Wednesday, May 25, 2016

After Bike Impales Daughter, Mother Sends Public Thank You To Good Samaritans

Kathryn's Report:

In rural Alaska access to emergency medical care relies on many factors like distance, weather, and time of day. For one 10-year-old girl in Eek, emergency care also relied on one pilot’s good will after the child's traumatic bike accident. KYUK talked with the girl’s mother and the pilot who helped them out.

The mother and pilot tell the story of what happened that day.


Hoffman: She crashed. I don’t know how she crashed. But all her body weight went on her bike handle. And the handle bar went through her stomach and went all the way in. But it didn’t rupture anything.

KYUK: That’s Kimberly Hoffman, the child’s mother.

Hoffman: So I’m a health aide in Eek, and I’m the only one there.

The first thing I did was I called the doctor and told them what was going on. I gave them her vitals. And I sent her picture to the doctor.

I was panicking, so I called my former co-worker. She came right away, and she helped me. And the medevac wasn’t going to pick her up. So I quickly called the charter around 8:30 [p.m.]. Despite how late it was, I decided to give it a chance.

White: I was coming into work to paint one of our aircraft after hours after everybody was gone.

KYUK: That’s Jerry White, director of maintenance and a pilot at Renfro’s Alaskan Adventures in Bethel.

White: I answered the phone, and she explained to me the situation. I could hear her daughter crying in the background, and at that point I knew I needed to go.

Hoffman: So he said he would pick us up in 45 minutes.

White: I remembered we went and picked up a kid out of Kwethluk, the company did, earlier in the year. And he had a broken arm. He had stayed in the village all night. And it tore me up. I couldn’t think of, knowing I got this phone call, letting a kid, even if it was just something nonlife-threatening, not getting the medical attention they need and having to suffer all night until a charter company can come the next morning, if the weather is good.

So the weather was good, and I had access to an airplane. [I"m a] licensed pilot. I thought there was no reason why I can’t go. So I went.

Hoffman: So we quickly got her wrapped up and slowly went to the airport and he carried her onto his plane, because she couldn’t walk.

White: So we loaded her up, got everybody situated and secured, and I immediately got ready to take off again after doing a very brief walk around, make sure the plane was okay. Just a little four-seat airplane.

Hoffman: And then we got to Bethel, he carried her out again into my sister-in-laws car.  And we went to the hospital, and that’s when we found out the bike handle went all the way through, but it didn’t rupture anything.

KYUK: At this point, Kimberly and her daughter are flown to Anchorage for further treatment.

Hoffman: They went in with a scope and they looked to see if any organs were hit. And then they took her appendix out, because they were already in there. Because if she started having pain they didn’t want to risk having her appendix being infected or anything. So they did a pretty massive surgery on her.

KYUK: And how’s your daughter doing?

Hoffman: She’s doing good. We have a re-check, and hopefully heading home on Wednesday.

KYUK: KYUK discovered this story when Kimberly contacted the station to send a public thank you to Jerry, the pilot, and Verna Henry, Eek’s former health aide. The accident occurred Thursday May 19. Kimberly and her daughter are returning to Eek today. Jerry didn’t charge Kimberly for the ride and says he’s just glad he could help. Verna couldn’t be reached for this story.

Story and audio:

Federal judge rejects Wyoming air ambulance regulation

Kathryn's Report:

CHEYENNE, Wyo. — A federal judge has rejected a Wyoming law that sought to limit how much air ambulance companies can charge the state for transporting workers injured on the job — the second such ruling in recent months.

U.S. District Judge Alan B. Johnson of Cheyenne last week sided with four air ambulance companies that sued the state. Johnson ordered Wyoming officials not to try to enforce a state law that sought to cap air ambulance fees.

Under Wyoming law, health care providers, including ambulance services, are required to submit bills for treating workers injured on the job to the state's workers' compensation program.

Four air-ambulance companies sued the state last year. The companies are: EagleMed, based in Kansas; Air-Methods Corp., and Rocky Mountain Holdings, both based in Colorado; and Med-Trans Corp., based in Texas. Attempts to reach lawyers for the companies for comment were not immediately successful.

In their lawsuit, the companies noted that Wyoming had capped what it would pay for air ambulance services for injured workers at just over $3,900 per flight. The companies said the state had denied their claims for higher payment, sometimes exceeding $40,000 per flight.

Wyoming officials said this week they were still reviewing Johnson's decision and couldn't comment on what it will mean for the state's worker's compensation program.

"We don't have anything to say at this point, because mainly we haven't had any time to digest this and get together," said Mick Finn, lawyer with the Wyoming Attorney General's Office.

In a similar case, U.S. District Judge Daniel Hovland of North Dakota ruled this March in favor of Valley Med Flight, another air ambulance company. The judge ruled that a law in that state that sought to regulate air ambulance companies violated a federal airline deregulation law that prohibits states from regulating prices, routes and services.

An airline deregulation law that Congress passed in 1978 specifies that states may not enact or enforce laws or regulations regarding price, routes or service of air carriers.

Nonetheless, states are inspired to try to regulate air ambulance companies by citizen complaints that they're commonly hit with bills of as much as $100,000 per flight. Even people who have health insurance coverage often find it covers only a small fraction, officials say.

Prompted by reports of citizens facing huge bills from unregulated air ambulance companies, U.S. Sens. Jon Tester, D-Montana, and Sen. John Hoeven, R-North Dakota, this year introduced a measure that would give states authority to regulate air ambulance rates and services.

Wyoming Insurance Commissioner Tom Glause said this week his office has received private citizen complaints about huge air ambulance fees. He said he's heard of some bills reaching six-figures.

"It's a huge issue, and it's not only a Wyoming issue, this is a huge national issue," Glause said, adding that the federal law pre-empts state regulation of the companies.

"There is no regulation," Glause said, adding that the states can't regulate the companies while the federal government doesn't regulate them, either.

Glause said he expects his office will receive more complaints about air ambulance fees. He said most health insurance policies have caps on what they will pay for such services that cover only a small fraction of the actual bills.

Glause said it's clear to him that Congress needs to exempt the air ambulances from the Aviation Deregulation Act. "Once that happens, then the states can take a look at it and address legislation to deal with the issue," he said.

Original article can be found here:

Buckeye Dream Machine 00, N3024:Incident occurred May 25, 2016 near Bethel Regional Airport (0B1), Oxford County, Maine

FAA Flight Standards District Office: FAA Portland FSDO-65


Date: 25-MAY-16
Time: 23:24:00Z
Regis#: N3024
Event Type: Incident
Highest Injury: None
State: Maine

BETHEL — A local pilot escaped injury Wednesday evening when his powered parachute crashed in the Androscoggin River, an official said.

Maine Warden Service officer Norm Lewis said he was told John Mason of Bethel and Randy Autrey of Bethel were flying their powered parachutes about 7:15 p.m. when Autrey looked back and didn't see Mason.

Autrey immediately turned around and found his flying companion in the river, Lewis said.

Mason was able to get to the riverbank and reportedly was unharmed. 

The Federal Aviation Administration was notified and reportedly was to get a statement from Mason on Thursday.

The powered parachute was being retrieved from the river Wednesday evening. The aircraft is similar to a go-kart with a large propeller on the back hanging from a parachute.

Maine State Police assisted at the scene, along with the Oxford County Sheriff's Office.

Original article can be found here:

BETHEL, Maine (NEWS CENTER) -- An experimental aircraft has crashed near Bethel. 

NEWS CENTER has been told the pilot survived drowning by unstrapping himself, climbing on the powered parachute while it was completely submerged, and then swimming safely to shore.

Both State Troopers and the Game Warden's service are on scene.

"It's very important that they realized that they're upside down, one, in the water, and then get themselves out, right-sided up, so that way they don't end up drowning," said Maine State Police Trooper Jason Wing.

There were no other passengers involved.

Story and video:

BETHEL (WGME) -- A pilot is safe, and unharmed, after crashing his powered parachute in the Androscoggin River Wednesday night. 

Our media partners at the Sun Journal report that two people were flying powered parachutes around 7:15 Wednesday night, when one of them turned around, and found his companion in the Androscoggin River in Bethel.

The victim was able to get to the riverbank unharmed.

Powered parachutes are similar to a go-kart with a large propeller on the back, hanging from a parachute.

The FAA is investigating.

Original article can be found here:

The pilot of an experimental aircraft that crashed into the Androscoggin River in Bethel on Wednesday evening escaped uninjured.

The plane went down near the Sunday River Brewing Co., said Steve McCausland, spokesman for the Maine Department of Public Safety. The river is within a few hundred feet of the pub, which is at the intersection of Sunday River Road and Route 2.

McCausland said the pilot walked away from the crash. His name was unavailable.

The cause of the crash, which happened around 7 p.m., is under investigation by the Maine State Police and the Maine Warden Service.

Original article can be found here:

BETHEL, Maine —A pilot is recovering after he crashed an experimental aircraft alongside the Androscoggin River in Bethel, Maine State Police said.

It happened near the Sunday River Brewing Company in Bethel around 7 p.m.

Witnesses told WMTW News 8 the pilot was able to pull himself to shore and remove his own equipment.

His injuries were not known as of Wednesday night.

No other information was released.

Original article can be found here:

Low-flying helicopters, drones will close downtown Cleveland streets this weekend: Part of "Fast & The Furious 8" filming

Kathryn's Report:

More movie-related detours and closures will tie up traffic later this week in downtown Cleveland, but this time shooting for “The Fast and The Furious 8” will be closing airspace too.

Downtown residents and business owners have received emails announcing the production will use low-flying helicopters and drones on Friday and Saturday between 7:00 a.m. and 8:00 p.m. During that time, anyone not involved with the film will be asked to stay 500 feet away, while those drones fly over major downtown streets.

That's per Federal Aviation Administration regulations. 

“I think the FAA’s thinking on it is if you’re involved in the motion picture,  if you’re an actor, you’ve been appropriately briefed on how to safely be around a drone," Matt Mishak with said, "But somebody not participating could walk into, in front of a drone or be at risk of being hit by a drone, or the drone crashing into them."

Some people will be asked not go outside during parts of the day.

The aircraft will travel along:

Huron Road between Euclid Avenue and Ontario Street

Prospect Avenue between Ontario Street and East 21st Street

Ontario Street between Eagle Avenue and Prospect Avenue

East 9th Street between Bolivar Road and Euclid Avenue

Bolivar Road between East 14th Street and Euclid Avenue

East 14th Street between Erie Court and Brownell Court

Story and video:

Champion 7ECA Citabria, N9583S: Accident occurred May 25, 2016 at Brookings Airport (KBOK), Curry County, Oregon

Aviation Accident Final Report - National Transportation Safety Board:

NTSB Identification: WPR16CA121
14 CFR Part 91: General Aviation
Accident occurred Wednesday, May 25, 2016 in Brookings, OR
Probable Cause Approval Date: 05/15/2017
Aircraft: CHAMPION 7ECA, registration: N9583S
Injuries: 1 Serious.

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

A witness reported that he observed the airplane lift off and fly low over the length of the runway several times before it entered the traffic pattern to land. The airplane approached the runway normally; however, it touched down about halfway down the runway at a high rate of speed. Toward the end of the runway, the airplane turned sharply and exited the runway surface. The airplane went down an embankment and abruptly came to rest at the bottom, which substantially damaged the firewall and right wing. The pilot did not report any anomalies with the airframe or engine.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain directional control during the landing roll.

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Hillsboro, Oregon

Aviation Accident Factual Report -  National Transportation Safety Board:

Investigation Docket - National Transportation Safety Board:

NTSB Identification: WPR16CA121
14 CFR Part 91: General Aviation
Accident occurred Wednesday, May 25, 2016 in Brookings, OR
Aircraft: CHAMPION 7ECA, registration: N9583S
Injuries: 1 Serious.

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

A witness reported that he observed the airplane lift off and fly low over the length of the runway several times before it entered the traffic pattern to land. The airplane approached the runway normally, however, it touched down about halfway down the runway at a high rate of speed. Towards the end of the runway, the airplane turned sharply and exited the runway surface. The airplane traversed down an embankment and abruptly came to rest at the bottom, substantially damaging the firewall and right wing. The pilot did not report any anomalies with the airframe or engine. Additional Participating Entity: Federal Aviation Administration / Flight Standards District Office; Hillsboro, Oregon

Aviation Accident Factual Report -  National Transportation Safety Board:

Investigation Docket - National Transportation Safety Board:

NTSB Identification: WPR16CA121
14 CFR Part 91: General Aviation
Accident occurred Wednesday, May 25, 2016 in Brookings, OR
Aircraft: CHAMPION 7ECA, registration: N9583S
Injuries: 1 Serious.

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

A witness reported that he observed the airplane lift off and fly low over the length of the runway several times before it entered the traffic pattern to land. The airplane approached the runway normally, however, it touched down about halfway down the runway at a high rate of speed. Towards the end of the runway, the airplane turned sharply and exited the runway surface. The airplane traversed down an embankment and abruptly came to rest at the bottom, substantially damaging the firewall and right wing. The pilot did not report any anomalies with the airframe or engine.

A Grants Pass man is being treated for injuries after crashing his small plane at the Brookings Airport at 10:30 a.m. Wednesday morning. 

Robert Earl Stonebrook, 78, was landing his plane at the south end of the runway and it made contact with the ground when he veered off to the right, and his plane took a nosedive into the nearby ravine. He was alone in the plane. 

Stonebrook, who has a second home in Brookings, walked away from the plane, a 1965 Champion Citabria 7ECA, but then asked to be transported to Sutter Coast Hospital. The extent of his injuries are currently unknown, but according to Brookings Police, he was transported from the Crescent City hospital to another hospital for further care around 1:30 p.m. Attempts to contact Stonebrook were unsuccessful.

Several Brookings Police officers and Brookings Fire Department volunteers arrived at the scene shortly after the crash, assisting the pilot, assessing the damage and trying to suppress the fire danger from the plane, which was leaking fuel into the brush where it crashed. 

“We don’t know right now what happened with the plane,” said  Sgt. Terry Murray about an hour after the crash. “Whether it was mechanical or a pilot error, we’re still investigating right now.”

Lt. Donny Dotson said the plane was in the air for about 20 minutes before landing, and the crash was witnessed by a few people at the airport. 

Local pilot Don Blue, who was at the airport and saw the crash said Stonebrook “landed long” and elected to make a turn into the bushes instead of going off the end of the runway — a decision he said seemed prudent given that the runway ends in a downhill. 

The police are in contact with the Federal Aviation Administration, which authorized the plane to be removed from the ravine. The FAA and the National Transportation Safety Board will also be coming to examine the plane and investigate the crash.

The plane was removed from the ravine by the Brookings Tire Company, which towed the plane out of the ravine and transported it back to its hangar. 

Fire Chief Jim Watson said the plane was estimated to hold about 20 gallons of fuel on each side, and that a few gallons had spilled into the brush. As trucks dragged the plane out of the ravine, Assistant Fire Chief Tom Kerr sprayed the plane with water to dissipate the fumes and prevent the start of a fire in the ravine.

Original article can be found here:

Cessna 340A, Ninerxray Inc., N6239X: Fatal accident occurred March 18, 2016 at Peter O. Knight Airport (KTPF), Davis Islands, Tampa, Hillsborough County, Florida

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

Aviation Accident Preliminary Report - National Transportation Safety Board: 

FAA Flight Standards District Office:  FAA Miami FSDO-19

Ninerxray Inc:

NTSB Identification: ERA16FA133
14 CFR Part 91: General Aviation
Accident occurred Friday, March 18, 2016 in Tampa, FL
Aircraft: CESSNA 340A, registration: N6239X
Injuries: 2 Fatal.

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

On March 18, 2016, at 1130 eastern daylight time, a Cessna 340A, N6239X, was destroyed when it impacted terrain during an initial climb following a takeoff at Peter O. Knight Airport (TPF), Tampa, Florida. The airline transport pilot and the private pilot were fatally injured. Visual meteorological conditions prevailed. An instrument flight rules flight plan had been filed. The personal flight, to Pensacola International Airport (PNS) Pensacola, Florida, was operating under the provisions of 14 Code of Federal Regulations Part 91.

TPF had two runways, runway 4/22, which was 3,580 feet long and 100 feet wide, and runway 18/36, which was 2,687 feet long and 75 feet wide. The runways intersected near their northern ends. There was shipping channel just east of, and parallel to runway 18/36.

Wind, recorded at the airport at 1135, was from 210 degrees true at 9 knots. However, a temporary flight restriction (TFR) was in effect at the time of the accident due to an airshow at nearby MacDill Air Force Base. The TFR extended in a 5-nautical-mile radius from the center of the base, from the surface to 15,000 feet unless authorized by air traffic control. The TFR extended over the southern ends of both runways at TPF. Multiple sources indicated that while the twin-engine Cessna 340 was taking off from runway 4, a single-engine Cessna 172M, N61801, was taking off from runway 36.

The airport did not have an operating control tower, and the common traffic advisory frequency (CTAF) was not recorded, nor was it required to be.

There were two pilots in the Cessna 172; the pilot in command (PIC) who had just passed his private pilot check ride at TPF, and a pilot-rated passenger, who had also been the PIC's flight instructor. The Cessna 172 was departing for its home airport following the check ride. In separate written statements, both pilots stated that the PIC made an advisory radio call indicating they would be taking off from runway 36. They also stated that they did not hear any other airplane on the frequency, with the PIC noting that they monitored frequency 122.725 [the CTAF frequency] from the taxi start point in front of the fixed base operator (FBO) to runway 36.

There was also a radio at the FBO, and a witness who was there at the time of the accident stated that he heard a radio call from the Cessna 340, and about 10-15 seconds later, heard what he thought could have been a call from the Cessna 172, but it wasn't as clear, partly because he was speaking to someone else at the time.

Airport and cross-channel security cameras captured the latter part of the accident flight. They partially showed the Cessna 340 taking off from runway 4 and the Cessna 172 taking off from runway 36.

The airport security camera was pointed such that the intersections of runways 4 and 36 were in the upper left quadrant of the video. The video initially showed the Cessna 172 on its takeoff roll. It lifted off the runway well before the runway intersection, continued a slow climb straight ahead, and gradually disappeared toward the upper left portion of the video.

When the video initially showed the Cessna 340, it was already about 20 feet above runway 4. It then made a hard left turn and appeared to pass behind the Cessna 172, still in a left turn, but climbing. It then appeared to briefly parallel the course of the Cessna 172, but the left-turn bank angle continued to increase, and the airplane's nose dropped. The airplane then descended, impacting the ground in an inverted, extremely nose-low attitude. During the impact sequence, the airplane burst into flames.

There was also a camera at a berth on the opposite (eastern) side of the shipping channel. The camera was pointing northward, up the shipping channel. However, the left side of the video also included part of the airport where runways 4 and 36 intersected.

In the recording, the Cessna 172 was first seen coming into view airborne off runway 36, and climbing straight out over the runway. As it neared the intersection, the Cessna 340 came into view, just lifting off from runway 4 and almost immediately beginning a hard left turn. The Cessna 340 continued the turn, passing behind the Cessna 172 while climbing and closing on the Cessna 172's right side. It almost reached Cessna 172's altitude, but continued the left turn onto its back, and descended into the ground. A fireball then erupted that initially extended well below and in front of the Cessna 172.

The Cessna 172 pilot-rated passenger, in the right seat, stated that as his airplane climbed through about 200 feet, he heard another airplane. He looked out the right window and saw the Cessna 340 almost directly below, "stall and crash." The PIC of the Cessna 172, in the left seat, stated that he heard but did not see what he thought was a twin engine airplane, then saw a fireball at the departure end of the runway he just departed.

The videos also recorded a boat heading north, mid-channel, in the waterway next to runway 36 when the accident occurred. A witness on the boat heard "screaming engine noise," which caused him to look toward the two airplanes. He saw that the "twin engine plane was behind and below the single engine plane." The twin engine airplane was in a left turn; it then caught a wing and slammed into the ground, with an "instantaneous" explosion.

The Cessna 340 impacted flat terrain about 40 feet to right of, and 250 feet from the departure end of runway 36, in the vicinity of 27 degrees, 55.16 minutes north latitude, 082 degrees, 26.87 degrees west longitude. The airplane was mostly destroyed in a post impact fire, and initial ground scars indicated an approximate heading of 010 degrees magnetic. Ground scars were consistent with the airplane having impacted at a high descent angle and inverted. However, the main wreckage came to rest right side up.

The fire consumed the majority of fuselage, from the nose of the airplane to the beginning of the empennage. Both wings were also substantially consumed by fire. The engines had separated from the wings, with the right engine found between the beginning of the wreckage path and the main wreckage, and the left engine found on top of the right wing.

Remnants of all flight control surfaces were found at the scene, but flight control continuity could only be confirmed between the wings and center cabin, and the tail and center cabin due to the extent of fire damage.

Both propellers were found broken off from their respective engines, and both sets of propellers exhibited blade leading edge burnishing, and bending and twisting. Engine crankshaft continuity was confirmed on both engines, as was compression. Significant thermal and impact damage was noted, but no preexisting anomalies were found that would have precluded normal operation.

Kevin Carreno

Louis Caporicci

TAMPA — The widow of a man who died in a March plane crash at Peter O. Knight Airport filed a wrongful death lawsuit last week against several parties, including her husband's best friend who was piloting the plane. The lawsuit accused pilot Louis Caporicci of being unfit to fly and causing the death of Kevin Carreno.

The suit was filed in Hillsborough County Circuit Court by Leann Carreno. Also named in the lawsuit are the two pilots of another aircraft that was taking off at the same time as Carreno's plane, and the owners of both planes.

On March 18, Kevin Carreno joined friend and former U.S. Air Force Academy classmate Louis Caporicci on a flight aboard a Cessna 340 from Peter O. Knight Airport to Pensacola.

When Caporicci began to takeoff around 11:30 a.m., according to the National Transportation Safety Board, a Cessna 172 started its takeoff from a different runway. The two planes converged above the runways' intersection point shortly after take-off.

Caporicci maneuvered to avoid striking the other plane, according to the NTSB, but stalled his own aircraft and crashed. Both men died.

The pilots of the Cessna 172 were David Lopez, who had just passed his private pilot certificate check ride, and his flight instructor, Dave Garner. Neither was injured.

The lawsuit said Caporicci, Garner and Lopez all operated their planes negligently and were unfit to fly. It also named Paul Gallizzi and Tampa Aviation Club Inc., the owners of the Cessna 172, and Ninerxray Inc., the owner of the Cessna 340, and said they're also liable for Kevin Carreno's death.

Original article can be found here:

Inside a pilot's mind: How to make a safe emergency landing

Kathryn's Report:

Joe Durousseau

Joe DuRousseau (left) stands near his Cessna 172 (tailwheel) plane after he was forced to make an emergency landing on westbound Interstate 80 in Sparks, Nevada, on February 22, 2010.

SPARKS, Nev. (KOLO) - Two people survived an emergency landing Tuesday afternoon, but this wasn't the first time the Reno area has seen a pilot make this kind of call. Another pilot who survived a similar force landing in 2010 reveals what he did to survive.

It was 2010 when Joe Durousseau and his three passengers walked away from an emergency landing on westbound I-80 near the Vista Boulevard exit without a single scratch.

"Any landing you can walk away from is a good landing," said Durousseau.

They were flying back from Mexico on a Flying Doctor's volunteer mission. With just a few miles into the homestretch, the carburetor froze, the engine quit and at that point, this Cessna 172 was up against gravity.

"Airplanes don't just plummet out of the sky if they engine quits running. As long as the pilot stays calm and continues to fly the aircraft, the next choice is pick a spot and land the plane," said Durousseau.

He was approaching Sparks when he eyed a nearby farm, but thought he would have better luck landing in the middle of traffic on I-80.

"Planes will descend at about 500 feet per minute descent rate, so if you're 4,000 feet up, you've got maybe 8 minutes."

He had less than four minutes to make a safe landing and not get hit by a car. A plane that size can descend at 40 to 50 miles per hour.

"All pilots are trained for those inevitabilities. Your instructor will pull a throttle back and say 'your engine just quit, what are you going to do?'"

With just his training to rely on, he stuck the landing with just a bent tail, broken wheel and a clipped wing.

"A long as you maintain control of the airplane, most small aircraft land at a small enough speed, if you don't hit a building but land in a field, those are usually survivable landings."

He says the key is in the training. You learn to stay calm and be in control. He says sooner or later, pilots will face an incident and if they remember their training, they'll most likely be okay.

"Flying is just as dangerous as driving on the freeway. It gets notoriety because it's so rare."

Story and video: 

NTSB Identification: WPR10CA144
14 CFR Part 91: General Aviation
Accident occurred Monday, February 22, 2010 in Sparks, NV
Probable Cause Approval Date: 05/28/2010
Aircraft: CESSNA 172, registration: N7499A
Injuries: 4 Uninjured.

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

According to the pilot, he was descending into the landing airport vicinity with the fuel selector on the right tank. The engine then lost power and he switched the fuel selector to the left tank, and then to the "both" position. The propeller continued to windmill and the pilot force-landed the airplane on an interstate. During the landing, the airplane touched down hard and the tailwheel separated from its mounting point and damaged the rudder. The pilot indicated that usually when the airplane is in a descent he positions the fuel selector on the "both" setting. He indicated that in a descent it is important that the selector is positioned to the both position to ensure adequate fuel flow. Additionally, the pilot reported that he may have encountered carburetor icing conditions and he did not immediately apply carburetor heat. According to the Federal Aviation Administration’s carburetor icing chart, icing conditions existed at glide and cruise power. Seven gallons of fuel were found in the airplane's fuel tanks. Following the accident, the engine was started and test run on the airframe using the remaining fuel in the airplane and no anomalies were noted.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A total loss of engine power due to fuel starvation as a result of the pilot's failure to select the correct fuel selector position.

Brookhaven-Lincoln County Airport (1R7) infrastructure project complete

Kathryn's Report:

A federally funded improvement project at Brookhaven­-Lincoln County Airport was recently completed, and more work on the facility is set to begin soon.

“The current airport project is complete,” Engineer Ryan Holmes told the Board of Aldermen recently. “The contractors grassed it a couple of weeks ago. We will begin the close out process on that soon so we can get everything straight with the Federal Aviation Administration.”

The airport received a Federal Aviation Administration grant, totaling $362,873, last year to complete a number of projects including updating the apron and taxiway.

The apron is the area of the airport where aircraft are parked, unloaded or loaded, refueled or boarded. The project also allowed for the acquisition of 107 acres of easements to remove obstructions.

This grant was part of a $10 million federal effort to improve airport facilities around Mississippi.

“Airports in Mississippi utilize this federal grant program to improve the efficiency and safety of their aviation facilities,” Chairman of the Senate Appropriations Committee Sen. Thad Cochran, R­-Mississippi, said last year.

“I appreciate the fact that communities also use these improvements to increase the value of their airport facilities as economic development tools.”

Funding for the grants is drawn from the Airport and Airway Trust fund, which is supported by user fees, fuel taxes and other similar revenue sources. The Federal Aviation Administration oversees the grant distribution.

Upcoming project

Holmes also informed the board of the next airport project.

“It’s going to consist of crack sealing the runway — which if you haven’t been out there it’s been a really big issue,” Holmes said. “The cracks are getting pretty large. The grass is growing through them. We need to seal those up so water can’t get into our sub­base there. It will also consist of striping the runway. The striping there is almost completely gone. If for some reason the runway lights don’t come on at night and they’re trying to land with just the planes lights, it’s pretty hard to see.”

The other part of the project will consist of updating the airport’s master plan, Holmes said.

“It has been about 12 years since we’ve updated the airport master plan, which is something the FAA encourages regularly,” Holmes said. “It helps us get federal money, which is generally what y’all use to do work out there. It is basically just a report that we submit to them that looks at the airport growth. That’s what the project will consist of. We’ve submitted a preliminary project application to the FAA and they’ve approved it.

Then next step is to draw up the plans, advertise for bids, get bids and then submit an application sometime in July to them again.”

Holmes did not say how much the project will cost, but did inform the board that the city is responsible for 5 percent of it.

“The FAA pays of 90 percent, the state pays for 5 percent and the local board pays for 5 percent of the cost of a project,” Holmes said. “To make the improvement that you are making, it is a very little investment.”

Welcome sign

Holmes concluded his airport renovation update by presenting a plan for a new airport welcome sign.

The local Boy Scouts troop would like to build a sign to replace the old one near the airport runway as part of its Eagle Scouts project, he said.

“There is currently a metal sign that says, ‘Welcome to Brookhaven.’ I have sent a request for this to the FAA just because it is so close to the runway. I am bringing this to the board because I think we should have approval or at least have the opportunity to look at it,” he said.

Mayor Joe Cox requested that Holmes provide more information regarding the materials that would be used to build the sign before the board approved it.

“I think we might want to see a little bit more of their design before we actually approve what they would be putting out there,” Cox said.

Original article can be found here:

Careful review of data needed before funding decision: Tupelo Regional Airport (KTUP), Mississippi

Kathryn's Report:

by Daily Journal in Opinion

In a truly ironic moment for the Tupelo Regional Airport, the federal government announced recently it might cut funding for commercial air service in Tupelo – although airport and city leaders expect that not to actually happen.

Tupelo was one of 30 communities across the country to receive the notice of a possible temporary termination of funding from the Essential Air Service program, which Tupelo has relied on for air service since 2012.

Airport officials are asking for a waiver from the U.S. Department of Transportation and feel confident the waiver will be granted. But if the waiver isn’t granted, air service would end in Tupelo.

The communities getting the notice either did not meet the requirement of 10 passengers a day or went above the subsidy cap of $200 per passenger.

The irony of the situation is the announcement comes just as Tupelo’s newest commercial airline service, Contour Airlines, is taking off to a good start having started flights between Tupelo and Nashville last month.

The potential funding cut has nothing to do with Contour’s performance so far but instead with the previous air service provider’s, SeaPort Airlines, poor performance in Tupelo.

SeaPort struggled to provide reliable service in Tupelo, citing a pilot shortage. The company ended its service in late October, two months before the DOT said it could leave.

During its time at the airport, SeaPort Airlines exceeded the subsidy cap per passenger in Tupelo. Airport officials are working this week to craft a formal document for the waiver that cites the poor performance of SeaPort, which earlier this year filed for Chapter 11 bankruptcy protection.

The DOT order came a little more than six weeks after air service resumed in the All-America City with Corporate Flight Management and its airline, Contour Airlines.

The timing of SeaPort’s departure and the figures calculated by the DOT leave some important gaps that go against the airport, which is why officials believe the waiver will be granted once the numbers are reviewed more carefully and with context.

Seaport averaged fewer than five flights per day from January to April of last year; in May, that figured dropped below three, and from June to August, SeaPort averaged fewer than two flights per day. In September, the airline averaged half a flight a day and flew only 42 people the entire month.

By comparison, since starting service last month, Contour is averaging about 25 passengers per day. As for the subsidy cap, Contour’s subsidy is averaging about $230 per passenger – still above the cap, but far less than SeaPort’s average. As more passengers fly with Contour, the average subsidy rate decreases.

Contour flies 30 round-trip flights per week to Nashville, using a twin-engine, nine-passenger Jetstream plane. Since beginning service April 5, it has sold more than 4,300 tickets. It’s on-time completion rate is near 90 percent.

We hope the DOT will closely examine the information provided by Tupelo Regional Airport officials and see the airport and its newest airline shouldn’t be punished for the poor performance of a previous company that has since departed.

The possible termination of service in Tupelo would be devastating for a community that has recently showed a strong interest in commercial air service.

Original article can be found here:

City of San Diego to raise fees at local airports

Kathryn's Report:

SAN DIEGO (CNS) - Owners of aircraft that fly into airports run by the city of San Diego could soon face higher fees, which were tentatively approved Wednesday by the City Council's Budget Committee.
The fees are for pumping fuel and overnight airplane parking at Brown Field and Montgomery-Gibbs Executive Airport, and the increases are designed to bring them in line with similar facilities in California, Arizona and Nevada, according to city Airports Division staff.
Owners of private aircraft are charged a fuel flowage fee at San Diego's airfields instead of landing fees.
The cost is currently 7 cents a gallon for aviation gasoline and jet fuel, and 9 cents a gallon for oil. If the hikes are approved by the full City Council, the prices would increase over the next two fiscal years to the industry average of 10 cents a gallon for jet fuel and oil, and 9 cents a gallon for ``AvGas.''
Staff estimates that city revenue would increase around $58,000 the first year and $57,000 the second year, to a total annual haul of about $438,000.
Transient parking fees would climb over two years from $5 per night to $7 a night for single-engine aircraft, and $5 to $9 nightly for multi-engine planes.
A formula for large aircraft weighing over 10,000 pounds would remain unchanged.
The city collected more than $28,000 for overnight parking in Fiscal Year 2015. According to a staff report, that would increase to over $42,000 under the new fee schedule.
"Those airports have been neglected and under-utilized assets for a while here, and I think we're making steps in the right direction,'' Councilman Scott Sherman said. "Hopefully, this equivalent of -- I don't know -- a Starbucks coffee or so per plane will help out a little bit.''
A performance audit of the Airports Division last year found that required annual reviews of fees hadn't been performed since 2003. That was the last time the fuel flowage price was increased. The cost of overnight parking has been the same since 1991, according to staff.
In the future, the Airports Division plans to address monthly fees for owners who base their planes at the two airports.

Original article can be found here: