Saturday, June 18, 2016

Pylon Racing Seminar preps pilots for Air Races

Kathryn's Report: http://www.kathrynsreport.com



RENO, Nev. (News 4 & Fox 11) — Even though the Reno Championship Air Races aren't until September, practice starts now. The Pylon Racing Seminars are held every year in June to prepare pilots for the course. They are required to meet a certain standard.

"First and foremost, paramount to flying out here are your formation skills," said Jeff Turney, the vice president of the Jet Class.

The formation is the ability to fly closely alongside another aircraft while still maintaining the same speed. These jets can reach up to 515 mph, and anything could affect the flying conditions.

"Wind has an effect on what goes on out there in the race course, weather, temperature, it can get pretty bumpy out there, so it requires the absolute utmost attention from everybody," said Turney.

The pilots have less than a second to react to any situation that may occur.

A rookie pilot this year is paraplegic, but is completely capable of flying his own aircraft.

"In an airplane, you have pedals and brakes that your legs are operating, so I have to move all of that to a hand control, so there's a lot going on, it's literally a handful," said Justin Meaders, a rookie pilot.

Meaders says he just can't wait to get out on the course with the veteran pilots and go as fast as he can.

"This is literally the world's fastest motor sport, there's nothing faster on the planet, but it's the world's fastest motor sport that has kind of lived in the backyard of Reno, Nevada for many many years," said Turney.

The air races will be September 14-18 this year.

Story and video:  http://mynews4.com

Crowds enjoy air show despite cancellation of Blue Angels

Kathryn's Report: http://www.kathrynsreport.com



Despite the cancellation of the Navy’s elite Blue Angels appearance, crowds still flocked to the 2016 Vectren Dayton Air Show at the Dayton International Airport on Saturday.

The show featured performances by the U.S. Air Force F-22 Raptor, Sean D. Tucker, Tora, Tora, Tora!, and others.

The Blue Angels canceled in the aftermath of a tragic crash during a practice airshow June 2 in Smyrna, Tenn., that claimed the life of a Marine pilot.


 Capt. Jeff Kuss, who flew the No. 6 jet, was honored throughout Saturday’s show. Officials will not give an accurate attendance count until Monday, but said the nice weather and additional performances combated the absence of the Blue Angels.

The show added Redline, a Cincinnati-based two-airplane precision flying act making its first appearance in Dayton, and a single Navy F/A-18 fighter jet demonstration.

Redline pilots Ken Rieder and Jon Thocker flew early on in their aviation career in Dayton.

“We’re excited to be here, and we’re excited to perform in Dayton,” Rieder said.

Betty Byrum of Franklin, Ohio, tries to attend the air show every year. She said the jet team’s cancellation did not affect her family’s decision to come to the show.

“It’s sad, but completely understandable after what happened,” she said. “The show is a great day. You see things you never get to see normally.”

The weather did affect the number of spectators who were treated for heat-related issues. Bill Mangas, medical operations manager for the air show, said more than 50 percent of patients treated there would suffer from heat-related issues.

Mangas said 15 patients have been treated by the medical team as of 1:30 p.m. One patient was transported to a local hospital. Officials did not comment on the condition of the patient or the total number of spectators treated in the afternoon.

Patients were treated for injuries, heat-related illnesses and other issues. The air show has two medical tents staffed with 75 medical professionals from local hospitals. There are also 23 fire departments present, and six ambulances.

Mangas encouraged spectators to wear sunscreen, hats and sunglasses Sunday.

“Everyone should really take breaks from the sun,” he said. “Drink water before the show tomorrow and now during it.”

He expects more patients than years past due to the large crowd turnout.






Roger Doctor, public safety director for the air show, said the air show had 40 police officers were on scene, and that security protocols were not changed due to recent events such as the Orlando mass shooting.

No arrests or issues at first day of Vectren Dayton Air Show. More than 10 security personnel were placed at each gate. Guests’ bags and belongings were checked for prohibited items.

“We have one of the most thorough safety plans I know of,” he said. “We didn’t change anything because it didn’t need to be changed. It’s top notch.”
Gates open at 9 a.m. Sunday.

HOW TO GO

WHAT: Vectren Dayton Air Show
WHEN: 9 a.m. to 6 p.m. Sunday. Performances between noon to 4 p.m.
WHERE: Dayton International Airport, 3800 Wright Drive, Vandalia.
For more information, log onto www.daytonairshow.com or dayton.com

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

Pilots share joy of flying vintage aircraft at Olympic Airshow

Kathryn's Report: http://www.kathrynsreport.com



Pilots, patrons, collectors and the curious are flocking to the Olympia Regional Airport this weekend for the 18th annual Olympic Airshow.

The carnival-like atmosphere offers an opportunity for attendees to browse vintage planes from the early 1920s to the late ‘50s. The fully functional aircraft are scattered across the airport’s runway, and clubs like the Cascade Warbirds circulate, giving history lessons to incoming visitors.

Longtime volunteer Gaylan Gaither said the weekend’s motto is “Keep em’ flying,’ a term coined by pilots to encourage each other to continue restoration of the wartime planes.

“I just appreciate aviation and everything it offers,” Gaither said. “I live in Washington six months out of the year, and a big reason is to come back and learn more about aviation at this show.”



The Historic Flight Foundation, founded in 2003, is a charity that encourages young people to get involved with engineering and physics. The foundation uses its 14 planes as motivation. This weekend, Historic Flight brought four aircraft, including a Grumman F8F-2A Bearcat.

The Bearcat was produced during World War II, for the purpose of reaching high altitudes quickly — 10,000 feet in 91 seconds — to combat Japanese bombers during attack.

However, the war ended by the time manufacturing of the Bearcat was complete. So the Blue Angels used the Bearcat to tour the country, flaunting it to prospective naval pilots.

The Bearcat in Olympia this weekend participated in the first Reno Air Race in 1964, which is “the Kentucky Derby of vintage aviation,” said John Sessions, founder of Historic Flight. It can reach 430 mph, and is one of nine left in the world.



Another focus of Historic Flight is training pilots to fly the old planes. Many modern pilots learn to manage a plane, not physically control it, as is necessary with older planes.

“Some of the pilots who are flying the big jets really need to learn how to fly without an autopilot,” Sessions said. “Many of the pilots who are flying commercial airplanes don’t recognize when they’re upside down.”

Brad Engbrecht, an airline pilot for Cathay Pacific Airways in Asia, says commercial airliners are only piloted during the first and last 30 minutes of any flight. The rest of the time, the flight is on autopilot.

“The training has gotten away from hands and feet skills and went to more managing on autopilot,” Engbrecht said. “If you talk to the old-school guys, they’ll tell you it’s really a shame.”

Managing a plane means communicating with ground stations and controlling the GPS embedded in an airliner, Engbrecht said.

Before takeoff, the pilot computes a route and the amount of fuel the airliner will need; then the pilot does a manual takeoff. When the plane has leveled out at 35,000 feet, the pilot presses the autopilot button, and the plane flies itself on the designated route.

Engbrecht brought his Nanchang CJ-6A — a Chinese Air Force trainer plane — to the air show. He appreciates how classic aircraft demand so much.

“I fly airliners for a living, so this is a way to enjoy flying again,” Engbrecht said.

OLYMPIC AIR SHOW


When: Gates open at 9 a.m. Sunday. Opening ceremonies will be at noon, followed by aerobatic performances until about 4 p.m.

Where: Olympia Regional Airport, 7637 Old Highway 99 SE, Tumwater.

Admission: $15 for those 7 and older

Note: Bring your own chairs, as it’s grass seating only this year.

Information: olympicairshow.com

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

Piper PA-28-160 Cherokee, Clp - Escola De Aviacao Civil Ltda, PT-CFE: Fatal accident occurred May 29, 2016 in Corumbaíba, Goiás, Brazil



NTSB Identification: ERA16WA207
14 CFR Non-U.S., Non-Commercial
Accident occurred Sunday, May 29, 2016 in Corumbaiba, Brazil
Aircraft: PIPER AIRCRAFT PA-28-160, registration:
Injuries: 4 Fatal.

The foreign authority was the source of this information.

On May 29, 2016, about 1630 universal coordinated time, a Piper PA-28-160, Brazilian registration PT-CFE, was destroyed when it impacted terrain after an in-flight loss of control near the municipality of Corumbaiba, State of Goias, Brazil. The foreign certificated pilot and three passengers were fatally injured. The flight departed from an unregistered airfield and was performing local sightseeing operations.

This accident investigation is under the jurisdiction of the Aeronautical Accident Prevention and Investigation Center (CENIPA) of Brazil. Any further information pertaining to this accident may be obtained from:

Aeronautical Accident Prevention and Investigation Center
Investigation Division
CENIPA
SHIS - QI 05-VI Comar
Brasilia-DF, Brazil 71.615-600
Telephone: (55-61) 3364-8800
Fax: (55-61) 3365-1004
dipaa.spai@cenipa.aer.mil.br

This report is for informational purposes and contains only information released by the Government of Brazil.


Um avião monomotor caiu na tarde deste domingo nas proximidades da GO-139, em Corumbaíba, a 220 quilômetros de Goiânia. A aeronave caiu a 50 metros da cabeceira do aeródromo de Corumbaíba e explodiu. No voo estavam o piloto e outros três passageiros, e todos morreram na hora.

Segundo a PM, o acidente ocorreu às 13h30 e ainda não se sabem os motivos da queda. Segundo testemunhas que estavam no local, a aeronave estava voando normalmente quando caiu de repente. 

Como os corpos estão carbonizados, a polícia ainda não conseguiu fazer a identificação oficial das vítimas. Apenas a morte de um passageiro, L.J, de 16 anos foi confirmada pela família. L. era sobrinho de um verador da cidade e estava acompanhado de duas amigas, também adolescentes, durante o voo. 

Segundo informações preliminares do Corpo de Bombeiros, o avião era pilotado por Israel Gomes. Testemunhas também relataram que a aeronave, que é de uso particular de um proprietário rural da região, estava sendo utilizada comercialmente durante as festividades do aniversário da cidade de Corumbaíba.

Publicações nas redes sociais mostram que o serviço de "voo panorâmico" era ofertado a um preço de R$ 60. 

O Corpo de Bombeiros foi acionado para combater as chamas e retirar os corpos. A PM ainda faz o isolamento do local enquanto espera a chegada da equipe do Sexto Serviço Regional de Investigação e Prevenção de Acidentes Aeronáuticos (Seripa IV), que ficará responsável pela perícia e investigação do caso. 






Um avião de pequeno porte caiu neste domingo (29) às margens da GO-139, em Corumbaíba, no sul de Goiás. Segundo informações do Corpo de Bombeiros, quatro pessoas morreram no acidente.

A Polícia Rodoviária Estadual informou que a aeronave caiu no km 23, a 200 metros da rodovia e próximo a uma pista de pouso da região. Com o impacto, um incêndio carbonizou o avião e também os corpos dos ocupantes.

Após a queda, a polícia isolou o local e o Corpo de Bombeiros foi acionado para apagar o incêndio e retirar os corpos dos destroços. "Está confirmado que era um piloto e três passageiros. Testemunhas disseram que ele fazia voos panorâmicos na região e, durante um desses passeios, aconteceu o acidente", explicou o subtenente da corporação, Fábio Mesquita.

Por telefone, a assessoria da Força Aérea Brasileira (FAB) informou que uma equipe do Cenipa já foi avisada e vai se deslocar para o local do acidente ainda nesta tarde para começar as investigações.

Cirrus SR22, N678Z: Accident occurred June 18, 2016 near Colorado Springs East Airport (CO49), Ellicott, El Paso County, Colorado

National Transportation Safety Board - Aviation Accident Preliminary Report: http://app.ntsb.gov/pdf

http://registry.faa.gov/N678Z

FAA Flight Standards District Office:  FAA Denver FSDO-03

NTSB Identification: CEN16LA223
14 CFR Part 91: General Aviation
Accident occurred Saturday, June 18, 2016 in ColoradoSprings, CO
Aircraft: CIRRUS DESIGN CORP SR22, registration: N678Z
Injuries: 1 Serious, 2 Minor.

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

On June 18, 2016, about 1411 mountain daylight time, a Cirrus Design Corporation SR22 airplane, N678Z, descended under the canopy of the cirrus airframe parachute system (CAPS) and impacted terrain near Colorado Springs, Colorado, following an inflight loss of engine power. The pilot, a pilot rated rear-seated passenger sustained minor injuries and a pilot rated passenger in the right seat sustained serious injuries. The airplane sustained substantial damage during the impact. The airplane was registered to an individual and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Day visual meteorological conditions prevailed in the area of the accident and the flight was not operated on a flight plan. The local flight originated about 1345 from the City of Colorado Springs Municipal Airport (COS), near Colorado Springs, Colorado.

According to a preliminary statement, the pilot of the accident airplane reported that he was participating in a Cirrus Owners and Pilots Association flying clinic. He departed from COS with two others on board for training in a local practice area located about 15 miles east of COS. The pilot stated that after 20 minutes of air work, at approximately 8,500 feet above mean sea level, the oil pressure reading indicated in the green but lower than normal and he noticed a roughness in the engine. The roughness continued and the airplane was losing power. Air traffic controllers were advised that the flight was headed back to COS with an engine problem. He said that with the power available, the airplane began losing altitude and airspeed. The pilot determined the flight could not make a landing at COS, which was about 11 nautical miles west of the airplane's present position, or Meadow Lake Airport, which was about 6 nautical miles north. He indicated that no suitable landing areas were identified and he pulled the parachute handle. The parachute deployed and the airplane impacted the ground nose low and it stabilized upright on its main landing gear.

According to the safety pilot seated in the front right seat of the accident airplane, he flew the accident airplane in the morning during the demonstration phase of training with no issues noted. Circumstances arose where the pilot rated passenger in the rear seat did not have a headset and the rear-seated passenger chose to observe in silence due to time constraints.

The safety pilot indicated that his purpose during the flight was to illustrate formation-flying techniques and then help new pilots with safely learning those skills. He reported that after a preflight brief he held an additional briefing emphasizing that the aircraft owner is the pilot in command and is responsible for all emergencies as he, as a safety pilot, is not familiar with the owner's equipment.

According to the safety pilot, a 10-second interval departure was used. During the takeoff roll, the rear seated passenger noticed the oil light was on just prior to takeoff when the engine was at idle. However, the light went off during the engine run up so he did not think it was a problem. The safety pilot related that he had observed his oil pressure light on while at idle numerous times with a warm engine.

The safety pilot indicated that the takeoff, rendezvous, and initial formation training were normal. As a wingman, you are usually unaware of your location, altitude, or airspeed. He said that your whole world revolves around the lead aircraft where you do not even have time to monitor your engine. The safety pilot said, "If you have never flown as a wingman you just don't understand how much you have to trust your plane while keeping your eyes on lead AT ALL TIMES. I even commented on this during the initial 4-hour brief - if you have a weak engine don't fly. When there is a lead change it takes a moment for you to figure out where you are."

The safety pilot reported that this engine failure was extremely subtle. At no time did he notice anything out of the green. The pilot mentioned his oil pressure looked low at 27 psi and he asked what was normal but the pilot did not know. It was still in the green and we looked at the other engine parameters, all in the green. The accident airplane had fallen behind the lead airplane and was five plane lengths away on his right wing. The safety pilot said that a slow "pinging" about every 10 - 15 seconds started and that is when the pilot elected to return to the airport. The formation flew as briefed where the accident airplane took over as the lead airplane. The pilot informed air traffic control of engine problem. An intermediate power setting was set and the engine indications remained in the green. The pinging interval started to decrease and the engine never sputtered.

A controller advised the flight of bearings and distances to three airfields. The safety pilot stated that with the remaining altitude, they immediately knew they could not make any of them. He noticed and told the pilot the airspeed was low with an indication of 100 knots while the airplane was at 7,100 feet above mean sea level. The pilot told him that the throttle was full forward and the safety pilot immediately called Mayday, Mayday, Mayday and called for the CAPS deployment.

The safety pilot reported that the PIC would pull the CAPS unless incapacitated, as briefed during preflight briefing. According to the safety pilot, the pilot's previous and overriding training habit kicked in so he looked for a place to land. The pilot asked for confirmation, realized that the CAPS was the correct option, and pulled the CAPS handle at the safety pilot's second request. The airplane's altitude was 7,000 feet above mean sea level and its airspeed was 80 knots. The handle came out and down. However, it took a strong second pull to get the rocket to fire. The safety pilot estimated that the CAPS deployment occurred about 800 feet above ground level.

The safety pilot said that there was a huge deceleration after the CAPS deployment. There was a moment of weightlessness and then the nose pitched down. The safety pilot, in part, said:

All I saw was the ground rushing up rapidly. ... We violently impacted nose down. I screamed in pain. It felt as if I was stabbed in my neck and lower back, all on the left side. It took a few seconds to access my condition. Wiggle fingers and toes, move head, etc. When I realized I was alive I looked over at [the pilot]. It initially looked like he was slumped over to the left but then observed him move with purpose. He stated his door was jammed, grabbed the hammer and started whacking away at the forward part of his door window. [The rear seated passenger] ... told me to try my door. It opened, I crawled out and went to move the seat forward but [the rear seated passenger] had already slithered out so I went down the wing.

The safety pilot flying in the other formation airplane, in part, said: 

I observed N678Z deploy CAPS, and informed Approach that I saw a "good chute". I did not look at the altimeter, but I recall thinking that we were very low. N678Z struck the ground within just a few seconds, in a nose-low attitude that I estimate at about 80 degrees. A large dust cloud was raised; the impact appeared violent to me, and I was not sure that it was survivable by any of the occupants.

The passenger in the rear seat of the accident airplane helped the accident pilot egress out of the right side door. The safety pilot reported that first responding people helped deflate and wrap up the chute. After that, his neck started hurting again. The three occupants were subsequently transported to a hospital.

The 64-year-old pilot held a Federal Aviation Administration (FAA) commercial pilot certificate with an airplane single engine land and instrument ratings. He held a flight instructor certificate for single engine airplanes. He also held a third-class medical certificate that was issued on June 1, 2016, with a limitation that he must wear corrective lenses. The pilot reported that he had accumulated 1,289 hours of total flight time and accumulated 30 hours in the same make and model as the accident airplane.

N678Z, a 2002 model Cirrus Design Corporation SR22, serial number 0311, was a four-place single engine low-wing airplane powered by a six-cylinder, Continental Motors model IO-550 engine, that drove a three-bladed Hartzell constant speed propeller. According to airplane logbook entries, an annual inspection was completed on November 13, 2015. The airplane accumulated 787.9 hours of total flight time at the time of that inspection. Another entry indicated that a Forced Aeromotive Technologies, Inc. supercharger was installed on the engine on June 11, 2016.

According to technical information from the supercharger manufacturer's website, the supercharger is belt driven off the accessory drive, similar to the alternator. It will run much cooler than a turbocharger and should result in much lower maintenance costs. It will add 7 to 8,000 feet of altitude performance to the Cirrus SR-22. Impeller speed is a function of engine RPM and therefore over speed and bootstrapping are not considerations. There are no MP fluctuations while adjusting the throttle, or mixture. Idle cool down periods are not necessary. Manifold pressure is limited to 29.6 inches at full power.

Manifold pressure is maintained automatically by a state of the art electronic boost controller designed for the SR22 by FAT. The controller generally reacts to throttle changes in less than one second. The boost controller is not affected by cold oil temperatures or cold take off conditions and will operate quickly to control boost even down to -50F.

The aircraft was fitted with a CAPS designed to recover the aircraft and its occupants to the ground in the event of an in-flight emergency. The CAPS contains a parachute (within a deployment bag) located within a fibreglass CAPS enclosure compartment, a solid-propellant rocket contained within a launch tube to deploy the parachute, a pick-up collar assembly and attached Teflon-coated steel cable lanyard and incremental bridle, a rocket activation system that consisted of an activation handle, an activation cable, and a rocket igniter, and a harness assembly which attached the parachute to the fuselage.

At 1354, the recorded weather at COS was: Wind 170 degrees at 9 knots gusting to 16 knots; visibility 9 statute miles; sky condition few clouds at 7000 feet; temperature 29 degrees C; dew point 11 degrees C; altimeter 30.36 inches of mercury.

The airplane was found upright about 11 miles east of COS. Its engine and cowling were bent upward forward of the firewall. The CAPS parachute was found deployed. A recovery company relocated the wreckage. The engine will be shipped to its manufacturer for a detailed examination. The memory chip from the avionics display will be shipped to the National Transportation Safety Board Recorder Laboratory to see if it contains data in reference to the accident flight.

The occupants of the other airplane in the formation flight collected GPS and photographic data during the accident airplane's power loss and descent. This data will be reviewed during the subsequent accident investigation.




The El Paso County Sheriff's Office tells 11 News three men were taken to the hospital when the small, private plane they were in crashed in a field near Ellicott, east of Colorado Springs.

According to a Sheriff's Office spokeswoman, the plane crashed around 2:15 Saturday afternoon.

The Cirrus SR22 is equipped with a Airframe Parachute System that the pilot deployed when the plane suffered engine failure.

Officials say the pilot radioed the tower at the Colorado Springs Airport, saying that they were having engine troubles and would be trying to make it to the airport, but the pilot realized they would not make it and deployed the parachute.

The two passengers were flown to the hospital by helicopter. The pilot was taken by ambulance. There is no word yet on how serious the three men's injuries are.

The plane crashed on private ranch land. The FAA will now take over the investigation, but that won't happen on-scene. The plane will be moved to a facility where investigators try to figure out exactly what caused the plane to crash.

Story and video:  http://www.kktv.com



COLORADO SPRINGS -

Crews are responding to an emergency aircraft landing in a field near Schreiver Air Force Base.

A Cirrus SR22 with three people on board landed in a field two miles south of Highway 94 on Peyton Highway Saturday afternoon. 

The Cirrus Airframe Parachute System deployed after the plane's engine failed during the approach to Colorado Springs airport.

All three people on board at the time of the crash have been taken to the hospital. The extent of their injuries is unknown at this time. 

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



COLORADO SPRINGS -

Emergency crews are responding to an emergency landing outside Schriever Air Force Base.

The Colorado Springs Fire Department tweeted on Saturday that a plane had to make an emergency landing.

At around 2 p.m., officials announced that a plane had engine failure and was forced to make an emergency landing near Highway 94 and Peyton Highway on Saturday.

According to the El Paso County Sheriff's Office, after the Cirrus Airframe Parachute System deployed it landed on private property.

The El Paso County Sheriff's Office stated there were three people on board.

No word on injuries at this point.

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





A plane made an emergency landing this afternoon in a field near Schriever Air Force Base, off of Highway 94 and South Peyton Highway.

There were three people in the plane, according Natalie Sosa, a spokeswoman for the El Paso County Sheriff's Office. 

The pilot was taken to the hospital by ambulance with minor injuries, and other two passengers were carried by helicopter to hospitals.

No further information was available about the passengers' injuries.

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



EL PASO COUNTY, Colo. – Three people were injured when a plane made an emergency landing in a field near Schriever Air Force Base Saturday afternoon.

The El Paso County Sheriff’s Office said the male pilot was headed to the Colorado Springs Airport after reporting aircraft failure, but before he could make it there the engine completely shut down. Officials said he then opted to make an emergency landing in a field off Highway 94 and Peyton Highway.

The pilot was taken to the hospital by ambulance with minor injuries.

Officials said his two male passengers were flown from the scene by Flight for Life and Memorial Star to local hospitals. The extent of their injuries hasn’t been released.

The plane was a Cirrus SR22.

The FAA and NTSB will be investigating.

Beechcraft C23 Sundowner, N9246S: Accident occurred June 18, 2016 near Ernest A. Love Field Airport (KPRC), Prescott, Yavapai County, Arizona

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

NTSB Identification: WPR16LA128 
14 CFR Part 91: General Aviation
Accident occurred Saturday, June 18, 2016 in Prescott, AZ
Probable Cause Approval Date: 08/28/2017
Aircraft: BEECH C23, registration: N9246S
Injuries: 1 Minor, 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 pilot/owner and the pilot-rated passenger were making a multiple-leg cross-country trip. The day before the accident on two legs of the trip, the airplane’s engine had run rough and experienced a partial power loss; both instances occurred after reaching cruise flight altitude and leaning the engine’s fuel/air mixture. Due to the engine anomaly, the pilots elected to divert the night before the accident rather than continuing to the final destination in night conditions. The pilot/owner then consulted her mechanic, who attributed the power loss to vapor lock as a result of the weather conditions and instructed her to lean the mixture during the next pre-takeoff engine run-up.

The next morning, the pilots performed a preflight inspection. The airplane was not fueled before departure, and both pilots stated that the fuel onboard was adequate for the flight; however, neither provided the specific fuel quantity contained in each tank. The pilots departed with the left fuel tank selected and established a cruise altitude of 10,500 ft; the pilot/owner stated that she “did not lean the mixture at all” during the flight. About 50 minutes from the destination, the pilots switched the fuel selector from the left fuel tank to the right tank. Nearing their destination airport, they initiated a cruise descent and retarded the throttle to 1,800 rpm; the engine subsequently experienced a total loss of power. They attempted to restore engine power by cycling the throttle and mixture control but were unable to restart the engine. They did not switch fuel tanks. After determining that the airplane would not reach the runway, the pilots performed a forced landing to desert terrain. The airplane subsequently impacted the ground hard and bounced before it came to rest in an area of sparse desert vegetation about 1/2 mile from the airport. 

A postaccident examination revealed that the fuel system was intact and not damaged during the accident; the right tank was found void of fuel, and the left tank contained about 10 gallons. Examination of the fuel sensor system showed that both the left and right fuel gauges erroneously indicated fuel was available when the fuel transmitters were placed in the empty position. An engine test run revealed no anomalies.

Based on the information provided by the pilots, the airplane likely departed on the accident flight with about 30 total gallons of fuel. Although fuel computations using the pilots’ flight plan indicated that the right fuel tank, which was selected at the time of the engine power loss, should have had about 8 gallons of usable fuel remaining, the tank was void of fuel at the accident site.

The fuel consumption figures provided in the pilot’s operating handbook indicated that the airplane’s fuel consumption during the flight would have ranged from about 8.7 gallons per hour (gph) to 10.2 gph depending on the engine power setting and with the fuel-air mixture leaned to maximum power then slightly enrichened. Given that the fuel system was intact and that the right tank was completely void of fuel, the loss of power was likely the result of fuel starvation due to inflight fuel mismanagement. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilots' improper inflight fuel management, which resulted in a total loss of engine power due to fuel starvation.
The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona
Textron Aviation; Wichita, Kansas
Lycoming Engines; Williamsport, Pennsylvania 

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/N9246S




NTSB Identification: WPR16LA128 
14 CFR Part 91: General Aviation
Accident occurred Saturday, June 18, 2016 in Prescott, AZ
Aircraft: BEECH C23, registration: N9246S
Injuries: 1 Minor, 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 June 18, 2016, about 0815 mountain standard time, a Beech C23 airplane, N9246S, was substantially damaged during a forced landing following a total loss of engine power near Prescott, Arizona. The private pilot/owner was not injured, and the pilot-rated passenger received minor injuries. The airplane was owned and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the cross-county flight, which departed Grants-Milan Municipal Airport (GNT), Grants, New Mexico about 0715 mountain daylight time. The personal flight was destined for Ernest A. Love Field Airport (PRC), Prescott, Arizona.

The pilots were participating in a point-to-point air race event. They departed Philip Billard Municipal Airport (TOP), Topeka, Kansas, the previous day at 0815 central time with about 52 gallons of fuel onboard. They reached a cruise altitude of 6,500 feet and flew for about 4 hours before they arrived at their second waypoint, Dalhart Municipal Airport (DHT), Dalhart, Texas. After they topped off the fuel tanks with 35.5 gallons of fuel, they departed for Tucumcari, New Mexico (TCC). As they reached their cruise altitude of 8,500 ft, they leaned the mixture control and, moments later, the engine lost power. The pilot enrichened the mixture and engaged the fuel boost pump and the engine "came back to life." Later in the flight, an Air Route Traffic Control Center controller informed the pilot of a temporary flight restriction (TFR) along their route of flight. After 2 hours and 20 minutes of flight, the pilots chose to land at an airport in Sandia, New Mexico to adjust their route of flight around the TFR. They subsequently departed to the east and flew an indirect route to Socorro Municipal Airport (ONM), Socorro, New Mexico. They refueled the airplane with 27 gallons of fuel and filled the left tank until it reached a fuel quantity of 26 gallons usable fuel. The right tank was filled to the tabs, which, according to the aircraft's flight manual, provided 15 gallons of usable fuel. During their subsequent flight to PRC, the destination airport, they leaned the mixture after they reached their cruise altitude, 8,500 ft, and the engine lost power again. The pilot enrichened the mixture and engaged the fuel boost pump, and engine power was restored approximately 20 seconds later. As the evening approached, they decided to land at GNT and spend the night. 




The following morning, the pilot/owner contacted her mechanic to discuss the engine problems they had encountered. The mechanic attributed the power loss to vapor lock as a result of the density altitude and hot temperature conditions, and suggested a higher run-up power setting and to lean the mixture for best power on the ground. They followed the mechanic's instructions by learning the mixture out on the ground and subsequently departed with the fuel selector on the left fuel tank. According to the pilot's recount, they leaned the mixture knob out on the ground for "best power," but did not adjust it during the accident flight. About 1 hour and 10 minutes into the flight at a cruise altitude of 10,500 ft, the pilot determined they had about 49 minutes of flight time remaining. She then selected the right fuel tank, "believing at this point there was now more fuel in the right tank than the left." Within a few miles of their destination airport, the pilot/owner told the pilot-rated passenger seated in the right seat, who had assumed control of the airplane for the cruise portion of the flight, that they needed to initiate a descent. The pilot/owner reviewed the descent checklist and activated the fuel boost pump, ensured the fullest (right) fuel tank was selected, the landing gear was down, and the mixture was in the full rich position. After they retarded the throttle to approximately 1,800 rpm, the engine experienced a total loss of power. They advanced the throttle and cycled the mixture control, but did not receive a response from the engine. Seconds later, they observed a burst of engine power, so the pilot gradually leaned the mixture control, but the engine did not produce any further power. She subsequently attempted to restart the engine, but was unsuccessful. The pilot/owner notified the tower controller at PRC, who cleared them to land on runway 21L. They descended the airplane rapidly, but then determined they would not reach the runway due to the 30 degree turn that was required, so they proceeded to land straight ahead. The airplane impacted the ground hard at approximately 80 mph and bounced. The airplane then returned to the ground and stopped. According to the pilot-rated passenger, the main landing gear separated shortly after the airplane touched down, and the airplane skidded up the rising face of a small berm. An initial report from an airport operations representative indicated that the airplane came to rest in an area of sparse desert vegetation about 1/2 mile north of PRC. The pilot/owner subsequently reported that she did not attempt to switch fuel tanks after the loss of power. Photographs provided by an airport operations representative and the Federal Aviation Administration revealed substantial damage to the right aileron and the left wing.

A fuel performance computation was completed based on the flight plan information provided by the pilots. According to the pilot/owner's statement, they departed ONM with approximately 26 gallons of usable fuel in the left tank and 15 gallons of usable fuel in the right fuel tank, and completed a 1 hour flight to GNT at a cruise altitude of 8,500 ft with the fuel selector on the L tank. Based on these values, the engine would have consumed about 10.9 total gallons of fuel. Before they departed GNT, the pilot-rated passenger confirmed the presence of fuel in both fuel tanks. They subsequently departed GNT on a 2-hour flight with approximately 16.6 gallons of fuel in the left tank and 15 gallons of fuel in the right tank. Approximately 1 hour and 10 minutes into the flight, they switched the fuel selector from the left tank to the right tank. Given these calculations, at the time of the loss of power, the left tank should have contained about 9.7 gallons of usable fuel, and the right tank should have contained about 7.6 gallons of usable fuel. 

According to a representative of the airport who arrived on scene about 1 minute after the fire department, both occupants stated to him that they had turned the fuel off before they exited the airplane. The representative did not detect a fuel odor at the site, nor did he observe any indication of a fuel leak during the time he was in proximity of the airplane. The airport representative did not observe any traces of fuel on the ground when the airplane was lifted on the flatbed truck during the recovery effort. A representative of the recovery team stated that 10 gallons of fuel were drained out of the left fuel tank, and the right fuel tank was void of fuel. 

A fuel system inspection and engine test run was completed by a representative of the airplane manufacturer under the supervision of an NTSB investigator. During the inspection of the fuel system, the representative did not observe any breaches of the right or left fuel tanks. The fuel strainer, located between the fuel selector valve and the engine, was equipped with a quick drain at its base that had been sheared off during the accident sequence. According to a representative of the airframe manufacturer, placing the fuel selector valve in the OFF position prevents fuel in the tanks from moving to the fuel strainer. A bolt was installed in place of the quick drain to prevent fuel from draining out during the engine test run. Both fuel gauges indicated full fuel when the fuel transmitters were moved by hand to the full position, but showed ¼ full when the fuel transmitters were placed in the empty position. The engine was subsequently test run with new fuel that was introduced from an external tank attached to the fuel system at the right wing root as both wings had been removed during recovery of the aircraft. After the right fuel tank was selected, the engine was run to 2,200 rpm. The engine functioned normally during the magneto check and engine run up as the fuel flow indicator remained within the normal range. The engine did not show any power interruptions when the throttle was advanced rapidly. An engine backfire was heard once when the throttle was rapidly reduced from 2,200 rpm to 700 rpm; however, the engine continued to run. The engine test was repeated with fuel fed from the left side and no anomalies were observed. 

During a follow-up interview, the pilot-rated passenger reported that she sumped and visually inspected the fuel tanks to verify the presence of fuel. According to her recount, she observed that the fuel quantities "were enough to take off." Although she did not normally use the fuel gauges to track the fuel quantities, the pilot/owner stated that with about 45 minutes of flight time remaining, she observed the left fuel gauge needle entering the yellow band, a slightly below half-full indication, and the right gauge needle in the yellow band, which she equated to about 9 gallons of fuel remaining in the right tank. 

According to the pilot's operating handbook (POH), the yellow band of the fuel gauges represents a fuel quantity between empty and 3/8 full, approximately 9 gallons. The POH shows a fuel consumption of 8.7 gallons per hour (gph) at a power setting of 66% and 10.2 gph at a power setting of 75%; with the fuel-air mixture leaned to produce maximum rpm, then slightly enrichened. 



NTSB Identification: WPR16LA128
14 CFR Part 91: General Aviation
Accident occurred Saturday, June 18, 2016 in Prescott, AZ
Aircraft: BEECH C23, registration: N9246S
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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On June 18, 2016, about 0815 mountain standard time, a Beechcraft C23 airplane, N9246S, was substantially damaged during a landing attempt in Prescott, Arizona following a loss of engine power. The private pilot and pilot rated passenger were not injured. The airplane was owned and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the cross county flight that departed Grants-Milan Municipal Airport (GNT), Grants, New Mexico at approximately 0630 mountain daylight time. The personal flight was destined for Ernest A Love Field Airport (PRC), Prescott, Arizona. 

The pilot reported that she and her friend, a pilot rated passenger, were on their way to PRC to participate in an air race. They departed GNT with the fuel selector in the left tank position and about 36 gallons of fuel onboard. After the occupants reached their cruise altitude, the pilot handed the controls over to the pilot rated passenger for the remainder of the flight, while the pilot continued to operate the radio. They made contact with the tower controller about 5 nautical miles east of the airport and reduced engine power to begin a descent. When the engine suddenly lost power, the occupants immediately cycled the throttle and mixture and activated the fuel boost pump, which produced a brief surge of engine power. They contacted the tower controller to report the engine failure and to declare an emergency. The controller cleared the airplane to land on runway 21L, but as the pilot rated passenger turned towards the runway she realized the airplane would not reach the airport. The pilot reported that they had experienced two separate power losses in the days leading up to the accident, but successfully restarted the engine during both events. 

According to the pilot rated passenger, the main landing gear separated shortly after the airplane touched down. The airplane then skidded up the rising face of a small berm. An initial report from an airport operations representative indicated that the airplane came to rest in an area of sparse vegetation about one half mile north of PRC. 

The wreckage was retained for further examination. 
========

A Beechcraft Sundowner pilot successfully landed the craft after losing power near the Prescott airport.

Shortly after 8 a.m. Saturday, June 18, air traffic control received a report of an aircraft in distress which would be attempting to land at Ernest A. Love Field.

The small aircraft with two occupants reportedly lost power as it crested Mingus Mountain and the pilot was attempting to glide it down to the runway.

The aircraft rescue vehicle Foam 73 and Rescue 73 staged near the runway as two additional engines from Prescott and Chino Valley fire departments and a Prescott Fire battalion chief responded to the airport in support.

While staging, the Station 73 personnel lost sight of the plane as it approached the runway.

Foam 73 staff found the Beechcraft had made a successful belly landing roughly a half mile from the end of the runway near the solar power plant. Both occupants of the plane were out and walking when emergency personnel reached them.

The two women were evaluated for injuries and refused treatment or transport. The aircraft remained intact and did not ignite any fires in the grass. Foam 73 remained on scene for an hour while all other responding units were released.

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

Beech P35 Bonanza, N112MB; accident occurred June 18, 2016 near Westerly State Airport (KWST), Washington County, Rhode Island -Kathryn's Report

http://registry.faa.gov/N112MB

FAA Flight Standards District Office: FAA Boston FSDO-61


NTSB Identification: ERA16LA217
14 CFR Part 91: General Aviation
Accident occurred Saturday, June 18, 2016 in Westerly, RI
Aircraft: BEECH P35, registration: N112MB
Injuries: 1 Minor.

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

On June 18, 2016, about 1235 eastern daylight time, a Beech P35, N112MB, performed a forced landing to the ocean after a total loss of engine power near Westerly, Rhode Island. The private pilot received minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The airplane was owned and operated by the pilot and the flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight originated from Francis S. Gabreski Airport (FOK), Westhampton Beach, New York, with an intended destination of Taunton Municipal Airport (TAN), Taunton, Massachusetts.

In an interview with a Federal Aviation Administration Inspector, the pilot stated that while enroute, he attempted to reduce the manifold pressure, however it did not respond. Next he heard a "loud bang," oil covered the windscreen of the airplane, and the engine lost total power. Furthermore, the pilot reported that the propeller rpm "was all over the place" prior to the total loss of engine power. He performed a forced landing to the ocean about 3 miles west of Westerly State Airport (WST), Westerly, Rhode Island. After landing in the water, the pilot egressed without incident, and the airplane sank.

The airplane was recovered and a postaccident examination revealed that the wings, empennage, and fuselage sustained substantial damage during the accident sequence. In addition, a hole was noted in the top of the engine crankcase.

The engine was retained for further examination.




WESTERLY — A single-engine plane en route from Long Island to Taunton, Mass., crashed off the coast of Weekapaug Saturday afternoon and the pilot was rescued by two lifeguards.

Aaron Perkins, Weekapaug Fire District lieutenant and lifeguard supervisor, said that the plane hit the water about 200 feet off what is known as Inn Beach, located on Spray Rock Road at 12:30 p.m.

Perkins said that two lifeguards, Curt Dumas and David Darling, responded immediately: One paddled out to the plane and the other swam, each with his emergency equipment.

“The pilot was trying to climb out the plane and the two lifeguards helped him,” Perkins said. “They helped him onto the surfboard and paddled him in.”

Officials said that the pilot, Alexander Piekarski, 62, of East Moriches, N.Y., was taken to Rhode Island Hospital in Providence with non-life threatening injuries. In a statement, Cpl. Stephen Vanner of the State Police Hope Valley Barracks said that Piekarski was flying alone in a four-seat Beech Craft Bonanza, and that an initial investigation indicated that the aircraft lost power while flying over open water.

“The pilot made an attempt to head toward the Westerly airport but as a result of a loss in altitude, he elected to make an emergency landing into the water to avoid people on the beach,” Vanner reported.

Perkins said, “Fortunately no one was injured on the ground. Where the plane crashed, the water is about 15 to 20 feet deep at low tide.”

Perkins also commented that the lifeguards followed emergency procedures perfectly and worked together as a team.

“I’ve been a lifeguard for 24 years and I have to say that the lifeguards were truly heroes,” he said. “David Darling is 18 and this is his first day on the job and Curt is a 15-year veteran lifeguard and emergency medical technician.”

The Coast Guard was alerted at 12:39 p.m. but when they arrived at 12:59 p.m., the pilot was already on shore, the lieutenant said.

The plane remains submerged in front of Inn Beach. Members of the Uniform Division at the Hope Valley Barracks, along with the Westerly Police, state Department of Environmental Management, U.S. Coast Guard, and the Rhode Island Airport Corporation investigated the crash, officials said.

A State Police press release said that the state aeronautics inspector along with the Federal Aviation Administration and the National Transportation Safety Board would inspect the aircraft once it is removed from the waters.

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


Video of pilot being rescued by lifeguards at Weekapaug Beach: https://twitter.com/lfschwartz



WESTERLY, R.I. (WPRI) – A man has been rescued after his small plane crashed into the sea off Westerly.

It happened at about 12:45 Saturday afternoon close to the beach off Spray Rock Road.

According to the Coast Guard, nearby lifeguards saw the plane go down and jumped into the water to assist; they got the pilot out of the plane and got him to shore, where local firefighters took him to the hospital.

The plane has sunk and the Coast Guard is checking the site to see if it poses a threat to navigation in the area, and monitoring for any fuel spill.


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




A small plane made a crash landing off Weekapaug Beach in Westerly shortly before 1:30 p.m.

Emergency crews arrived on scene shortly after the crash.

The pilot was able to make it out of the plane safely according to reports from the scene.

There was no immediate word where the plane was coming from or heading to.

Original article can be found here:   http://turnto10.com

Smith Cub, DP131 Associates LLC, N945SP: Incident occurred June 18, 2016 in Lake Gaston, Littleton, Halifax County, North Carolina

Kathryn's Report: http://www.kathrynsreport.com

DP131 ASSOCIATES LLC: http://registry.faa.gov/N945SP

Date: 18-JUN-16
Time: 13:45:00Z
Regis#: N945SP
Aircraft Make: SMITH
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
FAA Flight Standards District Office: FAA Greensboro FSDO-39
City: LITTLETON
State: North Carolina

AIRCRAFT, EXPERIMENTAL SMITH CUB, ON LANDING ON LAKE GASTON FLIPPED OVER, WARREN COUNTY, NEAR LITTLETON, NORTH CAROLINA.




Littleton, N.C. — A small plane crashed and flipped on Saturday into the waters of Lake Gaston near Littleton.

William Bennett, of Williamsburg, Virginia, was trying to land the aircraft on the water near Eaton Ferry Bridge Road, but his wheels were engaged, according to officials. When the plane hit the water, it flipped onto its roof.

"It's just an unfortunate mishap," Bennett said. "I'm not too proud of that."

Bennett told WRAL News that he was flying from Petersburg, Virginia, to visit friends on Lake Gaston. He was not injured in the crash.

"I just heard a loud noise and ran out," said Amber Daniel, who lives on Gaston Lake. "I thought it was a sailboat because it's so windy, then I realized it was a plane, so I grabbed the phone and called 911."

Officials said Bennett's was the second seaplane to crash into Lake Gaston since late April. Three people were aboard a Maule 235 single-engine aircraft, which rolled three times across the water. Nobody was injured in the crash.

Federal Aviation Administration officials are expected to examine the plane on Monday.

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





LITTLETON, N.C. — A small plane crashed and flipped on Saturday into the waters of Lake Gaston near Littleton. 

William Bennett, of Williamsburg, Virginia, was trying to land the aircraft on the water near Eaton Ferry Bridge Road, but his wheels were engaged, according to officials. When the plane hit the water, it flipped onto its roof. 

Bennett was not injured in the crash. 

Officials said Bennett's was the second seaplane to crash into Lake Gaston since late April.

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




LITTLETON, NC (WTVD) --    The North Carolina Highway Patrol says a small plane crashed at Lake Gaston close to Eaton Ferry Road in Warren County Saturday morning.

According to investigators, the single-engine Smith Cub float plane was trying to land on the lake when it flipped over around 9:45 a.m.

Only the pilot was on board.

Original article can be found here:  http://abc11.com