Sunday, May 8, 2016

Soon you could take a seaplane from Boston to New York City

TAILWIND AIR SERVICE LLC 
Tailwind plans to use a Cessna Caravan, a nine-seat aircraft, for its Boston-New York flights. 
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Finding a quick route from downtown Boston to Manhattan can be vexing at best for business travelers. Drive, hop on Amtrak, or take the air shuttle? Any one of them will lock you in for more than three hours of travel time.

Soon, though, there could be much faster alternative: a seaplane.

After at least two years of preparations and behind-the-scenes discussions, the rival companies Tailwind and Cape Air will each test a nine-passenger Cessna Caravan in Boston Harbor this week as they seek Federal Aviation Administration approval to use the harbor as a take-off and landing zone.

One factor the agency will be watching: whether the seaplanes can safely navigate the busy airspace next to Logan International Airport, along with a harbor often crowded with boats. If they receive the federal approvals they need, both companies could launch service within a year.

To many business people who need to trek between these two hubs of commerce, seaplane service that whisks passengers from Boston to Manhattan in under 90 minutes is a long-overdue option, particularly because Boston hasn’t had a public helipad in years.

Logan Airport isn’t far from downtown Boston, but navigating airport security and dealing with traffic makes for a potentially enervating ride. The speediest Amtrak Acela train trip lasts at least 3½ hours. And good luck beating the train if you elect to drive.

“There’s no question the demand is there,” said developer Joseph Fallon, whose Fan Pier office in the Seaport is within walking distance of a likely seaplane departure point. “I’m in New York once or twice a month. The ability to jump on a plane and be down there in an hour-and-a-half, door-to-door, it’s enormous.”

Before the FAA makes a decision, it must consult a variety of other authorities, including city officials and the Coast Guard. A Coast Guard spokeswoman declined to say if that agency has concerns about seaplanes using the harbor.

Tailwind had hoped to begin Boston Harbor service in 2015. But it took longer than the company expected to reach a tentative agreement with the FAA on a landing spot far enough from marinas so as not to interfere with traffic, while still convenient to the shore, chief executive Alan Ram said.

Ram said he’s confident his planes will be able to maneuver safely on crowded summer days, when sailboats and ferries pack the waterway. Pilots would be able to circle in the air until they find a good landing zone, he said, and could land at Logan in the unlikely event that no spot opens up.

Pilots would also need to be able to clearly see the water to take off and land. As a result, flights could be pared back in winter, when there is less daylight. Fog or other inclement weather could keep seaplanes from taking off or landing, though Logan’s general aviation terminal would be a backup option.

Seaplane trips, of course, won’t be cheap. Tailwind expects to start charging in the $1,000 range for a round-trip ticket. Cape Air officials said they intend to be competitive with the walk-up tickets sold for the Delta and American shuttles out of Logan, also in the $1,000 range. For some travelers, though, the time savings would more than outweigh such prices.

Cape Air’s chief executive, Dan Wolf, also a state senator from Cape Cod, said his Hyannis-based company aims to find a docking site along the South Boston Waterfront, ideally a spot that’s close to the Financial District. In New York, Cape Air would land at an existing seaplane dock in the East River, near 23rd Street.

Cape Air currently operates seaplane flights between South Florida and the Bahamas: three departures out of Fort Lauderdale’s airport a day, and one from a seaplane dock in Miami. Those flights started in January. Cape Air officials expect to add planes to their fleet to accommodate the Boston-New York service, which could entail several flights a day.

In recent years, Tailwind has partnered with another company to offer summer seaplane service between Manhattan and the Hamptons. Tailwind, according to Ram, the chief executive, already keeps one amphibious plane at Sikorsky Memorial Airport in Connecticut, and will buy another one soon for the Boston-New York route. Ram said he’s talking with a number of Boston property owners for a potential dock, both in the Seaport and on the downtown waterfront.

Without permission to land in Boston Harbor, Tailwind has run a limited charter service from Logan and then from Hanscom Field in Bedford to Manhattan’s 23rd Street dock. The company expects to resume that seasonal service from Logan this month, Ram said.

Cape Air has one advantage over Tailwind: The FAA considers Cape Air to be a scheduled service, not a charter service. Scheduled status allows for more frequent flights. Ram said Tailwind is in the process of upgrading its status.

This won’t be the first time that seaplanes have graced Boston’s shoreline. Plenty of them buzzed by the city’s wharves in the 1930s and 1940s. Andrew Bonney, Cape Air’s senior vice president of planning, said the era of Boston seaplanes probably ended after World War II. That’s when a number of the region’s smaller airports were built, drawing much of the air traffic, he said.

“It’s taken a long time for Cape Air and others to see there’s a lot of virtue to having seaplanes that can take people right downtown,” Bonney said.

Over the decades, seaplanes have flourished in other waterfront cities, such as Seattle, New York, and Miami.

Now Boston may rejoin that list. The talk of seaplanes comes as state and city officials hunt for a helipad location, in part to accommodate General Electric Co.’s needs as it prepares to relocate its headquarters to the South Boston Waterfront this summer from Connecticut. GE officials say the potential for seaplanes hasn’t entered into the discussions for their Boston plans.

Cape Air and Tailwind say they aren’t worried about possible competition. Wolf, Cape Air’s chief executive, said there’s more than enough business to go around.

“You’re really going to be able to . . . get on an airplane at 8 a.m., be at a morning meeting in New York, and turn around and be back by lunchtime,” Wolf said. “We think demand is going to be strong.”

Original article can be found here:   https://www.bostonglobe.com

Cessna 172RG Cutlass, Metroplex Flight Services LLC, N5097V: Incident occurred May 05, 2016 in Fort Worth, Texas








AIRCRAFT: 1980 Cessna 172RG SN# 172RG0447 N5097V 

ENGINE:       Lycoming 0-360-F1A6   SN# L-26922-36A          

PROPELLER: McCauley B2D34C220-B

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

ENGINE: 5,269.5 TT    596.9 SMOH by Mattituck on 7/13/2011          

PROPELLER: N/A – destroyed                 

AIRFRAME:  5,945.5 TTSN                      

OTHER EQUIPMENT: Garmin GMA340, 430, 530, GTX 330, STEC 50, EDM 730   

DESCRIPTION OF ACCIDENT: Flight school aircraft landed wheels-up on 5/5/2016 

DESCRIPTION OF DAMAGES: Engine suffered high power sudden stoppage with both blades loose in hub and curled forward.  Internal engine damage likely. Nose gear doors damaged, belly skins have substantial heavy abrasion with forward bulkhead damaged, belly formers damaged, all lower antennas destroyed, aft fuselage belly mount whip antenna pulled out with skins torn.  Aircraft has been dismantled for transport.           

LOCATION OF AIRCRAFT: Flying T Repair Station    Anna, TX              

REMARKS: Prior structural damage history noted in logs    

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

METROPLEX FLIGHT SERVICES LLC: http://registry.faa.gov/N5097V

Date: 05-MAY-16
Time: 21:58:00Z
Regis#: N5097V
Aircraft Make: CESSNA
Aircraft Model: 172RG
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Personal
Flight Phase: LANDING (LDG)
Operation: 91
FAA Flight Standards District Office:  FAA Fort Worth AFW FSDO-19
City: FORT WORTH
State: Texas

AIRCRAFT EXPERIENCED A GEAR UP LANDING, FORT WORTH, TX.

Bellanca 14-19-3 Cruisair Senior, N8548R: Incident occurred April 29, 2016 in Miller, Lawrence County, Missouri

http://registry.faa.gov/N8548R

Date: 29-APR-16
Time: 14:30:00Z
Regis#: N8548R
Aircraft Make: BELLANCA
Aircraft Model: 1419
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Personal
Flight Phase: LANDING (LDG)
Operation: 91
FAA Flight Standards District Office:FAA Kansas City FSDO-63
City: MILLER
State: Missouri

AIRCRAFT EXPERIENCED A GEAR UP LANDING, MILLER, MO

Piper PA18, N703FT: Incident occurred May 06, 2016 in Katalla, Alaska

Date: 06-MAY-16
Time: 02:23:00Z
Regis#: N703FT
Aircraft Make: PIPER
Aircraft Model: PA18
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Personal
Flight Phase: STANDING (STD)
Operation: 91
FAA Flight Standards District Office: FAA Juneau FSDO-05
City: KATALIA
State: Alaska

AIRCRAFT LANDED ON A BEACH AND WIND FLIPPED IT OVER, KATALIA, AK.

Cessna 180D, N6479X, Skol-Alaska LLC: Accident occurred May 03, 2016 at Naknek Airport (5NK), Bristol Bay Borough, Alaska

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

NTSB Identification: ANC16LA024 
14 CFR Part 91: General Aviation
Accident occurred Tuesday, May 03, 2016 in Naknek, AK
Probable Cause Approval Date: 07/26/2017
Aircraft: CESSNA 180, registration: N6479X
Injuries: 1 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 commercial pilot stated that, during the landing rollout in the tailwheel-equipped airplane, the left wheel axle fractured and separated from the airplane with the wheel attached. The left landing gear leg then dug into the runway surface, the airplane made a sudden left turn, and the left wing and left horizontal stabilizer struck the runway. 
An examination of the fractured left axle revealed features consistent with a bending overstress fracture. High magnification optical examination of the fracture also revealed several small fatigue cracks within the crack origin area. Although several fatigue initiation sites were present along the fracture origin area, none of them were large enough to have led to the failure or to have significantly lowered the ultimate strength of the axle enough for a bending overstress failure to occur under normal loading conditions. Therefore, it is likely the landing gear axle failed as a result of bending overstress due to a hard landing.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The overstress fracture and subsequent separation of the left main landing gear axle due to a hard landing, which resulted in the pilot’s inability to maintain directional control of the airplane.

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska

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

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

http://registry.faa.gov/N6479X

NTSB Identification: ANC16LA024 
14 CFR Part 91: General Aviation
Accident occurred Tuesday, May 03, 2016 in Naknek, AK
Aircraft: CESSNA 180, registration: N6479X
Injuries: 1 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.

On May 3, 2016, about 1230 Alaska daylight time, a tailwheel-equipped Cessna 180 airplane, N6479X, sustained substantial damage following a separation of the left main wheel and axle from the landing gear strut during the landing rollout at the Naknek airport, Naknek, Alaska. The commercial pilot and sole occupant were not injured. The airplane was registered to Skol-Alaska, LLC and operated by the pilot under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident and a Federal Aviation Administration (FAA) visual flight rules (VFR) flight plan had been filed and activated.

During an interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on May 3, 2016, the pilot stated that during the landing roll out, the left wheel axle fractured and separated from the airplane with the wheel attached. As the left landing gear leg dug into the runway surface, the airplane made a sudden left turn, and the left wing and left horizontal stabilizer struck the runway. The airplane sustained substantial damage to the left wing and left horizontal stabilizer. 

The fractured wheel axle was sent to the NTSB Materials Laboratory in Washington, D.C. for further examination. The fracture surface showed several areas of post-fracture damage. The undamaged portions of the fracture surface were optically, matte grey and highly textured consistent with a bending overstress fracture. Radial lines visible on the fracture indicated a wide area initiation at the outer diameter surface near the inboard end of the axle. High magnification optical examination of the fracture also revealed several small fatigue cracks within the crack origin area.

A Materials Laboratory Factual Report is located in the public docket for this accident.

The closest weather reporting facility is King Salmon Airport, King Salmon, Alaska, about 12 miles east of the accident site. At 1154, an aviation routine weather report (METAR) from the King Salmon Airport was reporting in part: wind from 080 degrees at 4 knots; sky condition, scattered at 2,700 feet AGL, broken at 5,000 feet AGL, broken at 7,500 feet AGL, broken at 20,000 AGL; visibility, 10 statute miles; temperature 52° F; dewpoint 36° F; barometric pressure 29.70 inHG.

NTSB Identification: ANC16LA024

14 CFR Part 91: General Aviation
Accident occurred Tuesday, May 03, 2016 in Naknek, AK
Aircraft: CESSNA 180, registration: N6479X
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 May 3, 2016, about 1230 Alaska daylight time, a tailwheel-equipped Cessna 180 airplane, N6479X, sustained substantial damage following a separation of the left main wheel and axle from the landing gear strut during the landing rollout at the Naknek Airport, Naknek, Alaska. The commercial pilot and sole occupant was not injured. The airplane was registered to Skol-Alaska, LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and a Federal Aviation Administration (FAA) visual flight rules (VFR) flight plan had been filed and activated.

During an interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on May 3, 2016, the pilot stated that during the landing roll out, the left wheel axle fractured and separated from the airplane with the wheel attached. As the left landing gear leg dug into the runway surface, the airplane made a sudden left turn, and the left wing and left horizontal stabilizer struck the runway. The airplane sustained substantial damage to the left wing and left horizontal stabilizer. 

The closest weather reporting facility is King Salmon Airport, King Salmon, Alaska, about 12 miles east of the accident site. At 1154, an aviation routine weather report (METAR) from the King Salmon Airport was reporting in part: wind from 080 degrees at 4 knots; sky condition scattered at 2,700 feet agl, broken at 5,000 feet agl, broken at 7,500 feet agl, broken at 20,000 agl; visibility 10 statute miles; temperature 52 degrees F; dew point 36 degrees F; barometric pressure 29.70 inHg. The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska

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

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

Skol-Alaska LLC: http://registry.faa.gov/N6479X

NTSB Identification: ANC16LA024 
14 CFR Part 91: General Aviation
Accident occurred Tuesday, May 03, 2016 in Naknek, AK
Aircraft: CESSNA 180, registration: N6479X
Injuries: 1 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.

On May 3, 2016, about 1230 Alaska daylight time, a tailwheel-equipped Cessna 180 airplane, N6479X, sustained substantial damage following a separation of the left main wheel and axle from the landing gear strut during the landing rollout at the Naknek airport, Naknek, Alaska. The commercial pilot and sole occupant were not injured. The airplane was registered to Skol-Alaska, LLC and operated by the pilot under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident and a Federal Aviation Administration (FAA) visual flight rules (VFR) flight plan had been filed and activated.

During an interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on May 3, 2016, the pilot stated that during the landing roll out, the left wheel axle fractured and separated from the airplane with the wheel attached. As the left landing gear leg dug into the runway surface, the airplane made a sudden left turn, and the left wing and left horizontal stabilizer struck the runway. The airplane sustained substantial damage to the left wing and left horizontal stabilizer. 

The fractured wheel axle was sent to the NTSB Materials Laboratory in Washington, D.C. for further examination. The fracture surface showed several areas of post-fracture damage. The undamaged portions of the fracture surface were optically, matte grey and highly textured consistent with a bending overstress fracture. Radial lines visible on the fracture indicated a wide area initiation at the outer diameter surface near the inboard end of the axle. High magnification optical examination of the fracture also revealed several small fatigue cracks within the crack origin area.

A Materials Laboratory Factual Report is located in the public docket for this accident.

The closest weather reporting facility is King Salmon Airport, King Salmon, Alaska, about 12 miles east of the accident site. At 1154, an aviation routine weather report (METAR) from the King Salmon Airport was reporting in part: wind from 080 degrees at 4 knots; sky condition, scattered at 2,700 feet AGL, broken at 5,000 feet AGL, broken at 7,500 feet AGL, broken at 20,000 AGL; visibility, 10 statute miles; temperature 52° F; dewpoint 36° F; barometric pressure 29.70 inHG.

NTSB Identification: ANC16LA024

14 CFR Part 91: General Aviation
Accident occurred Tuesday, May 03, 2016 in Naknek, AK
Aircraft: CESSNA 180, registration: N6479X
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 May 3, 2016, about 1230 Alaska daylight time, a tailwheel-equipped Cessna 180 airplane, N6479X, sustained substantial damage following a separation of the left main wheel and axle from the landing gear strut during the landing rollout at the Naknek Airport, Naknek, Alaska. The commercial pilot and sole occupant was not injured. The airplane was registered to Skol-Alaska, LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and a Federal Aviation Administration (FAA) visual flight rules (VFR) flight plan had been filed and activated.

During an interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on May 3, 2016, the pilot stated that during the landing roll out, the left wheel axle fractured and separated from the airplane with the wheel attached. As the left landing gear leg dug into the runway surface, the airplane made a sudden left turn, and the left wing and left horizontal stabilizer struck the runway. The airplane sustained substantial damage to the left wing and left horizontal stabilizer. 

The closest weather reporting facility is King Salmon Airport, King Salmon, Alaska, about 12 miles east of the accident site. At 1154, an aviation routine weather report (METAR) from the King Salmon Airport was reporting in part: wind from 080 degrees at 4 knots; sky condition scattered at 2,700 feet agl, broken at 5,000 feet agl, broken at 7,500 feet agl, broken at 20,000 agl; visibility 10 statute miles; temperature 52 degrees F; dew point 36 degrees F; barometric pressure 29.70 inHg.

Piper PA-28, N5046W: Accident occurred May 08, 2016 in Pomona, Los Angeles County, California

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

NTSB Identification: WPR16FA103
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 08, 2016 in Pomona, CA
Probable Cause Approval Date: 04/20/2017
Aircraft: PIPER PA28, registration: N5046W
Injuries: 1 Serious.

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

The private pilot estimated that he departed on the 10-minute, 16-mile, local flight with one fuel tank about one-half full and the other tank about one-quarter full; he did not recall which tank he had the fuel selector positioned to during takeoff. During descent for landing, the pilot observed the engine rpm decrease to between 500 and 600 rpm, at which time he declared an emergency. The pilot switched fuel tanks but did not remember which tank he selected or whether the engine lost total power. The pilot made a forced landing on the roof of an industrial office building.

During examination of the airplane after it was recovered from the roof of the building, about 7.5 gallons of fuel was drained from the left wing, and about 1 quart of fuel was drained from the right wing; no visible contamination was observed. Additionally, the fuel selector was selected to the right tank position. Other than the absence of fuel in the right tank, examination of the airframe and engine revealed no anomalies that would have precluded normal engine operation. Further, the lack of rotational damage to the propeller was consistent with a loss of engine power before impact. While atmospheric conditions at the time of the accident were conducive to carburetor ice, the physical evidence supports the position that total loss of engine power was due to fuel starvation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's mismanagement of the available fuel, which resulted in a total loss of engine power due to fuel starvation.

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Los Angeles, California 
Piper Aircraft, Inc.; Vero Beach, Florida
Lycoming Engine; Williamsport, Pennsylvania 

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

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

http://registry.faa.gov/N5046W




Pilot Don Bach


NTSB Identification: WPR16FA103
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 08, 2016 in Pomona, CA
Aircraft: PIPER PA28, registration: N5046W
Injuries: 1 Serious.

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

On May 8, 2016, about 1640 Pacific daylight time, a Piper PA-28, N5046W, sustained substantial damage during a forced landing on top of an office/industrial building complex in Pomona, California. The private pilot, who was the registered owner and sole occupant of the airplane, sustained serious injuries. Visual meteorological conditions prevailed for the 16 nautical mile (nm) local flight, which was being operated in accordance with 14 Code of Federal Regulations Part 91, and a flight plan was not filed. The flight departed from the Fullerton Municipal Airport (FUL), Fullerton, California, about 1630, and the intended destination was Brackett Field (POC), La Verne, California.

In a telephone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) about 6 weeks after the accident, the pilot reported that before departing on the 10-minute flight, he estimated that one fuel tank was about one-half full and the other fuel tank was about one-quarter full; he did not recall which tank contained what amount of fuel or which tank the fuel selector was positioned to use. The pilot stated that the pre-takeoff run up was "ok", and that the carburetor heat worked well. The pilot further stated that, after departing FUL, he climbed to 2,200 ft. mean sea level (msl), was cleared for a left downwind to runway 26L at POC, and contacted the POC tower over Diamond Bar, a small town just west of POC. He then descended to 2,000 ft. msl, and during the descent he observed the engine rpm decrease to between 500 and 600 rpm, at which time he radioed "MAYDAY, MAYDAY." The pilot stated that he then switched fuel tanks but was not sure which one he selected. He further stated that he was not sure if the engine had completely lost power or not. The pilot said that he was looking for a field to land in but could not find one. The pilot added that the only thing he saw was a rooftop, which he aimed for, and he subsequently "belly flopped" the airplane onto the roof of the building. The pilot concluded by saying that he did not remember when he had last refueled the airplane.

The building the airplane landed on was located about 2 nm southwest of the destination airport. An initial survey of the accident site was performed on the evening of May 8, 2016, by NTSB and Federal Aviation Administration (FAA) investigators. The wreckage was located on the top of a building, which measured about 200 ft. in length, and about 100 ft. in width; the roof was about 30 ft. above ground level. The airplane came to rest nose down with the building's roof collapsed around the engine cowling to the top of the propeller spinner. The left main landing gear collapsed aft, and the left wheel separated and was found on the roof. The nose wheel separated and was found inside the building. Some blue staining was observed on the roof.

On the day after the accident, the wreckage was examined in more detail after it was lowered from the roof of the building. During the examination, investigators drained about 7.5 gallons of fluid from the left wing tank's fuel drain; it was a light blue fluid, which looked and smelled like aviation gasoline. There was no visible contamination. Additionally, investigators drained about 1 quart of fluid from the right wing tank's fuel drain; it was a light blue fluid, which looked and smelled like aviation gasoline. There was no visible contamination. Investigators also drained a few ounces of fluid from the carburetor; it was amber in color, and smelled like aviation gasoline. The gascolator was displaced from its position; the screen appeared clean. The fuel selector was observed positioned to the right fuel tank.

The propeller remained attached to the crankshaft flange, and the spinner remained attached to the propeller. One propeller blade was bent aft, and the other propeller blade did not appear to be bent. Neither blade displayed leading edge gouging or S-bending.

On June 14, 2016, a detailed examination of the engine and airframe, performed under the supervision of the NTSB IIC, revealed no evidence of preimpact mechanical anomalies that would have precluded normal operation of the engine. For details of the examination, refer to the Summary of Airplane Examination report, which is available in the public docket for this accident.

PERSONNEL INFORMATION

The pilot, age 61, possessed an FAA private pilot certificate with an airplane single-engine land rating. The pilot reported to the NTSB that he had a total flight time of 900 hours of which 300 hours were in the same make and model as the accident airplane. He also reported that he had accumulated a total of 5 hours flight time in the last 90 days and 2 hours in the last 30 days, all in the same make and model as the accident airplane.

The pilot completed his most recent flight review on February 27, 2016. He was issued a third-class FAA airman medical certificate on December 4, 2015, with the limitation that he must wear corrective lenses.

AIRCRAFT INFORMATION

The airplane was a Piper PA-28, serial number 28-48. It was a single-engine, low-wing airplane with a fixed tricycle landing gear.

Examination of the airplane's airframe logbook indicated that the airplane's last two annual inspections revealed several discrepancies, and the airplane was not signed off as airworthy. The annual inspection performed on October 4, 2014, at a tachometer time of 1,249.97 hours and 4,098.97 hours total time, revealed the following discrepancies: needs an engine data plate (missing); needs Right side exhaust shroud for carb heat replace; needs compass correction card entries legible/replaced. The most recent annual inspection, which was performed on November 1, 2015, at a tachometer time of 1,261.0 hours and 4,110.27 hours, revealed the following discrepancies: needs an engine data plate (missing); needs Right side exhaust shroud for carb heat replaced; needs engine front crankshaft seal replaced; left wing fuel sump drain weeping.

METEOROLOGICAL INFORMATION

At 1547, the weather reporting facility at POC reported: wind from 260° at 8 knots, 10 miles visibility, overcast ceiling at 3,100 ft. above ground level, temperature 17° C, dew point 10° C, and an altimeter setting of 29.98 inches of mercury. According to the carburetor icing probability chart, conditions were conducive to moderate icing at cruise power, and serious icing at descent power. The carburetor icing probability chart included in Federal Aviation Administration Special Airworthiness Information Bulletin No. CE-09-35, Carburetor Icing Prevention, indicated that the airplane was operating in an area that was associated with moderate icing at cruise power, and serious icing at descent power.






















NTSB Identification: WPR16FA103
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 08, 2016 in Pomona, CA
Aircraft: PIPER PA28, registration: N5046W
Injuries: 1 Serious.

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

On May 8, 2016, about 1630 Pacific daylight time, a Piper PA-28, N5046W, sustained substantial damage after making a forced landing on top of an office/industrial building complex, about 2 nautical miles southwest of Brackett Field (POC), La Verne, California. The private pilot, who was the registered owner and sole occupant of the airplane, sustained serious injuries. Visual meteorological conditions prevailed for the local flight, which was being operated in accordance with 14 Code of Federal Regulations Part 91, and a flight plan was not filed. The flight departed from the Fullerton Municipal Airport (FUL), Fullerton, California, about 1600.

According to local law enforcement personnel, the pilot reported that while approaching POC at an altitude of about 2,000 feet, the engine experienced an initial power loss to about 1,000 rpm. The pilot stated that the mixture was in and that he had switched fuel tanks, however, he could not restore power to the engine. The pilot further stated that when he realized he would not be able to make it to his destination, he elected to make a forced landing. The pilot reported that rather than land in a residential area, he opted to land on the roof of a corporate building. After touching down, the airplane came to an abrupt stop upright and on the top of the building, with the engine partially imbedded into the roof.


The airplane was recovered to a secured storage facility for further examination.


BOYLE HEIGHTS, Calif. -- The pilot who made an amazing crash-landing on top of a Pomona, California, building, said Monday he was lucky, CBS Los Angeles reported.

Don Bach was transferred from Los Angeles County USC Medical Center in Boyle Heights to another hospital Monday night, one day after safely landing his single-engine Piper on the rooftop of a state parole office on Corporate Center Drive in Pomona.

The 61-year-old, who has 40 years of flying experience, suffered broken bones in his right arm and right leg as well scrapes.

He told CBS Los Angeles that he was getting ready to land when the engine started to fail.

"When I got down to about 50 knots, I knew it was going to stall, and I really only had one option," he said.

So he did what any experienced pilot would do in an emergency.

"The main thing I was concentrating on was not hitting power poles, not hitting any cars, not hitting any homes or anything," the pilot recalled.

"Then he called air traffic controller and tell him: 'May Day, May Day.' And he looked down, and he see the traffic, the freeway, housing. So he just tried to find a safe place to land," Bach's wife, Connie, said.

With little power, somehow Bach guided the plane to the top of the parole office building after avoiding homes, people and the nearby 10 and 57 freeways.

"Thank you Lord for putting the building there with a soft roof," Bach chuckled.

He crash-landed the plane so skillfully, the aircraft sat on the roof almost so perfectly between two beams that a building inspector said prevented the plane from collapsing the roof.

"There's many scenarios he could have been killed or worse damage or gone on to the freeways. So it was an incredible job what he did to get that plane down," said building inspector Mike Neely.

Because the building has been red-tagged, employees will work at a different location until inspectors determine how much damage was done, and when it is safe to enter.

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


Federal Aviation Administration officials are investigating the crash of a light plane that landed on the roof of a building in Pomona on Sunday. There were conflicting reports on the number of people aboard the aircraft.

"We believe the pilot was the only person on board," said FAA spokesman Ian Gregor. "He was transported to a hospital."

Gregor said the plane was a single-engine Piper PA-28 and was inbound to Brackett Field airport in LaVerne when the crash occurred.

The crash was reported at 4:42 p.m., and the plane landed on a building at 971 Corporate Center Drive, said Los Angeles County Fire Department spokeswoman Melanie Flores. Two people were walking around the plane when firefighters arrived on the scene, Flores said.

The building houses State of California offices.

Flores said the airport received a Mayday call from the pilot and there were reports of smoke coming from the plane. "He was having some kind of trouble," she said.

The airport is about a 3.5-mile drive from the crash site.

Television coverage showed Los Angeles County firefighters using a ladder to lower a person on a stretcher from the roof to an ambulance.

According to the FAA registry number on the plane, it is registered to Donald Bach and Connie Bach of Fullerton. It was not known whether either of them was aboard the plane.

Original article can be found here: http://www.scpr.org


POMONA >> A small airplane crashed or made a hard landing on the roof of a state parole building in Pomona Sunday afternoon, officials said. 

The incident was first reported about 4:45 p.m. in the 900 block of Corporate Center Drive, southwest of the junction of the 10, 57 and 71 freeways, according to Los Angeles County Fire Department and California Highway Patrol officials.

After responding to reports of a small airplane in trouble, officials found the craft atop a large building, Los Angeles County Fire Department Dispatch Supervisor Melanie Flores said. There was no initial reports of major injuries.

“A single-engine Piper PA-28 crashed under unknown circumstances near Kellogg Hill Road and the 71 (Freeway),” Federal Aviation Administration spokesman Ian Gregor said.

One of two people aboard the airplane, believed to be the pilot, was flown by helicopter to Los Angeles County-USC Medical Center for treatment, Flores said. The second occupant was not taken to a hospital.

Both pilot and passenger managed to walk away from the damaged airplane, Flores said.

The building the airplane landed on top of was a state parole building run by the California Department of Corrections and Rehabilitation, CHP Officer Alex Rubio said.

The plane was headed to Brackett Field Airport in La Verne, Gregor said. It was not immediately clear where the plane had departed from.

CHP logs indicated the airport lost radio contact with the airplane just before the crash site was found.

Further details were not immediately available.

The aircraft is registered to an owner in Fullerton, according to FAA records. The plane was manufactured in 1961 and had a valid, standard-classification flight status.


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



POMONA, California -- Firefighters say a plane with two people on board has crash landed on the top of a building in Pomona, California, CBS Los Angeles reported.

FAA spokesman Ian Gregor said the single-engine Piper PA-28 went down under unknown circumstances Sunday afternoon and ended up on top of a commercial building in Pomona, east of Los Angeles.

The Los Angeles County Fire Department said one person was being transported to the hospital, while a second person was being evaluated.

The extent of their injuries is not known.

The fire department says a call came out at 4:40 p.m. Sunday that a plane landed on the roof of a building at 901 Corporate Center Drive in Pomona.

Gregor said the plane was heading to Brackett Field Airport in the nearby city of La Verne when it crashed.

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

A small plane landed on the roof of a building in a Pomona office park late Sunday afternoon, prompting a multi-agency response from emergency personnel, a spokesman for the Los Angeles County Fire Department said.

The California Highway Patrol responded to the interchange of the 10, 57 and 71 freeways after receiving initial reports of a downed aircraft, Officer Alex Rubio said.

A Fire Department supervisor said the plane did not crash, adding that the building was on Corporate Center Drive, just south of the 10 Freeway.

Two patients were brought down from the roof by aerial ladder; one of them was transported to a hospital by the Los Angeles County Sheriff’s Department helicopter team, according to officials.

The airlifted patient was the pilot of the small plane, the Sheriff’s Department said on Twitter.

The nature of the patients’ possible injuries and their conditions were not immediately known.

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

Taunton Municipal Airport (KTAN) expansion opponents will circulate new petition after mix-up



EAST TAUNTON — Another petition opposing the possible expansion of the Taunton Municipal Airport will circulate, said resident Jeff Anderson, a few days after questions were raised about an earlier petition’s wording.

Assistant City Clerk Jennifer Leger, attending the May 3 meeting in place of City Clerk Rose Marie Blackwell, began to read aloud from the agenda item, “Communications from Citizens.” The agenda item noted “Jeff Anderson and other East Taunton residents (153 signatures) — Expressing concerns with the expansion of East Taunton Airport and Airport Commission Representation.”

“Received and placed on file,” said Councilor Andrew J. Marshall, after Leger began reading.

Moments later, Marshall said the petition’s first page was not the same as the first page on another petition. The signatures were there from residents of East Taunton, several from Raynham and one from Berkley. Most of the signatures were by East Taunton residents.

Marshall said one page of “Stop The Airport Expansion” was not the same as another petition, also entitled “Stop The Airport Expansion.” Each petition asks for the Westcoat Drive municipal airport not to be expanded, whether the term used was to keep the airport from becoming a “Jet Port,” or “the next Logan Airport.” Five pages of the petition read: “This is a petition for East Taunton Residents to stop our small airport from becoming the next Logan Airport.”

One petition’s lead-in states more, that “it is also a petition to address the lack of representation of the East Taunton Community that is lacking on the Airport Commission. We recommend the removal of Bob Adams and Fred [Terra] and the reappointment of Charlie Malo.”

The next sentence questions Adams and Terra’s character “to uphold the Mission Statement of the Airport Commission.” It then reads: “We as a community feel that Charlie Malo has exactly what it takes to represent the Airport Commission as well as the East Taunton Community. We would also recommend the appointment of at least two actual East Taunton Residents.”

Marshall said that he had made some calls to petition signers. The issue over whether signers saw the different Page 1 of the more strongly worded and extended petition or the Page 1 noting a concern of the rurally set airport’s expansion was raised by Marshall.

“I’m not saying it didn’t happen or did happen,” Marshall said.

Anderson stood up from the audience and started to speak. He was cut off from doing so by the mayor, in keeping with the city’s parliamentary procedure. The matter was not brought up further during the public session.

Per city practice during council meetings, there is no time set aside during council meetings specifically to allow a resident or any other person to publicly speak about a concern or issue on any matter in Taunton.

City Solicitor Jason Buffington, in an email response, explained that this is per the city charter.

“There is no provision in the Taunton city charter on the issue. The charter sets up a representative democracy form of government for the city’s legislative branch. Some municipalities have a direct democracy type of legislative branch, which is often called an open town meeting,” wrote Buffington.

That is, unless a public hearing is scheduled on the agenda and people are invited to go to the microphone stand and speak on the matter of the specific public hearing. Citizens can write letters to the city clerk for inclusion in a council meeting’s agenda, or they can contact a councilor. All of the city councilors serve at large; there is no ward or particular geographic district. Sometimes, councilors do speak on behalf of constituents’ concerns. The name of the constituent is usually not announced aloud.

“We weren’t trying to pull the wool over anyone’s eyes,” said Anderson about Marshall’s concerns on May 3.

“That’s why we’re going to redo this,” Anderson said in a phone interview Thursday.

Hoye on Thursday said he has “nothing further to say about the petition other than I am adamantly opposed to runway expansion.”

The Airport Commission minutes of Dec. 30, 2015, posted on the city’s website, highlight concerns raised by Anderson in the petition, regarding airport expansion, especially with the East Taunton-based First Light Resort and Casino now under construction.

On a related matter regarding the airport, Malo is an Easton resident, said Councilor Estele C. Borges, after the May 3 meeting ended. In the airport commission’s minutes from its March 30 meeting, posted on the city’s website, Malo said to all those in attendance that his term as commissioner was ending in May and that he had asked Hoye to reappoint him to the commission.

Borges, also on May 5, said she had “not seen or heard anything about” another airport petition.

The Airport Commission meets the last Wednesday of the month at 7 p.m. in the temporary City Hall at 141 Oak St. The Dec. 30 meeting was held in at the airport. The meetings were moved to city council chambers at the start of 2016 upon recommendation of Borges. She is the chairwoman of the Committee on the Needs of the Airport. Councilors David W. Pottier and John M. McCaul also are on that panel with Borges.

Original article can be found here: http://taunton.wickedlocal.com

Burbank airport now has two names



The folks who run the San Fernando Valley’s commercial airport have been struggling with an identity crisis at the popular transportation hub.

Their cure last week resulted in a split personality.

For marketing purposes the landing strip known as Burbank Bob Hope Airport is now called Hollywood Burbank Airport. It was also Hollywood Burbank Airport from 1967 to 1978.

While the new name is for branding purposes, for legal purposes the facility will still be known as Burbank Bob Hope Airport.

Tom Flavin, CEO of the Burbank Chamber of Commerce, says sometimes change is not easy.

“I think that like anything else there are people on both sides of the issue. Bob Hope was certainly a mainstay in Burbank for many years and I’m sure there are people who are disappointed,” Flavin said. “I’m no expert on branding so I’ll leave it to the experts to determine how to maximize the potential of the airport. Burbank and Hollywood are media centers and I can see the reasoning behind trying to leverage that brand.”

Leron Gubler, President and CEO of the Hollywood Chamber of Commerce, thinks the name change is a good move.

“We are actually very pleased with the decision by the airport commission. Many Hollywood residents and businesses use this airport frequently. It will be nice to have the name ‘Hollywood’ included, which acknowledges its service to our community,” Gubler wrote in an email.

This is the seventh time airport officials have played the rename game.

The latest effort began in December, 2014 when the authority awarded a $50,000 contract to South Pasadena-based branding firm Anyone Collective.

When the process is complete, the authority will have paid Anyone Collective $73,950, airport spokeswoman Lucy M. Burghdorf said.

The new-old name is meant to lure more out-of-town passengers to Burbank instead of LAX.

“The (airport authority) commission, the staff and the airlines that serve the airport have recognized the need to develop stronger geographic recognition for the airport, so that prospective passengers traveling to Southern California from outside the region will become more aware of its location and proximity to the area’s most popular tourist and business destinations,” airport Executive Director Dan Feger said in a statement at the time that the contract was approved. “We think that a clear geographic identity and creative marketing tools will help us broaden our passenger base.”

Burghdorf notes that the airport is close to attractions such as the movies studios in Burbank, Universal Studios Hollywood, the Rose Bowl, Griffith Park, Hollywood and the Hollywood Bowl.

The remainder of the first phase will be the creation of branding materials, including an airport logo. The second phase will focus on the strategic implementation of the new Hollywood Burbank Airport brand identity.

It’s not known at this point when new Hollywood Burbank Airport signs will be going up.

Anyone Collective is scheduled to discuss timing of the roll-out with the authority’s Operations Committee on May 16. “Everything just can’t magically happen overnight. They will come out with a schedule of how this will unfold,” Burghdorf said. “But we’re already calling it Hollywood Burbank Airport.”

Hope’s daughter, Linda Hope, could not be reached for comment on the name change.

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