, the flyover can be witnessed from Pike Field, off Gruber Road, officials said.

The helicopters should be there shortly after 10 a.m., and will make two passes overhead.

About 30 minutes later, the formation will fly over the museum.

Officials said people wanting to watch from that vantage point should be there before 10:30 a.m.

The flyover is the final training exercise for the 1st Squadron, 17th Cavalry Regiment before it deploys later this year.

It will serve for nine months in South Korea, the last Kiowa unit to participate in what had become a regular rotation of that type of unit.

The squadron will make its final flights with the helicopters on that deployment, meaning Friday's flyover will be the last for a unit of this type in the United States.

Upon their return, officials said the squadron will instead adopt the AH-64 Apache and unmanned aerial vehicles.

The Kiowa Warrior, and its unarmed predecessor, simply named the Kiowa, were used by the Army for decades, starting in 1969.

The helicopter saw service in Vietnam as a scout platform, carrying no weapons.

They were not armed until 1987, when a secret task force formed at Fort Bragg, known as Task Force 118, added sophisticated electronics and weapons pods designed for other aircraft to the helicopters as part of a then-classified program.

The helicopters were used in the Persian Gulf for nearly three years, protecting U.S.-flagged tankers during the Iran-Iraq war through Desert Storm.

The Kiowa was used, officials said, because its small size allowed it to be launched from the flight decks of Navy frigates.

Task Force 118 was eventually reflagged as the 4th Squadron, 17th Cavalry Regiment at Fort Bragg, then later moved and is now an inactive unit.

But when the Army began converting its Kiowa fleet to the armed Kiowa Warrior in 1993, the 1st Squadron, 17th Cavalry Regiment gave up their AH-1 Cobra helicopters to adopt the Kiowa Warrior, which could be armed with a mix of Hellfire missiles, rockets, machine guns and air-to-air Stinger missiles.

Army officials announced in 2013 that the force would phase out the Kiowa Warrior.

The next year, as squadrons began inactivating across the country, the 1st Squadron, 17th Cavalry Regiment deployed with the 82nd Combat Aviation Brigade to Afghanistan.

There, the unit served as the last to fly the OH-58 in the skies above Afghanistan, conducting the final mission in November before redeploying to Fort Bragg.

Another "last" came in late March, when the unit conducted its last aerial gunnery at Fort Bragg.

Crews of four helicopters shot machine guns and 2.75-inch rockets over Fort Bragg's training lands.

The soldiers were unable to attend a larger gunnery exercise conducted on the North Carolina coast earlier this year, officials said.

Over the course of the training, crews fired 4,400 .50-caliber rounds and about 190 rockets, armed and refueled by soldiers operating in a nearby Forward Area Refueling Point.

"This is basically getting everybody on board 100 percent, so we can deploy 100 percent ready," said Chief Warrant Officer 3 Mason MacDonald, the squadron master gunnery.

MacDonald watched the gunnery from a tower overlooking a range filled with the rusted and burned hulks of vehicles.

As the airborne crews were given descriptions of enemy targets, their attacks reverberated across the area.

MacDonald said the unit would be conducting more gunneries in Korea, but the March training event would be the last of its kind for the unit on Fort Bragg.

The squadron will check off their final "last" this Friday, with the looping flight.

Their planned path will take them from Simmons to across post, where they will fly over the the 82nd Airborne Division headquarters area before changing directions at Pike Field to circle down into Fayetteville.

After passing over the Airborne & Special Operations Museum, the helicopters will turn back towards Simmons, where the flight will end.

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

CA65 Skyfly, N36SL: Incident occurred April 09, 2016 in Roanoke, Randolph County, Alabama

http://registry.faa.gov/N36SL

Date: 09-APR-16
Time: 13:21:00Z
Regis#: N36SL
Aircraft Model: CA65
Event Type: Incident
Highest Injury: Unknown
Damage: Unknown
Flight Phase: UNKNOWN (UNK)
FAA Flight Standards District Office: FAA Birmingham FSDO-09
City: ROANOKE
State: Alabama

AIRCRAFT, EXPERIMENTAL CA65 SKYFLY, FORCE LANDED IN A FIELD, 8 MILES FROM ROANOKE, AL

Aviation enthusiasts band together to keep Marana clean



Over the weekend several  Marana Aviation Foundation members met to  participate in a Marana Adopt-a-Roadway Clean-up. The Marana Adopt-a-Roadway Project is part of a state-wide effort to improve the appearance and keep Arizona roads beautiful.

The day began at the Marana Regional Airport for breakfast at the Sky Rider Cafe.  It was a combination of a social event, good food, a business meeting, and doing a small part in keeping Marana beautiful, especially over by the Airport where many visiting dignitaries fly in regularly for events at our world-class resorts.

Every few months the foundation chooses to clean up the mile and a quarter stretch of Sandario Road from Avra Valley to Twin Peaks Road.  At first glance it didn’t look too bad, but thirty 55-gallon trash bags were filled in the 2 hours spent there.  From cigarette butts (yes, obsessive members even went after those) to shredded tires and iron bars...afterwards, some parts of the road were so clean, they could have had a picnic there.

The Marana Aviation Foundation is made up residents of Marana and surrounding communities that have banded together to promote a common interest in aviation.  These folks come from all over the country, from diverse occupations and backgrounds, from all income brackets, and especially from a varied aviation history (commercial and private pilots, mechanics, administrators, businesses)...and they formed the foundation.

The Marana Aviation Foundation was chartered last year with three goals: to encourage and support aviation education, to promote aviation and pilot safety, and to perform community service in Marana. 

In addition to the Adopt-a-Roadway Project, the Foundation will be helping out the Marana Unified School District by supporting the new Aviation Curriculum, focused on training pilots and aviation mechanics for a future career in the industry.  A “plane wash”, a most unique event, will help generate funds to purchase needed equipment for the curriculum.

Other programs and events include sponsoring FAA safety seminars on a variety of topics ranging from how to do aircraft maintenance to aviation medicine to aviation photography and videography; sponsoring informational tours of the Marana Regional Airport for schools and youth groups; project-based learning involving aircraft refurbishing; and sponsoring ground school and flight training scholarships.

The major fundraiser for the foundation this year will be Marana AirExpo, to be held at the Marana Regional Airport on Saturday, October 29th from 9 AM to 3 PM.  There’s a lot that’ll be happening at the AirExpo.  To check it out, go to MaranaAirExpo.com.  If you see something that particularly interests you, let the Foundation know - maybe you would enjoy working on one of the committees, creating a first-of-its-kind event in southern Arizona.

On another note: attention aviation trivia wannabees!  Do you know how many military aircraft were manufactured for use during World War II?  The answer: 294,000.  Of those, 65,000 were lost for various reasons and a bunch were recycled for their aluminum; many were sold to civilians and became “war birds”.

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

Rutan Long-EZ, G-LGEZ: Accident occurred June 23, 2016 in Stockton, San Joaquin County, California and incident occurred April 09, 2016 in Fort Pierce, St. Lucie County, Florida

Date: 23-JUN-16
Time: 17:15:00Z
Regis#: G-LGEZ
Aircraft Make: RUTAN
Aircraft Model: LONGEZ
Event Type: Accident
Highest Injury: None
Damage: Substantial
Flight Phase: TAXI (TXI)
FAA Flight Standards District Office: FAA Oakland FSDO-27
City: STOCKTON
State: California


AIRCRAFT ON TAXI, GEAR COLLAPSED, STOCKTON, CALIFORNIA.

Date: 09-APR-16
Time: 16:25:00Z
Regis#: GLGEZ
Aircraft Make: RUTAN
Aircraft Model: LONGEZ
Event Type: Incident
Highest Injury: Unknown
Damage: Unknown
Flight Phase: LANDING (LDG)
FAA Flight Standards District Office: FAA Orlando FSDO-15
City: FORT PIERCE
State: Florida

GLGEZ, UNITED KINGDOM REGISTRATION, EXPERIMENTAL LONG EZ AIRCRAFT, ON LANDING, NOSE WHEEL COLLAPSED, FORT PIERCE, FL

Air show logistics: arrive early and be patient with traffic



As people are finalizing their plans to attend the Smoky Mountain Air Show this weekend, organizers are asking them to remember to arrive early and be patient with the large crowds that will be there to enjoy the show.

“There has been a lot of work put into how can we get people quickly and safely into and out of the air show each day,” said Becky Huckaby, spokeswoman for the Metropolitan Knoxville Airport Authority. “We’re asking people to get here in plenty of time and please be patient with us.”

There will be signs and volunteers directing traffic from all directions to the three parking areas. Parking lots open at 8 a.m. both Saturday and Sunday. The gates for the air show open at 10 a.m., and the opening ceremonies are expected to begin around 11 a.m.

None of the parking areas are on the McGhee Tyson Air National Guard Base, but are on airport property in the surrounding area. All of the parking areas are on grass terrain.

The Blue lot is a park-and-shuttle area. The average walk time to the shuttle is 10 minutes, and the average bus trip time to the air show entrance is 15 minutes.

There is no shuttle to the Green and Red lots. The average walk time from the Green lot to the gate is 25 minutes, and the estimated walk time from the Red lot is 35 minutes.

As of Tuesday afternoon, passes for the Blue and Green parking lots were sold out. There were still Red lot passes available for $40 for both days. You can find parking and traffic flow maps at smokymountainairshow.com.

If people are being dropped off for the show, they will be able to walk in through the Red or Green parking lots.

Since organizers are expecting to park as many as 200,000 cars this weekend, Huckaby emphasized the need for people to allow plenty of time to arrive, park and walk to the spectator area before the show.

“We definitely want everyone to give themselves time,” she said.

People are allowed to bring chairs for the air show, but tents and umbrellas are not allowed. A complete list of prohibited items can be found at smokymountainairshow.com.

Attendees should also keep in mind that the souvenir and food vendors will be cash only, no credit or debit cards will be accepted.

Arrive early for commercial flights

Commercial flights are still operating out of McGhee Tyson Airport throughout the weekend. Huckaby said passengers are recommended to arrive at least 1½ to two hours ahead of a domestic flight and at least 2½ hours ahead of an international flight due to increased traffic coming in and out of the airport.

Many of the airlines have concentrated their flights in the morning or later in the afternoon, but there will still be some commercial flights arriving and departing during the air show.

The Blount County Sheriff’s Office said they will provide information on road closures and traffic flow during the air show today. The Daily Times will post it on our website and publish it in Thursday’s edition.

Smoky Mountain Air Show

What day: Saturday and Sunday, April 16-17

What time: Parking areas open at 8 a.m., gates open at 10 a.m.

Price: General admission to the air show is free, however parking passes are $40 each. They can be purchased at smokymountainairshow.com. Food and beverages will be on sale during the show.

What will you see: In addition to the U.S. Navy Blue Angels and other aerial performers, there will be about 40 static displays set up along the tarmac. There will be a kids area with activities and games, live music and the Budweiser Clydesdales will make an appearance.

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

TL Ultralight SRO TL-3000 Sirius, Swan Air LLC, N726T: Accident occurred April 08, 2016 in Saint Paul, Ramsey County, Minnesota

SWAN AIR LLC: http://registry.faa.gov/N726T

FAA Flight Standards District Office: FAA Minneapolis FSDO-15

NTSB Identification: GAA16CA189
14 CFR Part 91: General Aviation
Accident occurred Friday, April 08, 2016 in South St. Paul, MN
Probable Cause Approval Date: 06/01/2016
Aircraft: TL ULTRALIGHT SRO TL-3000 SIRIUS, registration: N726T
Injuries: 1 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 he encountered gusty wind conditions and a "sudden low level wind shear" during the landing flare and touched down hard. During the landing roll, the pilot noticed that he could not steer the airplane to the left, but he was able to stop the airplane on the runway. During a postaccident inspection, evidence of a propeller strike was also observed. 

The firewall was substantially damaged. 

An automated weather observing system, about the time of the accident, at the accident airport reported the wind 330 degrees true at 16 knots gusting to 28 knots. The pilot reported that he landed on runway 34.

The pilot 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 pilot's failure to maintain a proper landing flare in gusty wind conditions, which resulted in a hard landing and substantial damage to the firewall.

Learning how to fly at East Lawrence High

Mary Kate Gygax, executive director of FlyQuest, sits in the cockpit of a cropduster Monday afternoon explaining the aircraft’s unique functions.



CADDO — East Lawrence High School freshman Garrett Rodgers always dreamed of defying gravity as a pilot.

He’s learning the basics through a series of workshops with FlyQuest, a Huntsville nonprofit organization. The organization started teaching a group of 10 East Lawrence students the fundamentals of flying April 4 in hopes they will pursue careers in aviation.

The class fits Rodgers’ plan to receive a pilot’s license, but he doesn’t want to fly alone. He wants to one day pilot a plane for his two autistic brothers, so they can enjoy a part of life they might not experience otherwise.

“Maybe they will be more comfortable if I’m with them,” said Rodgers, 15. “You’re a lot freer in the sky. Just the experience of not being tied down by the ground and laws would be great.”

The class is split into two parts. Every Monday, the students gather to learn aerodynamics, plane mechanics and other basics in the classroom. FlyQuest’s instructors then try to bring those fundamentals to life through field trips to local airports. Students will get a behind-the-scenes tour of Huntsville International Airport on April 25.


East Lawrence High School student, Garrett Rodgers, works the stick of a Weatherly 620B cropduster, as Col. Russell Lewel, USAF (Ret.), explains how the pilot controls the plane. 


Although the students won’t receive a license from the class, Principal Jacki Hall said it lays the foundation for students who are still figuring out life after high school.

“A lot of the times we have students who graduate and don’t know what they want to do. This is opening the door,” Hall said. “You never know what’s going to spark their interests until you try it. Who knows? We may get some pilots out of this experience.”
Freshman Megan Appleton signed up for the class the moment she heard about it. She was shocked by the amount of math behind the power of flight. A fan of numbers, it only deepened her love for the subject.
Her stepfather, who also likes to study airplanes, would be proud if she received her license, she said.

“He always wanted to do it, but he never was able to fulfill it,” Appleton said. “I feel like I am fulfilling it for him.”

Although FlyQuest has operated many courses in Madison County, George Davis, of Moulton, introduced the program to Lawrence County Schools. He did it to expand the students’ horizons, he said. After graduating from East Lawrence in 1985, Davis tinkered with plane equipment as an Air Force aircraft mechanic for 20 years. He is now a general manager of Signature Flight Support, which provides services for the Huntsville airport.

He contacted Hall in May 2015 and offered to bring his knowledge and expertise to the classroom.

“Most of the kids who live in rural areas are trained on factory and farm equipment,” Davis said. “We’re trying to take them beyond that. We want them to realize there’s more out there for them.”

Davis said he tries to keep the classroom experience interesting by bringing in tangible items such as a wing of an airplane or a drone. Like military pilots, the students are given a call sign.

Rodgers chose Slash after his favorite guitarist from the rock band Guns N’ Roses. During a field trip Monday to an agricultural airstrip on Lawrence 434 in Trinity, he was awed by the design of a Weatherly 620B. The aircraft is used to spray pesticides over crops.

He felt a little nervous when he jumped into the cockpit. He has never flown an airplane before, so he imagined a swarm of buttons and levels.

“I figured there would be everything popping out at me, but it felt very comfortable,” Rodgers said.

Davis hopes to dispel many misconceptions during the Huntsville trip. For instance, pilots aren’t the only ones working in the aviation field. An airport functions like a small city, he said. There are the firefighters on staff for emergency purposes, the accountants who handle the budgets and the air control personnel who patrol the skies.

But the No. 1 lesson Davis wants students to learn is they don’t have to fit a certain mold to become part of the aviator club.

“I don’t want them to think they have to be something special, super smart or rich to get into this field. I went to the same high school as them. I’m a farm boy just like them,” Davis said. “All you need is the opportunity.”

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

Piper PA-28-181, PVP Aviation LLC, N2816G: Incident occurred October 15, 2016 at David Wayne Hooks Memorial Airport (KDWH), Houston, Texas (and) Incident occurred April 08, 2016 in Tomball, Harris County, Texas

PVP AVIATION LLC: http://registry.faa.gov/aircraftinquiry/N2816G 

FAA Flight Standards District Office: FAA Houston FSDO-09

AIRCRAFT ON DEPARTURE, WENT OFF THE RUNWAY INTO THE GRASS, DAVID WAYNE HOOKS MEMORIAL AIRPORT, HOUSTON, TEXAS

Date: 15-OCT-16
Time: 14:28:00Z
Regis#: N2816G
Aircraft Make: PIPER
Aircraft Model: PA28
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: TAKEOFF (TOF)
City: HOUSTON
State: Texas

FAA Flight Standards District Office: FAA Houston FSDO-09

AIRCRAFT ON TAKEOFF, WENT OFF THE RUNWAY AND INTO A DITCH, TOMBALL, TEXAS. 


Date: 08-APR-16
Time: 16:20:00Z
Regis#: N2816G
Aircraft Make: PIPER
Aircraft Model: PA28
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Instruction
Flight Phase: TAKEOFF (TOF)
City: TOMBALL
State: Texas