Wednesday, April 27, 2016

Jeffair Barracuda, N85UC: Incident occurred April 27, 2016 at Ernest A. Love Field Airport (KPRC), Prescott, Yavapai County, Arizona

http://registry.faa.gov/N85UC

AIRCRAFT LANDED WITH THE NOSE GEAR RETRACTED. EXPERIMENTAL BARRACUDA. PRESCOTT, AZ

Date: 27-APR-16

Time: 17:15:00Z
Regis#: N85UC
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: PRESCOTT
State: Arizona





Prescott Fire Department responded to an early accident at the airport this morning. 


At 8am Wednesday the air traffic control tower at the airport received a report from a plane that it had a warning light indicating that its front landing gear had failed to deploy as it was approaching the runway.


The aircraft proceeded to fly by the tower where they were able to confirm that the front gear was still up.  


The Prescott Fire Department Aircraft Rescue truck, Rescue 73, Engine 74, and Chino Valley Fire Engine 62 all responded onto the airport for the plane to make its landing. 


The plane landed, falling forward onto its propeller, but remained upright.  


The pilot was able to exit the vehicle and had no injuries. 


The runway was closed for the duration of the subsequent investigation and the fire units released from the scene.


According to Firefighter Conrad Jackson, an early morning accident took place at Prescott Airport. 


Details are scarce, but it appears to be a nose gear failure, Jackson reported.


Jackson said there are no injuries, and details will follow later. 


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


PRESCOTT – A small airplane made a rough landing at Prescott’s Ernest A. Love Field Wednesday, April 27, when its nose landing gear failed to properly deploy, a Prescott Fire spokesman said.


About 8 a.m., the pilot warned the airport’s tower that he had a front-gear warning light, Firefighter/Paramedic Conrad Jackson said.


The plane flew by the tower and controllers confirmed the gear was still up. Fire crews responded and prepared for the landing, Jackson said.


It touched down on Runway 21-Left and tipped forward onto its nose, destroying the propeller, but did not overturn.


The pilot was not injured and walked away from the aircraft.


Original story:


PRESCOTT - The nose landing gear of a small airplane collapsed Monday morning, April 27, at Prescott Municipal Airport, according to a fire department spokesman.


Although the airplane sustained some damage, no one was injured in the incident, which happened about 8:30 a.m.


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


NTSB Identification: WPR13LA034
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 27, 2012 in Payson, AZ
Probable Cause Approval Date: 05/13/2015
Aircraft: JEFFAIR BARRACUDA, registration: N19GS
Injuries: 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 had purchased the experimental, amateur-built airplane from its designer/builder about 32 years after the airplane had been issued its airworthiness certificate. The airplane was the prototype and first-constructed edition of that model. Two years after the purchase, the airplane was damaged on landing due to a problem with the nose landing gear. The pilot subsequently determined that certain nose gear components were of insufficient strength and he had them "repaired and reinforced."

About 3 years later, after the airplane had accumulated an undetermined amount of time or cycles since the repairs, the pilot departed on the accident flight, which was a personal cross-country flight, with a passenger. The pilot observed a landing gear annunciation light sequencing abnormality during the gear retraction. The airplane did not experience any additional problems until the pilot selected the landing gear to the extended position and observed that the light indicating that the nose landing gear was down and locked did not illuminate. He conducted a low flyby of the airport, and a ground observer radioed that the nose gear appeared to be fully extended. However, upon landing, first the nose gear and then the two main gear retracted. The airplane sustained substantial damage to the wings. Postaccident examination of the landing gear system did not reveal any anomalies that would have precluded normal operation.

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

The failure of the landing gear to remain extended during the landing roll for reasons that could not be determined because postaccident examination did not reveal any anomalies that would have precluded normal operation.

HISTORY OF FLIGHT

On October 27, 2012, about 0925 mountain standard time, an experimental amateur-built JeffAir Barracuda, N19GS, was substantially damaged when all three landing gear collapsed after touchdown on runway 6 at Payson airport (PAN), Payson, Arizona. Neither the pilot/owner nor his passenger was injured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no FAA flight plan was filed for the flight.

According to the pilot, the airplane landing gear system was equipped with three green annunciation lights, which illuminate when the landing gear is fully extended for landing, and three amber annunciation lights, which illuminate when the landing gear is fully retracted. On departure from Ernest A. Love field (PRC), Prescott, Arizona, for PAN, the pilot noticed that the nose landing gear (NLG) amber light illuminated about 5 to 8 seconds after the two main landing gear (MLG) lights; normally all three illuminate approximately simultaneously. The pilot was uncertain whether there really was a problem, and the airplane operated normally for most of the remainder of the flight. In the traffic pattern at PAN, after the pilot selected the landing gear to the extended position, he observed that the two green MLG lights illuminated, but the green NLG light did not. He conducted a low flyby of the airport, and a ground observer radioed that the NLG appeared to be fully extended.

The pilot then conducted a normal landing, but the NLG retracted when the pilot lowered the nose of the airplane. Very shortly thereafter, the two MLG then retracted, and the airplane slid to a stop on the runway. Portions of both MLG assemblies pushed up through the upper wing skins after the unintentional retraction. The airplane was partially disassembled, and transported to the pilot's hangar at PRC for further examination.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) information, the pilot held a private pilot certificate with airplane single- and multi-engine ratings. His most recent FAA third-class medical certificate was issued in November 2011. According to the pilot, he had a total flight experience of about 2,500 hours, including about 40 hours in the accident airplane make and model. His most recent flight review was accomplished in September 2012.

AIRCRAFT INFORMATION

FAA records indicated that the airplane the first model of its type, and was built by its principal designer, G.L. Siers. The airplane was first issued its airworthiness certificate in 1975. The design was a single-engine, low-wing monoplane constructed primarily of wood. It was equipped with hydraulically-operated tricycle-configuration landing gear, and a Lycoming IO-540 series engine.

The accident pilot was the second owner of the airplane; he purchased it from the designer/builder in February 2007. According to the pilot, in July 2007, he "had the engine and prop rebuilt as they were both past TBO." In 2009 the airplane was damaged on landing due to a problem with the nose landing gear. The nose gear contacted a gear door while retracting; the pilot subsequently determined that the components intended to align the nose gear for retraction were of insufficient strength and had deformed, preventing normal nose gear operation. The pilot reported that the components "were repaired and reinforced."

The airplane's most recent annual condition inspection was completed on October 27, 2011, exactly 1 year prior to the accident. Maintenance records indicated that at that time, the airplane had accumulated a total time (TT) in service of about 516 hours. The pilot reported that the airplane had flown "about 8 or 9 times" since that inspection, and that "there were no problems."

METEOROLOGICAL INFORMATION

The PAN 1635 automated weather observation included winds from 130 degrees at 8 knots, visibility 10 miles, clear skies, temperature 13 degrees C, dew point -8 degrees C, and an altimeter setting of 30.18 inches of mercury.

AIRPORT INFORMATION

PAN was equipped with a single paved runway designated 06-24. The runway measured 5,504 by 75 feet, and field elevation was reported as 5,157 feet. PAN was not equipped with an operating air traffic control tower.

WRECKAGE AND IMPACT INFORMATION

Several days after the accident, and FAA inspector examined the wreckage in the pilot's hangar. The inspector reported that "both main gear had punctured through the tops of both wings," the landing gear doors were damaged, and that the "propeller was destroyed." The inspector did not note any obvious underlying reasons for the initial failure of the NLG.

According to the pilot, the uncommanded retraction of the MLG was an expected result of the NLG failure, due to the system architecture.

Air Marshals Can't Seek Damages in Transportation Security Administration Suit

SAN FRANCISCO (CN) — A federal judge ruled Tuesday that former Transportation Security Administration air marshals are not entitled to damages if the agency is found liable for age discrimination in an ongoing case.

U.S. District Judge Jon Tigar gave a mixed ruling, handing modest victories to both sides and ultimately telling the marshals to amend their complaint to state that they seek no compensatory damages beyond what is strictly allowed in age discrimination cases.

"Plaintiffs' argument fails because the Age Discrimination in Employment Act does not permit any other type of relief other than judgments compelling employment, reinstatement or promotion, the recovery of unpaid minimum wages or overtime pay, and reasonable attorneys' fees and costs," Tigar wrote in his 8-page ruling.

However, Tigar found that two paragraphs the TSA sought to have stricken from any amended complaint were relevant and did not exceed permissible requests under the Age Discrimination in Employment Act.

"As plaintiffs correctly note, nothing in paragraphs 24 or 28 requests compensatory damages," Tigar said in the ruling. "In fact, plaintiffs explicitly use the word 'non-compensable' to describe these injuries."

The class action, filed in June 2015, claims the TSA closed specifically targeted older marshals when it closed a number of field offices in cities like Cleveland, Tampa, San Diego, Cincinnati, Pittsburgh and Phoenix.

The lead plaintiff, who sued under his initials K.H. due to what he claims are matters of national security, claims at least 90 percent of air marshals in the targeted offices are older than 40. Those marshals have been reassigned.

"It is the TSA's intent to force older workers from federal service and it is the TSA's desire that the older workers will in fact quit due to the closure of the field offices and the mandatory office reassignment," K.H. claims.

He says the TSA wants to "purge" its workforce of older air marshals so it can "hire two young field air marshals for every older field air marshal," according to the complaint. The move could affect approximately 300 older air marshals.

In addition, he says, "The TSA is making any potential move to other offices extremely difficult, expensive, unpalatable, and problematic."

K.H. says he suffered severe stress about uprooting his family from Florida and moving to California when the TSA decided to close the Tampa office, where he had worked.

He says he filed a complaint with the Equal Employment Opportunity Commission, which failed to act within 180 days.

Tigar gave the plaintiffs 14 days to amend and submit a new complaint that includes only remedies appropriate to age discrimination cases.

The plaintiffs are represented by Nicholas Wieczorek with Morris, Polich & Purdy in Las Vegas, who did not immediately reply to a request for comment. The TSA also did not respond to a request for comment. 

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

Eurocopter EC 135 P2, N135AN, Air Methods/Air Care Team/Orlando Health: Incident occurred April 27, 2016 in Kissimmee, Osceola County, Florida

HELIFLEET 2013-01 LLC: http://registry.faa.gov/N135AN

Date: 27-APR-16
Time: 06:22:00Z
Regis#: N135AN
Aircraft Make: EUROCOPTER
Aircraft Model: EC135
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: STANDING (STD)
City: KISSIMMEE
State: Florida

AIRCRAFT WAS STRUCK BY A VEHICLE AFTER LANDING. KISSIMMEE, FL

ORLANDO, Fla. (AP) — Police say a medical helicopter was hit by a car and disabled as it prepared to transport an injured pedestrian, and the car’s driver now faces drunken driving charges.

The Florida Highway Patrol says the helicopter landed in the middle of U.S. Highway 192 near Walt Disney World early Wednesday morning to pick up the patient who’d been hit by a car.

An arrest report says 20-year-old Cameron Sunderly drove his car around emergency vehicles blocking the road and crashed into the helicopter’s rear rotor.

Sunderly told troopers he’d been at an Applebee’s restaurant. A breath test measured his blood alcohol level at more than twice the legal limit, five hours after the crash.

It’s not clear whether Sunderly has a lawyer.

Details on the pedestrian weren’t immediately available.

Story and video:  http://ksn.com

Arnold Gerald Leto III: Pilot sentenced to prison for flying without a license




An Orange County man has been sentenced to ten months in prison for flying a plane out of the Santa Monica Airport without a license. 

Last October, Arnold Gerald Leto III pleaded guilty to the charges, admitting to flying a Cessna Citation aircraft from Santa Monica Airport to Phoenix in 2015. In April, 2016, Leto piloted a Falcone 10 turbo-jet aircraft from Van Nuys Airport to Las Vegas, according to the U.S. Attorney’s office. On both occasions, Leto had passengers onboard.

The FAA has revoked Leto’s remaining airman certificates after finding various violations of Federal aviation regulations. Leto could have faced a statutory maximum sentence of six years in federal prison.

“Federal regulations governing the operation of aircraft and other common carriers are designed to protect the traveling public,” United States Attorney Eileen M. Decker said. “The investigation into Mr. Leto shows that he flagrantly violated these rules – and continued to do so after the FAA took action to take him out of the air. A swift and thorough investigation by the Department of Transportation has now improved the safety of all air travelers.”

The Department of Transportation Office of Inspector General investigated the case with assistance from the FAA. A Line Service Technician at the Van Nuys airport told the FAA inspector he saw Leto take off with seven or eight passengers without a second pilot April 8 last year, according to court documents. The FAA requires a pilot and co-pilot as minimum crew for the Cessna Model involved in the incident.

In court documents, Leto’s attorney argued for leniency, saying Leto cooperated with the FAA and provided information about his own conduct as well as several other people possibly engaged in criminal activity. According to the documents, Leto attempted to organize a sting that “got out of hand” when drug traffickers came to his “home with guns and demanded that he transport 500 pounds of Marijuana.” Leto was arrested during the incident.

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

An Irvine man who flew private jets without a valid license was sentenced Monday to 10 months in prison.

Arnold Gerald Leto III last year pleaded guilty to illegally flying aircraft on two separate occasions, despite not having a required “airman certificate,” according to the U.S. Department of Justice.

Along with the prison time, Leto, 36, was ordered to serve a year of supervised release after he is released, and to pay a $5,500 fine.

Leto, president of Irvine-based Aviation Financial Services, lost his pilot’s license after “various violations of federal aviation regulations,” according to the U.S. Attorney’s office.

In his plea deal, Leto admitted to piloting a Cessna Citation from Santa Monica to Phoenix in January 2015, and a Falcon 10 turbo jet from Van Nuys Airport to Las Vegas in April 2016. During both trips, there were paid passengers.

Had the case gone to trial, Leto could have faced up to six years in prison.

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

May 19, 2016 -   An Irvine man was indicted Thursday for flying private jets without being certified to do so.

Arnold Gerald Leto III, 36, was indicted by a federal grand jury on two counts of piloting a plane without a license, according to court documents.

Leto piloted a twin engine Falcon 10 turbojet from Van Nuys Airport to Las Vegas on April 8 and a Cessna Citation turbojet on Jan. 30, 2015 from Santa Monica to Phoenix, the indictment said.

Prosecutors believe Leto piloted the Falcon 10 aircraft with about 8 people on board without the required co-pilot and had not been certified to operate the plane.

Leto, president of Irvine-based Aviation Financial Services Inc., had his pilot’s license revoked in January. It was unclear why.

Furthermore, he did not have a turbo-jet rating required to fly the planes.

“The FAA (Federal Aviation Administration) requires pilots to be rated and trained for that plane (Falcon 10),” Federal prosecutor Mark Williams said when Leto was charged in April. “He was taking a large amount of passengers and charging significant amounts of money to do so.”

Calls and email to Leto’s attorney were not immediately returned.

He faces up to six years in federal prison. 

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

Orange County Pilot Charged with Flying Private Jet with Passengers Onboard without Having Proper License Issued by Federal Aviation Administration 

Department of Justice
U.S. Attorney’s Office
Central District of California
FOR IMMEDIATE RELEASE
Wednesday, April 27, 2016

LOS ANGELES – An Irvine man was arrested this morning on federal charges of illegally flying a twin-engine Falcon 10 turbojet airplane with passengers onboard without having a valid pilot’s license.

Arnold Gerald Leto III, 36, was charged in a criminal complaint filed yesterday in United States District court with operating an aircraft in air transportation without a valid airman’s certificate.

The affidavit in support of the criminal complaint alleges that Leto’s pilot’s license was revoked earlier this year, he operated the Falcon without having the required co-pilot, and he was never certified to fly this type of aircraft.

Leto is scheduled to be arraigned on the felony offense this afternoon in United States District Court.

Leto is charged will illegally flying the Falcon 10 from Van Nuys Airport to Las Vegas, Nevada, on April 8. Leto allegedly operated the aircraft with approximately eight passengers on board.

“Federal regulations governing the operation of aircraft and other common carriers are designed to protect the traveling public,” said United States Attorney Eileen M. Decker. “The investigation into Mr. Leto shows that he flagrantly violated these rules – and continued to do so after the FAA took action to take him out of the air. A swift and thorough investigation by the Department of Transportation has now improved the safety of all air travelers.”

According to the complaint, the aircraft that Leo piloted alone is a complex aircraft that requires two pilots to operate. Furthermore, Leto’s defendant’s pilot certificate – which he failed to surrender after it was revoked by the Federal Aviation Administration in January – did not have a turbojet-type rating that would authorize him to fly that airplane.

A criminal complaint contains allegations that a defendant has committed a crime. Every defendant is presumed to be innocent until and unless proven guilty in court.

The charge alleged in the complaint carries a statutory maximum penalty of three years federal prison.

This case was investigated by the Department of Transportation – Office of Inspector General, with assistance by the Federal Aviation Administration.

“This case that alleges operating an aircraft without a valid airman’s certificate is a clear signal that those who would seek to circumvent or disregard transportation-related laws and regulations will face serious repercussions,” said William Swallow, regional Special Agent-In-Charge, U.S. Department of Transportation, Office of Inspector General. “Our agents will continue to work with federal, state, and local authorities to ensure safety for the traveling public.”

Original article can be found here:  https://www.justice.gov

Federal authorities have arrested and charged an Irvine man who flew a private jet with eight passengers after his pilot’s license had been revoked.

On April 8, Arnold Gerald Leto III, 36, flew a twin-engine Falcon 10 turbojet from Van Nuys Airport to Las Vegas, said federal prosecutor Mark Williams.

His pilot’s license was revoked in January for unknown reasons and was not certified to fly the turbojet.

“Even if he had his license, it still did not authorize him to operate the twin turbojet plane,” he said.

“The FAA (Federal Aviation Administration) requires pilots to be rated and trained for that plane (Falcon 10),” Williams said. “He was taking a large amount of passengers and charging significant amounts of money to do so.”

Prosecutors believe Leto also flew the plane without a co-pilot, as required under FAA regulations.

Leto is the president of Irvine-based Aviation Financial Services Inc. and flies private jets for a living, Williams said.

He could not be reached Wednesday afternoon.

Authorities believe Leto has operated other flights since having his license revoked, Williams said.

“We have evidence of him flying more than once without a valid license,” Williams said.

He faces up to three years in federal prison.

A former Newport Beach pilot was charged in January of flying two Alaska Airlines flights in 2014 while intoxicated.

On June, 20, 2014, David Arntson, 60, was randomly tested minutes after his flight from Portland, Ore., to John Wayne Airport. His blood alcohol concentration level read 0.142 percent.

He quit his job before he could be fired. His case is still pending.

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

FAA investigating Allegiant Air after high-profile incidents

TAMPA — The Federal Aviation Administration is investigating Allegiant Air, the carrier that has experienced repeated mechanical problems and emergency landings and operates more than 100 flights a week out of St. Petersburg-Clearwater International Airport.

The FAA confirmed that it is conducting an evaluation of Allegiant. The agency said the evaluation, known as the National Certificate Holder Evaluation, is performed on all airlines every five years, but Allegiant’s evaluation was moved up from 2018 to this month after a pair of high-profile incidents.

“The purpose of the review is to verify a company is complying with applicable regulations; determine whether it is operating at the highest possible degree of safety; and identify and address any problems that we identify,” said Ian Gregor, public affairs manager for the FAA’s Pacific Division, in an email to The Tampa Tribune.

The evaluation is expected to be completed by late June.

In July, an Allegiant jet made an emergency landing at a closed airport in Fargo, N.D. after running low on fuel. The airport had been closed for a practice session of the Navy’s Blue Angels precision flight team, but the Allegiant jet was allowed to land.

Allegiant Air increased training for pilots and dispatchers and received a “letter of correction” from the FAA.

In August, pilots had to abort the takeoff of an Allegiant jet in Las Vegas that suffered a mechanical failure that caused the nose of the aircraft to rise prematurely. The airline blamed a fault in the elevator, a part of the tail that helps a plane climb or descend.

The FAA said it intensified its focus on Allegiant’s flight operations and aircraft maintenance programs after that problem.

The two incidents prompted the FAA to move up the Allegiant evaluation.

“We are confident in our operations, and we welcome the oversight,” Allegiant said in an email to the Tribune.

Las Vegas-based Allegiant was formed in 1997 as a budget carrier to connect smaller-town northern residents to vacation hotspots such as Orlando, Tampa and Las Vegas. It uses secondary airports with lower landing fees in many markets, such as St. Petersburg-Clearwater International and Orlando-Sanford International.

Allegiant carried about 95 percent of the 1.6 million travelers who used the Pinellas airport last year.

There have been additional incidents. In March, the Aviation Mechanics Coalition released a report to its Teamsters Union airline division, members of Congress, the FAA and the general public that detailed 98 maintenance issues from September 2015 through January 2016.

Thirteen of those incidents occurred on flights departing or arriving at St. Petersburg-Clearwater International, ranging from a diversion to another airport for hydraulic system issues to a jet returning to the Pinellas airport with smoke in the cabin.

In March, an Allegiant jet en route from the Pinellas County airport to Elmira, N.Y. was diverted to Baltimore under crash landing procedures due to faulty brakes. In February, a flight bound for Omaha, Neb., made an emergency landing in Birmingham, Ala., due to smoke in the cabin.

Later that month, a takeoff from St. Petersburg-Clearwater International bound for Kansas City, Mo., was aborted due to an engine problem.

Airline officials say much of the bad press stems from union propaganda. Allegiant has been in ongoing disputes with its pilots, who are represented by the International Brotherhood of Teamsters, and its 600 flight attendants, who are represented by the Transport Workers’ Union. Its mechanics are not unionized.

The airline has been critical of the mechanics’ coalition, which has been compiling off-the-record reports of Allegiant flight incidents from pilots since 2014.

Pilots have threatened to strike, but a federal judge intervened to halt any walkoff.

Reports of Allegiant’s issues haven’t deterred investors or passengers. For its first quarter ended March 31, parent company Allegiant Travel Co. reported net income of $72 million, up from $65 million the same quarter of 2015.

The company said it executed agreements for a total of 11 additional Airbus aircraft to be delivered by 2020, and the company is operating 298 routes, up from 247 in the first quarter of 2015.

Earlier this month, the airline added new nonstop service from St. Petersburg-Clearwater to Flint, Mich., and to Dayton, Ohio. It will add its 50th destination, New Orleans, from the Pinellas airport in June.

- See more at: http://www.tbo.com

The Federal Aviation Administration confirmed Wednesday that it is conducting a detailed, 90-day inspection of Allegiant Air's operations in response to "various internal issues" tied to maintenance and safety.

Such a comprehensive review is normally conducted at all airlines every five years. But the FAA said it was moving up its review of Allegiant by nearly two years to ensure the airline has remedied problems in operations.

The review began about April 1 and continues through June.

The FAA provided little detail about the reasons for the review, but said the issues were related to two flights last summer. One involved a near-crash of an aircraft in Las Vegas that suffered a jammed elevator on its tail during a takeoff that was aborted. The second involved an emergency landing in Fargo, N.D., due to low fuel at an airport that was partially closed.

The FAA's review comes as Allegiant officials recently have confirmed problems with operations after a year of steadfastly insisting all was well with the airline. Allegiant CEO Maurice Gallagher Jr. last week conceded the airline had a "bad summer" in 2015 with several emergency landings at St. Pete-Clearwater International Airport.

The airline carried about 95 percent of the airport's record 1.6 million passengers in 2015.

Gallagher announced the airline's local management team had been replaced and Allegiant would hire five mechanics to work out of Pinellas County.

The airline also held a "media day" earlier this month where officials emphasized increased spending on safety. One intent of the event was to generate positive press to counter continued reports about problems, the airline told financial analysts Wednesday as they announced quarterly earnings.

"We've been proactive trying to make sure the message gets out," Gallagher said. "We certainly want to be ahead of (negative reports) and do the proper thing. It's just part of our maturation process."

The Allegiant pilots' union, involved in bitter contract negotiations, said Allegiant's recent comments on problems are overdue.

"It's clear that Allegiant's bare minimum approach to its operation isn't working," said Dan Wells, president of Teamsters Local 1224. "The federal government is conducting a high-profile investigation, and with an emergency occurring virtually every week due to a preventable maintenance issue, passengers are increasingly saying it isn't worth the risk to fly Allegiant."

Allegiant officials declined to comment.

The FAA's decision to move up the safety and operations review comes as the Las Vegas-headquartered airline continues to suffer apparent operational problems. On Monday, the airline canceled 10 flights, rescheduling all a day later. None of the flights was tied to St. Pete-Clearwater.

Over the weekend, two Allegiant flights suffered maintenance problems.

On Saturday, Allegiant technicians discovered during an overnight maintenance check that an aircraft's outer window panel was missing, and that it had hit the engine where it damaged a front engine fan blade. The panel would either have fallen off in flight or as the plane taxied, the FAA said. The inner portion of the window held firm, so the cabin did not lose pressurization.

The FAA did not identify that flight's destination or where it originated.

On Sunday, Flight 633 from Sanford, near Orlando, bound for West Virginia made an emergency landing after a low oil pressure reading led the pilots to shut down an engine, an internal Allegiant memo shows. It turned out the engine actually had adequate pressure and a sensor system had malfunctioned

By airline standards, it was a relatively minor event, even though it caused an unscheduled landing. All airlines encounter such problems. But this incident elicited a swift response from top Allegiant executives.

"A comprehensive investigation is underway," according to the memo to Allegiant's maintenance and operations teams by the airline's vice president of maintenance and engineering, Kurt Carpenter, and Eric Gust, vice president of operations.

Allegiant officials told analysts that stories about Allegiant's well-publicized maintenance issues are still not impacting ticket sales.

The airline reported $71.9 million in net income for the first quarter, up 11 percent from the same period last year. That was on $348 million in operating revenue, up 5.9 percent from 2015. The airline flew 2.59 million passengers in the quarter, up 15 percent from 2.25 million.

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

Piper PA-32R-301, N92779: Incident occurred April 26, 2016 in Clewiston, Hendry County, Florida

http://registry.faa.gov/N92779

Date: 26-APR-16
Time: 23:14:00Z
Regis#: N92779
Aircraft Make: PIPER
Aircraft Model: PA32
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: CLEWISTON
State: Florida

AIRCRAFT LANDED GEAR UP. LEWISTON, FL

Piper PA-28-180, N16366: Accident occurred March 27, 2016 at Allegheny County Airport (KAGC), West Mifflin, Pennsylvania

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Pittsburgh, Pennsylvania 

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/N16366 

Location: West Mifflin, PA
Accident Number: ERA16LA154
Date & Time: 03/27/2016, 1100 EST
Registration: N16366
Aircraft: PIPER PA28
Aircraft Damage: Substantial
Defining Event: Fire/smoke (non-impact)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On March 27, 2016, about 1100 eastern daylight time, a Piper PA28-180, N16366, was substantially damaged after a fire occurred during engine startup while the airplane was parked on the ramp at the Allegheny County Airport (AGC), West Mifflin, Pennsylvania. The private pilot was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the intended local personal flight that was to be conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot stated that on the morning of the accident, he called the fuel supplier and asked for the airplane to be topped-off, in preparation for a local flight. After performing a preflight inspection, he attempted to start the engine but it would not start. He tried three additional times, without success. On the fifth attempt, he followed the "starting engine when flooded" checklist. As the propeller was turning with the starter, he noticed white smoke "pouring out" of the engine cowl. He turned off the master switch and exited the airplane. He then opened the top engine cowling, and flames suddenly emanated from the left side of the engine, and the color of the smoke changed from white to dark black. He returned to the cockpit to retrieve a handheld fire extinguisher; however, the cockpit was filling up with heavy black smoke and he was forced to egress and unable to suppress the engine fire. The pilot added that there were no preaccident mechanical malfunctions with the airplane.

According to Federal Aviation Administration and maintenance records, the airplane was manufactured in 1973. The airplane's most recent annual inspection was completed on September 8, 2015. At the time of the accident, the airplane had accumulated 6,336 total hours of flight time.

Examination of the airplane by an FAA inspector revealed that the engine and compartment had incurred substantial fire and heat damage. Inside the cockpit, the fuel primer knob was found in the out/unlocked position. Additionally, review of a pilot's operating manual for the make and model airplane revealed:

"…Engine Fire (During Start):
Engine fires during start are usually the result of overpriming. The following procedure is designed to draw the excess fuel back into the induction system.
a. If engine has not started:
(1) Mixture – Idle Cut-Off
(2) Throttle – Open
(3) Turn engine with starter (This is an attempt to pull the fire into the engine.)…" 

Pilot Information

Certificate: Private
Age: 79, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 06/12/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 09/19/2013
Flight Time:  1029.1 hours (Total, all aircraft), 623.7 hours (Total, this make and model) 

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N16366
Model/Series: PA28 180
Aircraft Category: Airplane
Year of Manufacture: 1973
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28-7305236
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 09/08/2015, Annual
Certified Max Gross Wt.: 2450 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 6336.6 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: O-360-A4
Registered Owner: On file
Rated Power: 180 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: KAGC, 1273 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1053 EDT
Direction from Accident Site: 84°
Lowest Cloud Condition:  Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 140°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.15 inches Hg
Temperature/Dew Point: 14°C / 4°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: West Mifflin, PA (AGC)
Type of Flight Plan Filed: None
Destination: West Mifflin, PA (AGC)
Type of Clearance: None
Departure Time: 1100 EDT
Type of Airspace:

Airport Information

Airport: ALLEGHENY COUNTY (AGC)
Runway Surface Type: N/A
Airport Elevation: 1251 ft
Runway Surface Condition:
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:  40.354444, -79.929167 (est)

NTSB Identification: ERA16LA154
14 CFR Part 91: General Aviation
Accident occurred Sunday, March 27, 2016 in Pittsburgh, PA
Aircraft: PIPER PA28, registration: N16366
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 March 27, 2016, about 1100 eastern daylight time, a Piper PA-28-180, N16366, was substantially damaged after a fire occurred during engine startup while the airplane was parked on the ramp at the Allegheny County Airport (AGC), Pittsburgh, Pennsylvania. The private pilot was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the intended local personal flight that was to be conducted under the provisions of Title14 Code of Federal Regulations Part 91.

The pilot stated that on the morning of the accident, he called the fuel supplier and asked for the airplane to be topped off, in preparation for a local flight. After performing a preflight inspection, he attempted to start the engine but it would not start. He tried three additional times, without success. On the fifth attempt, he followed the "starting engine when flooded" checklist. As the propeller was turning with the starter, he noticed white smoke "pouring out" of the engine cowl. He turned off the master switch and exited the airplane. He then opened the top engine cowling, and flames suddenly emanated from the left side of the engine, and the color of the smoke changed from white to dark black.  He returned to the cockpit to retrieve a handheld fire extinguisher; however the cockpit was filling up with heavy black smoke and he was forced to egress and unable to suppress the engine fire

Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the engine and compartment had incurred substantial fire and heat damage. Inside the cockpit, the fuel primer knob was found in the out/unlocked position.

According to FAA and maintenance records, the airplane was manufactured in 1973. The airplane's most recent annual inspection was completed on September 8, 2015. At the time of the accident, the airplane had accumulated 6336 total hours of flight time.

Robinson R44 II, AirGlass Inc., N395CE: Incident occurred January 07, 2016 in Anchorage, Alaska

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

Aviation Incident Final Report -  National Transportation Safety Board:   http://app.ntsb.gov/pdf

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

Aviation Incident Data Summary  -  National Transportation Safety Board:  http://app.ntsb.gov/pdf

NTSB Identification: ANC16IA013
14 CFR Part 91: General Aviation
Incident occurred Thursday, January 07, 2016 in Anchorage, AK
Probable Cause Approval Date: 12/12/2016
Aircraft: ROBINSON HELICOPTER COMPANY R44 II, registration: N395CE
Injuries: 2 Uninjured.

NTSB investigators used data provided by various sources and may have traveled in support of this investigation to prepare this aircraft incident report.

The flight instructor reported that the purpose of the flight was to do a postmaintenance check flight after servicing and overhaul of the helicopter's fuel injection servo assembly. The instructor stated that, after an extensive preflight inspection was completed, the helicopter was moved outside the hangar. The helicopter's engine was started and allowed to warm up for about 10 minutes, and all ground run-up checks were satisfactory. While operating at 100 percent rotor rpm and while raising the collective to begin the takeoff, the engine abruptly experienced a total loss of power.The helicopter remained on the ground and did not sustain damage. 

A detailed examination, which included disassembly of the fuel injection servo, revealed white contamination ranging in consistency from grease-like to solid throughout the entire fuel servo assembly. The lubricant was used in excess and in locations not approved by the manufacturer's maintenance manual. It is likely that the contamination throughout the fuel injection servo caused a disruption in fuel flow, which resulted in a total loss of engine power. 

The National Transportation Safety Board determines the probable cause(s) of this incident as follows:
The overhaul facility's improper and excessive use of an approved lubricant during overhaul of the fuel injection servo, which resulted in a disruption of fuel flow and a total loss of engine power.

On January 7, 2016, about 1100 Alaska standard time, a Robinson R44 II helicopter, N395CE, sustained a total loss of engine power just prior to departure at the Anchorage International Airport, Anchorage, Alaska. The private pilot, who was the helicopter owner, and his flight instructor were not injured. The helicopter sustained no damage as a result of the incident. The helicopter was registered to, and operated by, Airglas, Inc., under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan had been filed.

During an on-scene interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on January 7, the flight instructor reported that the purpose of the flight was to do a post maintenance check flight after servicing and overhaul of the helicopter's fuel injection servo assembly. The instructor stated that after an extensive preflight inspection was completed, the helicopter was moved outside of the hangar. The helicopter's engine was started and allowed to warm up for about 10 minutes, and all ground run-up checks were satisfactory. He said that while operating at 100 percent rotor rpm and while raising the collective to begin the takeoff, the engine abruptly lost all power.

The helicopter was equipped with a fuel injected, Lycoming IO-540 series engine.

A postincident inspection of the fuel servo assembly revealed a white, greasy substance within the venturi of the servo assembly. 

The helicopter's maintenance records revealed that the fuel injection servo had been overhauled on December 14, 2015 by Alaskan Aircraft Engines, Inc., Anchorage, before being reinstalled on the accident helicopter. 

On January 14, the NTSB IIC along with another NTSB investigator, and a representative from Precision Airmotive LLC, examined the fuel injection servo at the facilities of Precision Airmotive in Marysville, Washington. Due to excessive white grease like contamination behind the test port plugs the servo was not flow tested. Disassembly inspection revealed large amounts of white contamination ranging in consistency from grease like to solid. The contamination was present in the manual mixture control valve, idle valve plate, fuel section O-rings, and the fuel diaphragm with the bleed port almost completely blocked. 

On January 19, the NTSB IIC along with another NTSB investigator, and two FAA aviation safety inspectors, visited the facilities of Alaska Aircraft Engines, Inc., in Anchorage, and disassembled a recently overhauled fuel injection servo. The inspection revealed excessive amounts of a white grease like substance throughout the fuel injection servo, consistent with the servo removed from the accident helicopter. A representative from Alaska Aircraft Engines stated that about 6 months prior they had switched assembly lubricants to Dupont Krytox an approved lubricant, but due to the investigation realized it was not being used in accordance with the maintenance manual and ended in excessive and inappropriate application. 

Dupont describes Krytox 240 series greases in part: as white, buttery greases based on perfluoropolyether (PFPE) oils. These synthetic fluorinated lubricants are used in extreme conditions such as continuous high temperatures up to 300°C (572°F) and higher temperatures for shorter periods, depending on product grade limits. Chemically inert and safe for use around hazardous chemicals, these lubricants are nonflammable and are safe for use in oxygen service.

A review of the Precision Airmotive Corporation Aircraft Fuel Injection Maintenance Manual for the RSA-10-AD1 Fuel Injection Servo Assembly lists three places where Krytox is to be used during assembly and states, in part:

"Apply Krytox or Braycote on mixture control lever assembly between lever stop and preformed packing.

NOTE: Remove excess Braycote or Krytox with Fluoroclean X-100. 

Apply Krytox or Braycote on idle valve shaft outboard preformed packing 

NOTE: Remove excess Braycote or Krytox with Fluoroclean X-100. 

Place servo stem spring over stem of fuel diaphragm assembly Lubricate threaded portion of diaphragm with ASTM Number 5 or Vaseline. Apply a light film of Krytox or Braycote to the concave side of seal. Place servo stem seal over stem with flange and concave side up. Press seal down on diaphragm stem to engage it at the spring. Remove lubricant from stem." 

In a conversation with the NTSB IIC, a representative from Precision Airmotive LLC stated that Krytox should be applied in a thin light coat, with all excess removed in only the locations specified in the maintenance manual. 

On January 19, Alaska Aircraft Engines issued a Service Advisory that stated, in part: "Beginning in June of 2015 Alaskan Aircraft Engines purchased and began use of an approved assembly lube it had not used previously. This lube was used in excess and in locations not required by the manufacturer's service manual. We believe this has the potential to cause a fuel distribution problem."

AIRGLAS INC:  http://registry.faa.gov/N395CE

NTSB Identification: ANC16IA013
14 CFR Part 91: General Aviation
Incident occurred Thursday, January 07, 2016 in Anchorage, AK
Aircraft: ROBINSON HELICOPTER COMPANY R44 II, registration: N395CE
Injuries: 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 used data provided by various sources and may have traveled in support of this investigation to prepare this aircraft incident report.

On January 7, 2016, about 1100 Alaska standard time, N395CE, a Robinson R44 II helicopter, sustained a total loss of engine power just prior to departure at the Anchorage International Airport, Anchorage, Alaska. The private pilot, who was the helicopter owner, and his flight instructor were not injured. The helicopter sustained no damage as a result of the incident. The helicopter was registered to and operated by Airglas Inc., under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan had been filed. 

During an on-scene interview with the National Transportation Safety Board (NTSB) Investigator-in-Charge (IIC) on January 7, 2016, the flight instructor reported that the purpose of the flight was to do a postmaintenance check flight after servicing and overhaul of the helicopter's fuel injection servo assembly. The instructor stated that after an extensive preflight inspection was completed, the helicopter was moved outside of the hangar. The helicopter's engine was started and allowed to warm up for about 10 minutes, and all ground run-up checks were satisfactory. He said that while operating at 100 percent rotor rpm and while raising the collective to begin the takeoff, the engine abruptly lost all power. 

The helicopter was equipped with a fuel injected, Lycoming IO-540 series engine. 

A postincident inspection of the fuel servo assembly revealed a white, greasy substance within the body of the servo assembly. A detailed examination of the fuel servo assembly is pending. 

The closest weather reporting facility is Anchorage International Airport. About 7 minutes before the incident, at 1953, an aviation routine weather report (METAR) at Anchorage, Alaska, reported in part, wind 010 degrees at 6 knots; visibility, 10 statute miles; few clouds at 6500 feet; temperature, 19 degrees F; dew point 16 degrees F; altimeter, 29.87 inHG.