Tuesday, July 12, 2016

Film crew stages plane crash in Bowie, Maryland -Kathryn's Report



BOWIE, Md. - If you saw a plume of smoke near Freeway Airport in Bowie, Maryland Wednesday, officials say there was no need to be alarmed.

According to Prince George's County Fire/EMS spokesperson Mark Brady, a film crew is simulating a plane crash at the airport this week.

The crew will be shooting scenes at the airport through Friday.

Brady says his department expects to see an uptick in 911 calls because of the shoot.

The film crew would not reveal what TV show the Bowie scenes would appear in.

Story and video:  http://www.wusa9.com

Members of a film crew at Freeway Airport prepare a damaged plane to be set on fire as part of a re-creation scene in an as-yet unnamed cable television program about a rescue.




Signs alerting motorists along Church Road in front of Freeway Airport say it all:

"Explosions and Smoke. Mock Plane Crash. July 13-15."

Sirens Media, a Silver Spring-based production company, is shooting a scene involving the re-creation of a rescue from a crashed plane, and needed the wide-open space the Bowie airport affords. The shoot is expected to last through Friday.

The company produces lifestyle and docu-soap programming, as well as hundreds of episodes of crime & investigation television, according to its web site. Its work has appeared on cable networks like the Lifetime Movie Network, TruTV and the Discovery Channel. The company has worked with Freeway Airport previously, to shoot footage for a program called "Airplane Repo."

"They've been out here before," said Matt Lindquist, the chief pilot at Freeway, which houses smaller private planes and offers flying lessons. "It's not all that regular, but I guess Freeway has that reputation of being somewhat media-friendly now. That's why they called us back."

The downed plane was placed in the northeast field on the airport property that typically serves as a helicopter landing pad.

The film shoot is quite a distance from the planes at the airport and will not disrupt the facility's normal business routine, Lindquist said.

"That was one of the keys for us to agree to do this — that it didn't impact our daily airport operations," he said.

Lindquist said he isn't counting on any cameo roles or on-camera time as a reward for his cooperation.

"I'm OK being behind the scenes," he said.

The shoot will involve setting the damaged plane on fire using propane, with diesel fuel being used to create smoke effects. The final day of shooting will involve getting aerial shots of similarly small planes taking off and landing.

Officials from the county fire marshal's office will be on hand, and fire equipment will remain throughout the production, according to Mark Brady, the chief spokesman for the Prince George's County Fire/EMS Dept.

According to a release sent out by Brady, "We have alerted all of our public safety partners, including the Maryland State Police, Prince George's County Police, Bowie Police and the County Public Safety Communication, which handles 911 calls of these events."

"Due to the hazards involved during this 3-day production, members of the general public will not be allowed inside the secured area."

Filming and special effects will occur between 10 a.m. and 6 p.m. during the three-day shoot.

Citizens, residents and visitors in the Bowie area — as well as motorists traveling along nearby route 50 — may see smoke and hear explosions from the film shoot.

"We anticipate numerous 911 calls will be made with the best intentions," Brady said in the release.

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

Cirrus SR22-GTS G3, Easy Fly, EC-KJO: Fatal accident occurred July 05, 2016 at Madrid-Cuatro Vientos Airport (LECU), Spain

NTSB Identification: CEN16WA257
14 CFR Unknown
Accident occurred Tuesday, July 05, 2016 in Madrid, Spain, Spain
Aircraft: CIRRUS SR22, registration:
Injuries: 2 Fatal.

The foreign authority was the source of this information.


On July 5, 2016, about 1940 coordinated universal time, a Cirrus SR22 single engine airplane, serial number 2558, registry EC-KJO, was destroyed after impacting terrain and obstructions while landing at Cuatro Vientos Airport at Madrid, Spain. The two occupants were fatally injured.


The accident investigation is under the jurisdiction and control of the government of Spain. This report is for information purposes only and contains only information released by or obtained from the government of Spain.


Further information pertaining to this accident may be obtained from:


Ministrio de Fomento - CIAIAC

Fruela, 6 - 1ª floor
28011 MADRID - ESPAÑA






Los dos ocupantes de una avioneta han fallecido la noche de este martes al estrellarse el aparato en el que viajaban en la parte civil del aeródromo de Cuatro Vientos, según han informado fuentes de Emergencias 112 Comunidad de Madrid y Emergencias Madrid. Los fallecidos son dos pilotos jóvenes experimentados en vuelo que estaban realizando ejercicios de aterrizaje y despegue. La avioneta es un aparato de pequeñas dimensiones modelo Cirrus SR22, con cuatro plazas, que pertenecía a la escuela de formación Aeris Aeronáutica.

El accidente se produjo sobre las 21.40 horas cuando una avioneta colisionó por causas que están siendo investigadas contra la fachada del parque de bomberos de la base aérea, que está ubicado en la parte civil del aeródromo, cuando estaba en proceso de aterrizaje en uno de los hangares. Como consecuencia del impacto, la aeronave ha ardido con los dos ocupantes en su interior. Además, en su trayectoria final, el aparato ha colisionado con otra avioneta. Los sanitarios personados en el lugar únicamente han podido confirmar el fallecimiento de estas dos personas.

En el lugar trabajan efectivos de los Bomberos de la propia base aérea de Cuatro Vientos, de la Comunidad de Madrid y del Ayuntamiento de la capital. Asimismo, se ha desplazado al lugar un dispositivo sanitario de Samur-Protección Civil y Summa-112. Según testigos presenciales, el viento pudo haber influido para que el aparato perdiera su trayectoria y se saliera de la pista. En cualquier caso, la Policía Judicial de la Guardia Civil se ha hecho cargo del accidente para trata de determinar las causas del mismo, según han indicado fuentes de este Cuerpo.

Asimismo, la Comisión de Investigación de Accidentes e Incidentes de Aviación Civil (CIAIAC), dependiente del Ministerio de Fomento, también ha abierto una investigación, según han informado fuentes de Aena. El aeródromo de Cuatro Vientos, decano de los aeropuertos españoles, tiene un uso conjunto cívico-militar desde los años setenta. En sus instalaciones se encuentran algunas de las principales academias de vuelo, clubes de vuelo o aeronaves privadas, así como servicios del Estado (Dirección General de la Policía y Dirección General de Tráfico) o empresas de trabajos aéreos.

En Cuatro Vientos, un aeródromo que en el año 2015 registró 40.250 operaciones, falleció en el año 2013 un comandante del Ejército del Aire cuando una avioneta, de tipo histórico, estaba realizando unas maniobras de acrobacia e impactó contra una nave del aeródromo.

http://www.antena3.com




Dos pilotos murieron anoche en Madrid al estrellarse la avioneta en la que viajaban en la parte civil del aeródromo de Cuatro Vientos, según fuentes de Emergencias 112 Comunidad de Madrid y Emergencias Madrid. El aparato aterrizó con dificultades en una de las pistas y acabó colisionando contra una de las paredes del parque de Bomberos de la base. Tras el impacto explotó y los dos ocupantes perdieron la vida en el acto. Sus cuerpos quedaron calcinados.

Los fallecidos, ambos de 46 años, son pilotos que pertenecían a una escuela de vuelo que posee dos avionetas para que sus socios acumulen horas de vuelo. La avioneta es un aparato de pequeñas dimensiones modelo Cirrus SR22, con cuatro plazas, que había sido importado por la empresa Aeris Aeronáutica.

A lo largo de la tarde la avioneta había realizado maniobras de aterrizaje y despegue. Sobre las 21.40 horas el aparato tomó contacto con la pista dando continuos giros. Al tocar suelo se salió de su rumbo y terminó tocando otra avioneta estacionada hasta chocar con una de las paredes del parque de Bomberos donde se encontraba un bombero y un mando que resultaron ilesos. Los testigos aseguran que la avioneta ha aterrizado con problemas. «Traía viento de cola y venía muy fuerte», ha señalado uno de los trabajadores del aeródromo que señaló que el aparato ha estado a punto de colisionar contra el edificio de servicios de Aviación Civil.

La avioneta, con matrícula EC-KJO, muy nueva y de fibra de carbono, estaba destinada a pilotos experimentados. Pertenecía a un club de vuelo en el que su socios aportan una cantidad económica y utilizan los aparatos como un servicio de multipropiedad, adaptando así sus horas anuales de vuelo a su economía y tiempo libre. La Policía Judicial de la Guardia Civil se ha hecho cargo de las investigaciones del accidente para trata de determinar las causas del mismo. Asimismo, la Comisión de Investigación de Accidentes e Incidentes de Aviación Civil (CIAIAC), dependiente del Ministerio de Fomento, también ha abierto una investigación, según han informado a Europa Press fuentes de Aena.

El aeródromo de Cuatro Vientos, decano de los aeropuertos españoles, a ocho kilómetros del centro de la ciudad, tiene un uso conjunto cívico-militar desde los años setenta. En sus instalaciones se encuentran algunas de las principales academias de vuelo, clubes de vuelo o aeronaves privadas, así como servicios del Estado (Dirección General de la Policía y Dirección General de Tráfico) o empresas de trabajos aéreos.

En Cuatro Vientos, un aeródromo que en el año 2015 registró 40.250 operaciones, falleció en el año 2013 un comandante del Ejército del Aire cuando una avioneta, de tipo histórico, estaba realizando unas maniobras de acrobacia e impactó contra una nave del aeródromo.


http://www.elmundo.es



The two occupants of a small plane died the night of Tuesday to crash the device in which they were traveling on the civilian side of Cuatro Vientos, according to Europa Press sources 112 Emergency Madrid and Emergency Madrid .

The dead are two experienced young pilots in flight they were doing landing and takeoff exercises. The plane is a small-sized apparatus Cirrus SR22 model, with four seats, which belonged to the Aeronautics Aeris training school.

The accident occurred about 21:40 hours when a small plane crashed for reasons are being investigated against the front of the firehouse airbase, which is located on the civilian side of the airfield, when he was in the process of landing in one of the hangars.

As a result of the impact, He has burned aircraft with two occupants inside. Furthermore, in its final trajectory, the device has collided with another plane. Health personates in place only been able to confirm the death of these two people.

On site work effective Firefighters airbase Cuatro Vientos itself, of the Community of Madrid and the City Council the capital. It also has moved to place a medical device Samur-Civil Protection and Summa-112.

According to eyewitnesses, the wind could have influenced the device to lose his career and went off the track. In any case, the Judicial Police of the Guardia Civil has taken over the accident to try to determine the causes thereof, as sources have indicated this body.

Also, the Commission for Investigation of Accidents and incidents of Civil Aviation (CIAIAC) under the Ministry of Development has also opened an investigation, as reported by Europa Press Aena.

The Cuatro Vientos, dean of Spanish airports, has a joint military-civilian use since the seventies. Among its facilities are some of the major academies flight, flying clubs or private aircraft and State services (Directorate General of Police and Traffic Department) or companies aerial work.

Cuatro Vientos aerodrome which in 2015 recorded 40,250 operations, died in 2013 a commander of the Air Force when a small plane, historical type, was performing some aerobatic maneuvers and crashed into a ship of the airfield.

Piper PA-25-235, Kazs Flying Service Ltd., N6803Z: Accident occurred July 03, 2016 at Lodi Lakeland Airport (9WN5), Columbia County, Wisconsin

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

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

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

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

KAZS FLYING SERVICE LTD: http://registry.faa.gov/N6803Z

NTSB Identification: CEN16LA255
14 CFR Part 137: Agricultural
Accident occurred Sunday, July 03, 2016 in Arlington, WI
Probable Cause Approval Date: 12/12/2016
Aircraft: PIPER PA 25-235, registration: N6803Z
Injuries: 1 Minor.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

The commercial pilot reported that he was conducting an agricultural application flight with the airplane at its maximum gross takeoff weight. He added that, after taking off toward the west, the airplane settled into a cornfield. He stated that there were no failures or malfunctions with the airplane preceding the accident, that the engine was running “fine,” and that there were no flight control anomalies at the time of the accident. The pilot stated that the prevailing wind was from the east gusting to 18 knots, which resulted in a gusting tailwind during the takeoff. 

The density altitude was calculated to be about 3,000 ft. It is likely that the combined effects of the airplane operating at its maximum gross weight, the elevated density altitude, and the gusting tailwind resulted in the airplane becoming airborne at an airspeed that could not be maintained outside of ground effect. The pilot subsequently failed to maintain the proper angle-of-attack as he attempted to climb the airplane out of ground effect, which resulted in an aerodynamic stall.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to establish proper airspeed and angle-of-attack during takeoff with the airplane at its maximum gross weight in elevated density altitude and gusting tailwind conditions, which resulted in an aerodynamic stall.

On July 3, 2016, about 1650 central daylight time, a Piper PA-25-235 airplane, N6803Z, was substantially damaged when it impacted terrain after takeoff from runway 27 (2,500 feet by 50 feet, turf) at a private airstrip in Arlington, Wisconsin. The pilot sustained minor injuries. The airplane was registered to and operated by Kazs Flying Service, Ltd. under the provisions of 14 Code of Federal Regulations Part 137 as an aerial application flight. Day visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight was originating at the time of the accident.

The pilot reported that the airplane settled into a corn field about one-quarter mile west of the airstrip after takeoff. The airplane was operating at the maximum gross takeoff weight. He stated that there were no failures or malfunctions with the airplane preceding the accident. He informed a Federal Aviation Administration inspector that the engine was running "fine" and there were no flight control anomalies at the time of the accident.

Weather conditions at the Dane County Regional Airport, located about 13 miles south of the accident site, at 1653, included: wind from 090 degrees at 10 knots; temperature 24 degrees Celsius; dew point 11 degrees Celsius; and altimeter 30.01 inches of mercury. The preceding observation, at 1553, included: wind from 110 degrees at 12 knots, gusting to 16 knots; temperature 25 degrees Celsius; dew point 12 degrees Celsius; and altimeter 30.03 inches of mercury. The associated density altitudes were about 2,117 feet and 2,219 feet, respectively.

The pilot noted that the airstrip was about 1,060 feet elevation and the prevailing wind was from the east (090 degrees) at 5 knots, with gusts to 18 knots. The temperature was about 30 degrees Celsius. Based on these conditions, the associated density altitude was about 3,020 feet.

NTSB Identification: CEN16LA255
14 CFR Part 137: Agricultural
Accident occurred Sunday, July 03, 2016 in Lodi, WI
Aircraft: PIPER PA 25-235, registration: N6803Z
Injuries: 1 Uninjured.

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

On July 3, 2016, about 1600 central daylight time, a Piper PA-25-235 airplane, N6803Z, was substantially damaged when it impacted terrain after takeoff from a private airstrip in Lodi, Wisconsin. The pilot was not injured. The aircraft was registered to and operated by Kazs Flying Service, Ltd. under the provisions of 14 Code of Federal Regulations Part 137 as an agricultural application flight. Day visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight was originating at the time of the accident.

Airbus Cuts A380 Production Plans: Aircraft maker to build 12 A380 planes a year from 2018, down from 27 in 2015 -Kathryn's Report



The Wall Street Journal
By Robert Wall and jon Ostrower
Updated July 12, 2016 2:28 p.m. ET


FARNBOROUGH, England— Airbus Group SE took the dramatic step of slashing planned production of A380 superjumbos amid a persistent failure by the European plane maker to secure significant orders for its flagship.

Airbus said it would build only 12 A380 planes from 2018, down from 27 in 2015.

The company also hinted it may return to the red on the program after reaching break-even only last year. Airbus said it would break even this year and again in 2017 while building 20 aircraft. Beyond that, it said, it “targets additional cost reduction initiatives to lower break-even further.”

Airbus suffered one of its worst crises in developing and building the A380. The program ran years late and billions of dollars over cost. Top company officials lost their jobs.

“With this prudent, proactive step we are establishing a new target for our industrial planning, meeting current commercial demand but keeping all our options open to benefit from future A380 markets, which we consider in the environment of ongoing aviation growth and constrained airport capacity as a given,” Airbus jetliner boss Fabrice Brégier said.

Airbus said it had orders for 126 A380s planes left to be built. Most of those are for Emirates Airline, the plane’s largest customer.

Airbus chief plane salesman John Leahy earlier Tuesday said he was in talks to find new buyers for the double-decker that cost $432.6 million each and was targeting a deal this year.

Airbus this year announced that French carrier Air Austral had canceled an order for its two A380s. Kingfisher Airlines Ltd. and Hong Kong Airlines Ltd. are among other carriers to order the plane only to backtrack. Japan’s Skymark Airlines Inc. had ordered the A380 before the contract was voided over payment issues.

Air France-KLM SA this year said it had dropped plans to take the last two A380s it had ordered. Malaysia Airlines, which owns six of the planes, plans to stop using them in about two years.

Airbus is scrambling for deals and said it is in talks with new and existing customers for more A380 orders. Qantas Airways Ltd. is among the existing carriers to say it doesn’t want any more. International Consolidated Airlines Group SA Chief Executive Willie Walsh said the group that includes A380-operator British Airways may take more than the dozen ordered, but was looking to the second hand market to pick them up more cheaply

Airbus earlier this year announced an agreement to supply a mega-order of airliners, including 12 A380s, to Iran Air. Plane sanctions on Iran were lifted on such deals in return for limits on the country’s nuclear program. That deal hasn’t been finalized yet amid a delay in getting U.S. government approvals. Mr. Leahy said he was “disappointed” the U.S. government licenses for the deals haven’t been received yet.

Still, he shrugged off a move by some U.S. lawmakers to block Boeing and Airbus from selling planes to Iran, though, suggesting the proposed congressional language was unlikely to become law.

Airbus has long insisted demand for the A380 would grow as airports become more crowded and cities around the world become more populated. So far that has failed to translate into a surge in appetite for the double-decker as airlines worry about how to fill that many seats.

Mr. Leahy acknowledged it has been a challenge to book new orders for the A380 superjumbo, with Boeing also struggling to sell its 747-8 jumbo jet. Boeing also has cut output on its 747-8 to 0.5 planes a month from September.

Russian cargo operator Volga-Dnepr Group at the Farnborough air show on Tuesday completed a deal with Boeing for 20 747-8 freighters, providing a lifeline for the company’s venerable jumbo jet. Boeing had already supplied four of the planes before the deal, previously announced, became final. The Volga-Dnepr announcement was a rare bit of good news for Boeing in the largest-plane segment. As of the end of June, Boeing held just 21 remaining orders for its 747. The company has significantly scaled back production of the jumbo jet and now plans to build just six annually, starting in September.

The move comes as Airbus and Boeing warned at the Farnborough air show that sales momentum was slowing. Mr. Leahy on Monday said reaching the plane maker’s full-year target of around 650 plane orders would be a stretch.

Still, Mr. Leahy insisted there was a continued need to push up output of popular plane models.

“The ramp-up is still warranted,” he said at the Farnborough air show Tuesday.

Airbus and rival Boeing Co. have announced plans to build more of their most popular planes after years of strong demand caused their backlogs to balloon with airliners ordered and yet to be delivered. Airbus’s backlog is for more than 6,000 aircraft, while Boeing’s tops 5,000.

Airbus has said it plans to build 60 A320 single-aisle planes a month in 2019, up from the mid-40s today.

“We need every one of the aircraft being built up to rate 60 and even beyond,” Mr. Leahy said. He is also eager for the company to build more A350 long-range jets to satisfy demand, he said.

Airbus reached a deal with Germania to kick off Tuesday’s order activity at the Farnborough show. The German carrier will buy 25 A320neo jetliners and took options for 15 more. The list-price value of the deal, including options, is roughly $5 billion.

Budget carrier WOW Air Ehf. of Iceland said it was buying four A321 jets for $460 million at list price.

Airbus, based in Toulouse, France, later secured a deal to supply 72 A320neo planes to Go Airlines (India) Ltd. at a catalog-price value of $7.74 billion.

It topped that deal when Asian budget carrier AirAsia Bhd. said it would buy 100 A321neo planes in an agreement valued at $12.6 billion at list price. AirAsia Group Chief Executive Tony Fernandes said even that deal, which puts the company’s commitment for Airbus single-aisle planes at 575 units, leaves the airline in need of more planes.

Boeing started the second day of the show with an order for 10 737 Max single-aisle planes and one 787-9 Dreamliner from TUI AG of Germany at a list-price value of $1.4 billion. Boeing is raising production of both models because of strong demand.

The Chicago-based plane maker also said Air Lease Corp. would buy six 737 Max single-aisle planes at a list-price value of $660 million, while Kunming Airlines Co. agreed to buy 10 737 Max 7 planes at the same value. An unnamed Chinese airline agreed to take 30 narrow-bodies.

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

Piper PA-32R-301, Pneuma LLC, N84023; incident occurred July 11, 2016 in Plymouth, Massachusetts -Kathryn's Report

PNEUMA LLC:   http://registry.faa.gov/N84023

FAA Flight Standards District Office: FAA Boston FSDO-61


Date: 11-JUL-16
Time: 22:25:00Z
Regis#: N84023
Aircraft Make: PIPER
Aircraft Model: PA32R
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: PLYMOUTH
State: Massachusetts

AIRCRAFT ON LANDING GEAR COLLAPSED, PLYMOUTH, MASSACHUSETTS.

Cessna 177RG Cardinal, Georges Aviation Services Inc., N5269D; incident occurred July 11, 2016 in Honolulu, Hawaii -Kathryn's Report

GEORGES AVIATION SERVICES INC:   http://registry.faa.gov/N5269D

FAA Flight Standards District Office: FAA Honolulu FSDO-13

Date: 11-JUL-16
Time: 21:07:00Z
Regis#: N5269D
Aircraft Make: CESSNA
Aircraft Model: 177
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: HONOLULU
State: Hawaii

AIRCRAFT LANDED WITH NOSE GEAR UP, HONOLULU, HAWAII.

Cessna 140, N89965: Accident occurred July 08, 2016 at Salinas Municipal Airport (KSNS), Monterey County, California

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

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

FAA Flight Standards District Office: FAA San Jose FSDO-15

http://registry.faa.gov/N89965


NTSB Identification: WPR16LA139
14 CFR Part 91: General Aviation
Accident occurred Friday, July 08, 2016 in Salinas, CA
Aircraft: CESSNA 140, registration: N89965
Injuries: 2 Uninjured.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

HISTORY OF FLIGHT

On July 8, 2016, about 1604 Pacific daylight time, a Cessna 140, N89965, was substantially damaged when the left main landing gear collapsed during landing at Salinas Municipal airport (SNS), Salinas, California. The pilot/owner and his passenger were uninjured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed.

The pilot stated that he was on a cross country flight from Charles M Schulz - Sonoma County airport (STS), Santa Rosa, California, to his home airport of Paso Robles Municipal airport (PRB), and that the landing at SNS was a planned intermediate stop. The flight from STS was uneventful, as was the approach to, and initial touchdown on, runway 26 at SNS. The pilot stated that he made a normal three-point landing, and during rollout, the left wing dipped. He applied opposite aileron, but the airplane continued to roll to the left, and then the cabin floor beneath his legs deformed upward. The left wing and propeller struck the runway surface, and the airplane came to a stop on the runway shortly thereafter.

Post accident examination of the airplane revealed that the left main landing gear had rotated aft and up, and that the landing gear leg support structure formed by two transverse bulkheads and lower fuselage skins had failed. The airplane was retained by the NTSB for additional examination.

PERSONNEL INFORMATION

According to the pilot, he had a total flight experience of about 177 hours, including about 33 hours in the accident airplane. He obtained his private pilot certificate in March 2015, and his tailwheel endorsement in January 2016. His most recent FAA third-class medical certificate was issued in July 2016.

AIRCRAFT INFORMATION

FAA information indicated that the airplane, serial number 9017, was manufactured in 1946, and was equipped with a Continental C-85 series engine. The airplane was registered to the pilot in January 2016. The pilot reported that the airplane had an approximate total time in service of 4,800 hours.

Complete maintenance records were not available for the airplane. Examination of the airplane and the available maintenance records indicated that in June 1952, Cessna wheel extension kit # 53-3-115 was installed. These wheel extensions bolt to the bottom of each main landing gear leg and move the MLG axles about 4 inches forward. The purpose of these extensions is to reduce the likelihood of a propeller ground strike. An unintended effect of these extensions is to increase the loading moment on the MLG legs where they attach to the fuselage. The installation of the kits did not require any additional or different airworthiness or inspection requirements.

The most recent annual inspection noted in the airframe log was completed on September 2014, and listed a tachometer time of 340.5 hours. The most recent annual inspection noted in the engine log was incompletely dated "2016," and listed a tachometer time of 347.0 hours. A subsequent engine log entry was dated "1/1/2016" and cited the same tachometer time of 347.0 hours.

METEOROLOGICAL INFORMATION

The 1553 SNS automated weather observation included winds from 280 degrees at 13 knots, visibility 10 miles, clear skies, temperature 18 degrees C, dew point 12 degrees C, and an altimeter setting of 30.02 inches of mercury.

The 1632 SNS special weather observation included winds from 280 degrees at 12 knots, visibility 10 miles, a broken cloud layer at 1,500 ft above ground level, with the same temperature, dew point, and altimeter setting as above.

AIRPORT INFORMATION

SNS runway 26 was asphalt, and measured 6,004 by 150 feet. The airport elevation was listed in the FAA database as 84.3 feet. At the time of the accident, the air traffic control tower was staffed and operating.

WRECKAGE AND IMPACT INFORMATION

Examination of the airplane revealed that the left MLG leg had rotated aft and up; this deformation was accompanied by significant tearing and folding of the fuselage skin and underlying structure where the MLG leg attached to the fuselage. The cabin floor under the pilot's legs was also torn and deformed, generally in an upward direction. The pilot's cabin door and the left wing struts were also found to be deformed, and the propeller tips bore evidence of a ground strike while the engine was under power.

Detailed examination revealed that the two steel MLG legs were each attached to two steel fittings that were oriented fore-aft between two transverse aluminum D-shaped bulkheads. The flat edges of the D-bulkheads faced up, and attached to the cabin/cockpit floor, while the curved edges faced down, formed the lower fuselage outer mold line, and attached to the lower fuselage skins. The right side MLG leg and steel fittings remained relatively intact. Inspection of the fasteners in this region revealed that several of these fasteners, as well as some small skin or fairing panels, did not conform to the original Cessna drawings. No corresponding logbook entries were located, so the reasons and dates of these alterations were not able to be determined.

The left side MLG leg and steel fitting geometry remained in its original configuration, but the lower skins, cockpit floor, and two D-bulkheads were torn and deformed, which allowed the left MLG leg to pivot aft and up. The lower forward corner of the junction of the forward bulkhead and the lower skins exhibited tearing, generally along the fastener line. Several fasteners had failed and/or were absent. Similar to the right side, a variety of fastener types and some skin modifications which did not conform to the original design drawings were observed. Damage, missing fasteners, and lack of detailed maintenance records precluded an exact determination of the pre-accident configuration and condition of this section of the airplane structure.

Portions of the failed skin/bulkhead area were also heavily contaminated with unidentified, sludge-like debris. This debris was located in regions that would be difficult or impossible to access for inspection or cleaning without removing one or more riveted panels.

The damaged bulkhead and skin assembly was excised from the airplane and sent to the NTSB Materials Laboratory for failure analysis. The laboratory analysis revealed the presence of multiple fatigue cracks in the failed skin that was along the lower fastener line of the aft bulkhead. These fatigue cracks were in one of the regions of the bulkheads and skins contaminated by the sludge-like debris. The debris composition was not analyzed.

Although the landing gear extensions changed the loading of the MLG legs and support structure, their potential contribution to the failure was not evaluated.

Additional details are available in the NTSB public docket for this accident.

NTSB Identification: WPR16LA139
14 CFR Part 91: General Aviation
Accident occurred Friday, July 08, 2016 in Salinas, CA
Aircraft: CESSNA 140, registration: N89965
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 July 8, 2016, about 1604 Pacific daylight time, a Cessna 140, N89965, was substantially damaged when the left main landing gear collapsed during landing at Salinas Municipal Airport (SNS), Salinas, California. The pilot/owner and his passenger were uninjured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed.

The pilot stated that he was on a cross country flight from Charles M Schulz - Sonoma County airport (STS), Santa Rosa, California, to his home airport of Paso Robles Municipal airport (PRB), and that the landing at SNS was a planned intermediate stop. The flight from STS was uneventful, as was the approach to, and initial touchdown on, runway 26 at SNS. The pilot stated that he made a normal three-point landing, and during rollout, the left wing dipped. He applied opposite aileron, but the airplane continued to roll to the left, and then the cabin floor beneath his legs deformed upward. The left wing and propeller struck the runway surface, and the airplane came to a stop on the runway shortly thereafter.

Post accident examination of the airplane revealed that the left main landing gear had rotated aft and up, and that the landing gear leg support structure ("box") formed by two transverse bulkheads had failed. The airplane was retained by the NTSB for additional examination.

According to the pilot, he had a total flight experience of about 177 hours, including about 38 hours in the accident airplane. He obtained his private pilot certificate in March 2015, and his tailwheel endorsement in January 2016. His most recent FAA third-class medical certificate was issued in July 2016.

FAA information indicated that the tailwheel airplane, serial number 9017, was manufactured in 1946, and was equipped with a Continental C-85 series engine. The airplane was registered to the pilot in January 2016. The pilot reported that the airplane had an approximate total time in service of 4,900 hours.

SNS runway 26 was asphalt, and measured 6,004 by 150 feet. The airport elevation was listed in the FAA database as 84.3 feet. At the time of the accident, the air traffic control tower was staffed and operating.

The 1553 SNS automated weather observation included winds from 280 degrees at 13 knots, visibility 10 miles, clear skies, temperature 18 degrees C, dew point 12 degrees C, and an altimeter setting of 30.02 inches of mercury.

The 1632 SNS special weather observation included winds from 280 degrees at 12 knots, visibility 10 miles, a broken cloud layer at 1,500 ft above ground level, with the same temperature, dew point, and altimeter setting as above.

Cessna 182 Skylane, Bergstrom Aircraft Inc., N1090M; incident occurred July 11, 2016 at Tri-Cities Airport (KPSC), Pasco, Franklin County, Washington -Kathryn's Report

BERGSTROM AIRCRAFT INC: http://registry.faa.gov/N1090M

FAA Flight Standards District Office: FAA Spokane FSDO-13


Date: 11-JUL-16
Time: 21:55:00Z
Regis#: N1090M
Aircraft Make: CESSNA
Aircraft Model: 182
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: UNKNOWN (UNK)
City: PASCO
State: Washington

AIRCRAFT ON TOUCH AND GO LANDINGS, SLID OFF THE RUNWAY, PASCO, WASHINGTON.

Bell 429 GlobalRanger, State of Delaware, N1SP: Fatal accident occurred July 11, 2016 at Delaware Coastal Airport (KGED), Georgetown, Sussex County, Delaware

STATE OF DELAWARE:   http://registry.faa.gov/N1SP

FAA Flight Standards District Office: FAA Philadelphia FSDO-17


NTSB Identification: ERA16LA253
14 CFR Public Use
Accident occurred Monday, July 11, 2016 in Georgetown, DE
Aircraft: BELL 429, registration: N1SP
Injuries: 1 Fatal, 3 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 July 11, 2016, about 1850 eastern daylight time, a hoist system operator was fatally injured after a fall from a Bell 429 helicopter, N1SP, while performing external hoist operations in Georgetown, Delaware. The commercial pilot and two other crewmembers were not injured and the helicopter was not damaged. Day visual meteorological conditions prevailed, and no flight plan was filed for the local public-use flight operated by the Delaware State Police.

The purpose of the flight was for an emergency response team to complete recurrent rescue hoist training. The three-person team consisted of a rescue specialist, a system operator, and a safety officer. After the rescue specialist was lowered from the helicopter, the helicopter landed, and the rescue specialist would then reboard the helicopter.

The team members periodically rotated positions and duties, and a different team member would then be lowered as the rescue specialist. The security of each member's safety harness was checked before each takeoff.

The accident flight was the seventh iteration of the day, and the first flight where the fatally injured crewmember acted as the system operator. After the restraints were checked and verified secure, the helicopter lifted off the ground, moved to the practice area, and then the system operator requested and was granted permission to move to the helicopter skid. The system operator stepped onto the skid, and then fell from the helicopter.

The pilot landed the helicopter immediately and the rescue specialist and safety officer initiated patient care on the system operator.

The hook and restraint system were retained for further examination.



Tim McClanahan 

(Lewes, Del)- Tim McClanahan was returned home to Lewes during a fire engine procession. The procession began at "Blue Rocks" Stadium and worked its way down to Parsell Funeral Home. 

Family and fellow firefighter came to see the homecoming. Like Chip Davis and he thinks "God bless Tim and his family and all the firefighters involved in this. It's unbelievable what they do. Our hearts go out to them." 

There were eighty-two fire trucks in the procession, the same number as McClanahan station. Station eighty-two. 

Glen Marshall is fire chief at the station and he says "We both loved being above the ground, doing tech rescue or high angle rescue. We both enjoyed that time frame." 

Davis remembers "But all of the locals go up to Cape Henlopen State Park up by the Jetti on Sunday afternoon and enjoy each other brotherhood just like the firefighter enjoy their brotherhood." 


There will be two viewings for Tim McClanahan. One of Saturday, July 16 from 6pm to 9pm at Parsell Funeral Home and the second at Cape High School Sunday, July 17 from 12-3 with the burial after the viewing. 



Firefighters, EMS and paramedic personnel from around the state salute the body of volunteer firefighter Tim McClanahan as it arrives at the Medical Examiner's office.


The mother of the Lewes fireman killed this week during a training exercise is headed to the Medical Examiner's Office in Wilmington this (Wednesday) morning to bring her son Tim home to Lewes. 

The Medical Examiner conducted an autopsy of Tim McClanahan Tuesday; his official cause of death has yet been released.

Rita McClanahan posted on her Facebook page today (Wednesday) that there will be a formal procession back home consisting of over 50 fire trucks and many motorcycles.

Motorists are being advised along Route 1 that see the procession today (Wednesday), to pull over and give the family and Tim the respect they deserve.

Parsell Funeral Home and Crematorium in Lewes is handling the arrangements for Tim's funeral; although arrangements have NOT yet been publicly announced.

Tim McClanahan 


A Delaware firefighter has died after falling from a helicopter during a training exercise with the Delaware Air Rescue Team.

Police identified the firefighter Tuesday morning as Tim McClanahan, 46, of Lewes.

The motorcade of the fallen firefighter travel on Route 113 near Milford as fire trucks from Carlisle and Harrington honor Tim McClanahan with a flag. Produced by Ryan Marshall

The incident occurred while a Delaware State Police aviation unit was conducting monthly "hoist training" with DART at the Delaware Coastal Airport in Georgetown Monday night.

"Two volunteer firemen, along with a pilot and a trooper medic, were on board the helicopter," said DSP spokesman Sgt. Richard Bratz. "As McClanahan stepped out onto the skid, at an undetermined height, he fell to the grassy area below the helicopter. At that point, the helicopter immediately landed, and the trooper medic and volunteer firefighter on board immediately responded and began medical assistance.”

Other firefighters rushed to the scene and assisted, Bratz said. McClanahan was transported to Beebe Healthcare, where he was pronounced dead. No one else on the scene got medical attention.

The investigation is in the early stages, Bratz said, and the Federal Aviation Administration will receive assistance from state police.

"It is with deep, deep regret that the Officers and Members of the Lewes Fire Department announce the passing of one of our own earlier today. Further details on remembrance services are to follow," a post on the Lewes Fire Department's Facebook page read on Monday night.

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

GEORGETOWN, Del. (WPVI) -- A volunteer firefighter has died after falling from a helicopter during a training exercise in Georgetown, Delaware.

The Lewes Fire Department said longtime member Tim McClanahan, 46, died during a training exercise at the Delaware Air Rescue, which brings in volunteer firefighters from across the state.

The tragic incident happened around 6:45 p.m. Monday.

Officials say during the training exercise, a pilot and trooper medic were on board along with the two volunteer firefighters.

As McClanahan stepped out onto the skid of the helicopter, he fell from an undetermined height onto a grassy area below the aircraft.

At that point, the helicopter landed and the trooper medic and volunteer firefighter on board as well as nearby volunteer firefighters rushed over and immediately rendered medical assistance.

Sussex County Paramedics and Emergency Medical Services responded to the scene and transported McClanahan from Lewes to Beebe Healthcare where he was pronounced dead.

Story and video:  http://6abc.com

SouthSTAR: South Jersey air medical service grounded -Kathryn's Report



Penny Morey said her first granddaughter wouldn't be alive without SouthSTAR, the publicly funded, state-run ambulance service that has long served South Jersey.

In July 2005, Morey's granddaughter Jasmin was born with pneumothorax, a lung condition. When she was just three days old her lung collapsed.

Paramedics from SouthSTAR were summoned to South Jersey Regional Medical Center in Vineland to airlift Jasmin to the Children's Hospital of Philadelphia. Doctors put her chances of survival at just 10 percent.

"The staff was so amazing," Morey recalled. "They told me and my daughter what they would have to do to prepare her. They let us be right there to watch and to comfort us. If it wasn't for the flight my first granddaughter would have never made it."

Eleven years later, Jasmin is doing "amazing," Morey said.

It is a different story for SouthSTAR .

After responding to traumatic crash scenes and airlifting patients between hospitals for nearly three decades, the service is no longer in the air. Facing rising competition from private companies that have flooded the market in recent years, Virtua, the healthcare system that provided the medical crew for the helicopter, opted not to reapply for a state grant that funds the service. SouthSTAR has been grounded since July 1.

That means, for the first time since 1988, southern New Jersey, including Ocean County, does not have a state-run air medical service and will instead rely on private companies, which typically charge patients tens of thousands of dollars. SouthSTAR was free to those needing its services.

'No longer sustainable'

SouthSTAR and all local medical helicopter services are summoned by EMS crews on the ground at an accident scene when a patient is in dire need of medical care and ground transportation to a hospital would be too slow. They are also called to hospitals when patients need to be airlifted to larger facilities for urgent care. The SouthSTAR crew consisted of paramedics and nurses from Virtua and was piloted by the state police, which owned and operated the helicopter.

The Department of Health and Senior Services searched for another provider to take over SouthSTAR, but received no response, according to agency spokeswoman Dawn Thomas. She said the agency is currently "evaluating its options," as to what the future of the service will be, but said "no determination has been made to end the service."

Thomas said South Jersey "should receive sufficient coverage" from the other air medical services that continue to operate there.

Capt. Stephen Jones, a spokesman for the State Police, said its sister service NorthSTAR will remain in operation in northern New Jersey, including Monmouth County, and said the department is "proud" of the record SouthSTAR established.

"It is a service that we have performed extraordinary well with reliable service and a perfect safety record.  I think it's yet to be determined how this is all going to turn out," he said.

The service was funded in part through a $3 surcharge on every vehicle registration in the state. Despite the millions in public money generated by those fees, Virtua said plummeting call volume rendered SouthSTAR unsustainable.

Thomas declined to comment on what would happen to the money raised through Motor Vehicle Commission fees.

The state legislature voted to create the air ambulance program, known as JEMSTAR, in 1986, authorizing the creation of NorthSTAR, which would respond to calls in the northern half of the state, and SouthSTAR in the south. For nearly two decades, they were the only licensed air medical services in New Jersey.

Since DHSS began licensing private air medical companies in 2006, SouthSTAR's flights have fallen from an average of 75 a month to an average of just 20 a month in 2015 and 14 a month in the first quarter of 2016, according to Virtua. In the entire month of February, only 35 percent of the critical flight crew had contact with a patient, the company said.

"Therefore, after careful analysis and review, we determined that the significant decline in SouthSTAR’s flight volume makes the program no longer sustainable," the company said in a statement.

It was devastating news for six-year veteran SouthSTAR flight nurse Richard Harris.

"It was honestly without a doubt the best job I ever had," he said.  "Everybody, we all worked well together as a team and we were really able to provide a necessary service to the people of South Jersey. I think we helped to save a lot of lives and I like to think that we made a difference."

Harris said he was "upset and a little bit angry" when he found out in early April that Virtua did not plan to reapply for funding, essentially putting SouthSTAR out of service at least temporarily.

Rising Competition

The decision culminates a protracted battle between Virtua and private air medical companies for control of South Jersey's skies. When private companies were first licensed in 2006 to airlift patients from accident scenes and between hospitals, state-run services were still given priority.

Advocates of private companies complained that the preferred treatment of NorthSTAR and SouthSTAR led to slower response times in life-and-death situations where even a few minutes can make an enormous difference. As a result, in 2010 DHSS changed its guidelines to rule that the helicopter that is closest to the scene, regardless of who owns it, will respond.

The decisions opened the door for six private companies that have dramatically increased operations in South Jersey over the last decade. They include Monmouth Ocean Healthcare Cooperative, AtlantiCare Regional Medical Center,  Hospital of the University of Pennsylvania, which operates out of Atlantic City, Thomas Jefferson University Hospital and Cooper University Hospital.

Harris said SouthSTAR was "squeezed out" by these private companies.

"It's big business," he said. "My concern is that they are profit-driven and I don't think they represent the citizens of the state the way NorthSTAR and SouthSTAR did."

In 2011, Virtua filed a motion against the DHSS asking a court to block Atlantic Health from basing a medical helicopter in Millville alleging that there was not enough oversight of medical personnel from private companies and warning that SouthSTAR wouldn't be able retain its quality if it continued to receive fewer dispatches. The State Superior Court's Appellate Division later upheld the license.

Toms River EMS Director Paul Daley said helicopter response time had not been reduced in the township despite the claims of private companies. He added that crews hadn't noticed a difference in quality of care between SouthSTAR and other services.

Daley said SouthSTAR is "a lot less costly than" private services, though he wasn't sure about exact costs.

"The private companies, they have to make their money," he said.

The cost difference between state-run and private medevac services can be steep. Federal Aviation Administration restrictions currently bar patients from being charged anything for a state-run air medical service.  Costs charged by private companies were hard to attain, but a March report from ABC News found that they exceed $40,000 a flight throughout the country. Multiple private services did not return a request for comment.

End of an era

Harris flew his last SouthSTAR mission June 30 and since began work at Robert Wood Johnson University Medical Center. He said other former crew members remained with Virtua and were transferred to ground jobs at medical facilities owned by the company.

He said his disappointment lies primarily with state government, which he says licensed private companies without regard for the impact it would have on SouthSTAR,

"I am disappointed with the way the state handled the whole thing, I kind of feel like our state doesn't necessarily believe in the program," Harris said. "What upsets me the most is that we were all paying to provide a service that the people of South Jersey are now not getting."

Daley said the move reflected the business mentality that has permeated the EMS industry.

"It's just said to see them go. They provided a great service to the residents of Ocean County," he said of SouthSTAR.  "It's unfortunate, but it's a business like anything else. I understand it. Do we like it? No."

For Morey, the news led to an emotional phone call with her daughter.

"We just cried knowing that someone else might not be as lucky as we were," she said.

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