Tuesday, July 19, 2016

Pilots: Firing of Allegiant Air pilot for St. Pete-Clearwater emergency landing endangers public

Allegiant Air's termination of a pilot who ordered the evacuation of an aircraft last year at St. Pete-Clearwater International Airport endangers the public because other pilots might hesitate in an emergency for fear of being second-guessed.

That is according to pre-trial testimony of Allegiant pilots, made public late Monday, in the lawsuit against Allegiant filed by the fired pilot, Jason Kinzer, in Nevada state court. Pilots also said they would have done the same as Kinzer presented with the same circumstances — evacuate the airplane.

Pilot Cameron Graff testified that Kinzer's dismissal was a warning by the Las Vegas-based airline to its pilots, who were then engaged through their union in bitter contract negotiations with Allegiant.

"It's my opinion that Capt. Kinzer was terminated to quell the pilot group, to silence the pilot group, to ... keep the pilots from reporting safety events, emergencies, those type of events," said Graff, a pilots' union leader.

"That type of message I would say is dangerous to the public safety because it puts pilots in a position where they don't report safety issues, they don't report mechanical issues. They may even hesitate at a time they need to evacuate ... and having more on their minds that, 'Am I going to be second-guessed for getting these people off the airplane safely? And will I be terminated?' "

That had real world implications last August, according to testimony, when an Allegiant aircraft's elevator — a critical control surface on the plane's tail — jammed during a flight's take-off roll, causing the aircraft's nose to rise prematurely at a speed of more than 130 mph.

The pilot successfully aborted takeoff, later reporting that the aircraft probably would have crashed if it had become airborne.

Allegiant pilot Michael Bastianelli testified in the Kinzer case that he spoke to the pilot who aborted that takeoff.

"He told us his first thought (was) ... 'If I initiate this abort, I'm going to get called in for another meeting,'" Bastianelli said. "And he said — he's very upset about that because he lost three to four seconds of time as that thought went through his head, and that ate up an extra thousand foot of runway or so."

Excerpts of testimony by Graff and several other Allegiant pilots are attached as exhibits in a motion filed by Kinzer's attorneys opposing Allegiant's motion to dismiss the case. No trial date is yet set in the lawsuit that argues Kinzer was unjustly fired. Allegiant says Kinzer displayed poor judgment and did not need to evacuate the plane.

Allegiant officials did not respond Tuesday to a request for comment by the Tampa Bay Times.

Kinzer, then 43, was flying Flight 864 that departed the Pinellas County airport with 141 passengers on June 8, 2015 bound for Hagerstown, Md., when flight attendants reported acrid smoke in the cabin. The pilot declared an emergency and returned to the airport.

Evacuation chutes were deployed upon landing. Eight people suffered minor injuries in the evacuation. The most-serious injury was a broken wrist.

The motion said pilots were told by someone in airport Fire Rescue upon landing, "I'm showing smoke on the No. 1 engine."

Allegiant's operating manual for pilots mandates an evacuation even with just the "possibility of a fire," the motion said. The motion said confusion among Fire Rescue personnel also contributed to the decision to evacuate. An unidentified person with Fire Rescue told the crew not to evacuate, but then Fire Rescue failed to respond when Kinzer tried repeatedly to contact them, the motion said.

The pilots worried they did not respond because they were too busy fighting a fire, the motion said.

Greg Baden, a pilot who was Allegiant's vice president of operations when Kinzer was fired, acknowledged that he believed Kinzer's motivation in evacuating the aircraft was passenger safety.

Referring to the older, MD-80 Kinzer was flying, Baden said, "It's a 40-year-old airplane and the tolerances aren't as tight as they should be."

Several Allegiant pilots deposed in the case said they would have evacuated the aircraft just as Kinzer had.

"Given the same information he had at the time, I probably would have made the exact same decision," said pilot Gary Hasterok, he attended an Allegiant review board meeting investigating the emergency landing.

He said that during Allegiant's formal review of the case that its "agenda was to transfer blame from the company to the pilot, and they weren't really interested in what Capt. Kinzer had to say. It seemed they already made up their mind" to fire him.

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

Piper PA-32R-301T Saratoga II TC, Ostrans LLC, N269Z: Incident occurred July 19, 2016 at Buffalo Niagara International Airport (KBUF), Buffalo, Erie County, New York

OSTRANS LLC: http://registry.faa.gov/N269Z

FAA Flight Standards District Office: FAA Rochester FSDO-23

Date: 19-JUL-16
Time: 18:34:00Z
Regis#: N269Z
Aircraft Make: PIPER
Aircraft Model: PA32R
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: BUFFALO
State: New York

AIRCRAFT LANDED GEAR UP, BUFFALO, NEW YORK.



CHEEKTOWAGA, N.Y. (WKBW) - Crews are currently responding to an emergency at the Buffalo Niagara International Airport.

It appears a small aircraft had problems landing.

According to the NFTA, the plane was being used for a training flight and was occupied by a student pilot and a trainer.

The landing gear failed to deploy and the plane made a "belly landing."

There are no injuries reported at this time.

Story and video:  http://www.wkbw.com



CHEEKTOWAGA, NY-A flight instructor and student pilot were not hurt after their single engine plane made a hard landing Tuesday afternoon at the Buffalo Niagara International Airport.

NFTA spokesperson Doug Hartmayer says the aircraft's wheels failed to deploy during landing, causing the plane to land on its belly and skid to a stop.

The identities of the two people involved were not available.

Hartmayer says the airport operations were not affected by the incident.

Story and video:  http://www.wgrz.com

Cessna 182J Skylane, N2644F: Accident occurred July 19, 2016 near Parker County Airport (KWEA), Weatherford, Texas

http://registry.faa.gov/N2644F

FAA Flight Standards District Office: FAA Fort Worth AFW FSDO-19


NTSB Identification: CEN16LA270
14 CFR Part 91: General Aviation
Accident occurred Tuesday, July 19, 2016 in Weatherford, TX
Aircraft: CESSNA 182J, registration: N2644F
Injuries: Unavailable

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 19, 2016, about 0900 central daylight time, a Cessna 182J, N2644F, experienced a loss of engine power after departure and the pilot conducted a forced landing to a field near Weatherford, Texas. The private rated pilot and one passenger sustained minor injuries, another passenger sustained serious injuries. The airplane sustained substantial damage. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight which operated without a flight plan. The flight was departing from Parker County Airport (WEA), Weatherford, TX and was en route to Pecos Municipal Airport (PEQ), Pecos, Texas. 

The pilot reported that he previously departed from Denton Enterprise Airport (DTO), Denton, Texas, which was about 36 miles northeast of WEA. He landed at WEA and his two passengers boarded airplane on the right side while the engine continued to run. He then taxied to the runway and noted that all the instruments showed normal operations, including the engine data monitor (EDM) 700. He applied 10 degrees of flaps for takeoff, noted 29 inches of engine manifold pressure and 2,600 RPM, and lifted off at 60 to 65 mph. After takeoff he retracted the flaps and noticed that the avionics turned off. He cycled the avionics master switch, but the avionics did not turn on again. Seconds later, about 300 to 400 ft above ground level, the engine experienced a total loss of power. He attempted to troubleshoot the loss of power and to restart the engine; the engine restarted for about two seconds and then lost power again. The pilot made a shallow bank towards a field for an emergency landing. During the landing, the airplane collided with a fence and redirected the airplane to the right. The airplane continued into a group of trees and came to rest on a road. When the airplane came to rest, the pilot noted that fuel was pouring all over the occupants. The pilot and two passengers egressed from the airplane. 

A witness to the accident stated he was working in a field north of the accident site when he heard the sound of an airplane engine overhead. He observed the airplane in a descent and it attempted to land in a pasture when it hit a fence in the middle of the pasture. He called 911 and drove to the accident site. He observed three occupants who were already out of the airplane and noticed that fuel was pouring out of the wings onto the ground. 

The photos from the responding Federal Aviation Administration (FAA) inspector revealed that the left wing was folded over the top of the fuselage and the right wing was bent aft. The top of the cabin area had been opened and displaced aft. The fuselage was bent upward near the front seats. 

The airplane has been retained for further examination.




Three men were transported to the hospital Tuesday morning following a plane crash south of the Parker County Airport. 

The Texas Department of Public Safety responded to the report of a downed plane around 9 a.m.

The three plane occupants, ages 51, 49 and 25, were transported to John Peter Smith Hospital in Fort Wort with undisclosed injuries, according to DPS. 

Their names were not released. 

The plane, a fixed-wing, single-engine Cessna 182J Skylane, appeared to have come to rest in the middle of Tackett Lane underneath several trees, with a bent wing and other obvious damage. 

The Federal Aviation Administration investigator was en route to the scene, according to DPS. 

David Byrom, of Aubrey, along with Lynn Singletary, were listed as the owners of the plane. 

Source:   http://www.weatherforddemocrat.com



Officials with the Texas Department of Public Safety (DPS) troopers were notified at 9 a. m. Tuesday of a downed aircraft on Tackett Lane, south of the Parker County Airport, just off of Bankhead Highway.

There were three occupants on board at the time of the incident. All three males, ages 51, 49, and 25, were transported to John Peter Smith Hospital in Fort Worth with undisclosed injuries.

The aircraft is a Cessna 182J Skylane, fixed wing, single engine.

The Federal Aviation Administration has an investigator en route to the scene to conduct an investigation. DPS troopers will remain at the location to secure the scene.

Source: http://www.star-telegram.com




WEATHERFORD — Three people were transported to a Fort Worth hospital after a Cessna 182J Skylane plane crashed on Tackett Lane, just south of the Parker County Airport.

According to Lonny Haschel, a spokesman with the Texas Department of Public Safety, all three were men, ages 51, 49, and 25. Authorities haven't released their identities or their conditions. 

The FAA is investigating the crash.

Nelson Woody, N525AG: Accident occurred July 18, 2016 at Hope Municipal Airport (M18), Hempstead County, Arkansas

http://registry.faa.gov/N525AG

FAA Flight Standards District Office: FAA Little Rock FSDO-11


NTSB Identification: CEN16LA271
14 CFR Part 91: General Aviation
Accident occurred Monday, July 18, 2016 in Hope, AR
Aircraft: GERALD NELSON NELSON WOODY, registration: N525AG
Injuries: 1 Serious, 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 July 18, 2016, about 0930 central standard time, a Nelson Woody homebuilt experimental airplane, N525AG, registered to the pilot, sustained substantial damage after veering off the runway during landing rollout at the Hope Municipal Airport (M18), Hope, Arkansas. The private pilot sustained serious injuries and one passenger sustained minor injuries. The personal flight was being conducted under the provisions of Federal Code of Regulations Part 91. Visual meteorological conditions prevailed throughout the vicinity and a flight plan was not filed. The flight originated from M18 about 0900.

According to local responders, the airplane was conducting touch and go landings at M18 on runway 16. Upon a normal touchdown, the aircraft veered to the left off the runway surface. There were ground impressions of the left wingtip striking the ground and propeller marks on the ground. Evidence showed that the airplane bounced after it departed the runway and impacted the ground resulting in substantial damage to the wings and fuselage. Both occupants exited the aircraft and the pilot was transported to a local hospital for his injuries.

AIRCRAFT, EXPERIMENTAL WOODY, ON LANDING WENT OFF THE RUNWAY AND BROKE APART, HOPE, ARKANSAS. 


UPDATE - Both men remain hospitalized with broken bones and lacerations.


HOPE – A small aircraft crash just before noon Monday, injured two men with non-life threatening injuries.


Details on what caused the crash are unavailable as of now; whether a FAA or NTSB investigation will be required is unknown at this time.


Both men were transported to local hospitals.

Stinson 108-2 Voyager, Eagles Nest Motel and Car Rental, N343C: Accident occurred July 18, 2016 in Haines, Alaska

EAGLES NEST MOTEL AND CAR RENTAL:   http://registry.faa.gov/N343C

FAA Flight Standards District Office: FAA Juneau FSDO-05


NTSB Identification: ANC16LA048
14 CFR Part 91: General Aviation
Accident occurred Monday, July 18, 2016 in Haines, AK
Aircraft: STINSON 108 2, registration: N343C
Injuries: 4 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 18, 2016, about 1230 Alaska daylight time, a tailwheel-equipped Stinson 108 airplane, N343C, sustained substantial damage following a structural failure of the left main landing gear during the landing rollout at Haines Airport, Haines, Alaska. The certificated private pilot, and three passengers were not injured. The airplane was registered to and operated by the pilot, as a visual flight rules (VFR) personal flight, under the provisions of 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed at the time of the accident and no flight plan was filed. The flight had departed Skagway, Alaska about 1200, destined for Haines.

During an interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on July 18, 2016, the pilot stated that he was flying three of his family members home to Haines from Skagway. Wind at the Haines Airport was reported to be a left quartering tailwind of less than 4 knots. The pilot performed a normal landing on runway 26 with the intent of exiting the runway via a right turn onto taxiway "B". About 100 feet prior to the taxiway, while at an estimated speed of 20 mph, the airplane turned unexpectedly to the right and made a rapid 180 degree turn. The pilot applied left brake pressure but the right turn continued. About halfway through the turn, the pilot felt two lurching events in succession and then felt the left main landing gear fold up under the aircraft. The left wing and propeller struck the runway surface and the airplane collapsed onto the left side of fuselage. The pilot stated that there were no environmental or performance issues that should have precipitated a ground loop. The airplane sustained substantial damage to the left wing, left lift strut and lower fuselage. 

A postaccident examination by the pilot revealed that the left landing gear leg separated in two places with the first near the axle and the second near the upper shock strut attachment points. The left wheel separated from the assembly and both the wheel assembly and axle were located about 10 feet in front of the propeller. Photographic evidence revealed extensive corrosion on the inner sleeve of the fractured axle. 

A subsequent inspection of runway 26 revealed 2 lines of black tire marks that were consistent with a right turn during braking action. An estimated 25-foot-long ground scar was consistent with bare metal scraping that trailed from about 110 degrees magnetic, prior to the final airplane resting location.

The axle and hub assembly have been retained and a detailed examination is pending. 


The closest weather reporting facility is Haines Airport, Haines, Alaska. At 1154, an aviation routine weather report (METAR) from the Haines Airport was reporting in part: wind from 150 degrees at 3 knots; sky condition, clear; visibility, 10 statute miles; temperature 70 degrees F; dew point 57 degrees F; barometric pressure 29.90inHG.

HAINES, Alaska (KTUU) A non-injury plane crash caused the Haines Airfield to close for about an hour and a half Monday, according to Alaska State Troopers.

Troopers observed the small, apparently damaged plane 12:25 p.m. and contacted the pilot and passengers, according to a dispatch posted online. While no one was hurt, pilot Shane Horton told troopers that the landing gear had buckled during landing. The wing and prop struck the ground.


The FAA, National Transportation Safety Board and state Transportation Department were notified, and the plane was photographed before removal from the runway, troopers wrote. The plane is a Stinson 108-2, according to FAA records.

Piper PA-28-161, Silver Express Co. dba, N143ND: Incident occurred July 18, 2016 in Orlando, Orange County, Florida

SILVER EXPRESS CO DBA:   http://registry.faa.gov/aN143ND

FAA Flight Standards District Office: FAA Orlando FSDO-15

AIRCRAFT ON RAMP, ON START UP ENGINE CAUGHT FIRE, ORLANDO, FLORIDA


Date: 19-JUL-16
Time: 02:22:00Z
Regis#: N143ND
Aircraft Make: PIPER
Aircraft Model: PA28
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: STANDING (STD)
City: ORLANDO
State: Florida

Cessna 172S, TMC Aviation LLC, N128RM: Accident occurred July 18, 2016 in Chesterfield, Missouri

TMC AVIATION LLC: http://registry.faa.gov/N128RM

FAA Flight Standards District Office: FAA St. Louis FSDO-62


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

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

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

NTSB Identification: GAA16CA386
14 CFR Part 91: General Aviation
Accident occurred Monday, July 18, 2016 in Chesterfield, MO
Probable Cause Approval Date: 12/05/2016
Aircraft: CESSNA 172, registration: N128RM
Injuries: 1 Uninjured.

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

The student pilot reported that on the second landing during her first solo flight, the airplane porpoised. On the second bounce the nose wheel impacted first, which resulted in substantial damage to the firewall. The student pilot reported that she taxied the airplane to the tie down area without further incident. 

According to the student pilot there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

The Federal Aviation Administration has published the Airplane Flying Handbook FAA-H-8083-3A (2004). This handbook discusses porpoising and states in part:

In a bounced landing that is improperly recovered, the airplane comes in nose first setting off a series of motions that imitate the jumps and dives of a porpoise—hence the name. The problem is improper airplane attitude at touchdown, sometimes caused by inattention, not knowing where the ground is, mistrimming or forcing the airplane onto the runway.

Ground effect decreases elevator control effectiveness and increases the effort required to raise the nose. Not enough elevator or stabilator trim can result in a nose low contact with the runway and a porpoise develops.

Porpoising can also be caused by improper airspeed control. Usually, if an approach is too fast, the airplane floats and the pilot tries to force it on the runway when the airplane still wants to fly. A gust of wind, a bump in the runway, or even a slight tug on the control wheel will send the air plane aloft again. 

The corrective action for a porpoise is the same as for a bounce and similarly depends on its severity. When it is very slight and there is no extreme change in the airplane's pitch attitude, a follow-up landing may be executed by applying sufficient power to cushion the subsequent touchdown, and smoothly adjusting the pitch to the proper touchdown attitude.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The student pilot's improper pitch control during the landing flare, which resulted in a porpoise and substantial damage to the firewall.

Cessna 172, N8184B: Accident occurred July 17, 2016 in Emmett, Gem County, Idaho

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

http://registry.faa.gov/N8184B

FAA Flight Standards District Office: FAA Boise FSDO-11

NTSB Identification: WPR16LA146A
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 17, 2016 in Emmett, ID
Probable Cause Approval Date: 12/12/2016
Aircraft: CESSNA 172, registration: N8184B
Injuries: 1 Uninjured.

NTSB Identification: WPR16LA146B
14 CFR operation of Unknown
Accident occurred Sunday, July 17, 2016 in Emmett, ID
Probable Cause Approval Date: 12/12/2016
Aircraft: UNKNOWN UNKNOWN, registration: unknown
Injuries: 1 Uninjured.

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

The private pilot of a red and white Cessna was conducting a personal local flight. The pilot reported that, about 10 minutes into the flight, the pilot of an unknown aircraft contacted him over the airport’s common traffic advisory frequency (CTAF) and stated “we almost got you.” However, the pilot later reported that he had not heard any previous communications from other aircraft in the local area on the CTAF, that he did not observe any aircraft nearby at the time of the radio call, and that he did not feel any sudden movement of the airplane, so he chose to continue the flight. He landed about 40 minutes later at his originating airport. 

Postaccident examination of the airplane revealed substantial damage to the rudder, which displayed a lateral tear and a blue paint mark at the trailing edge of the control surface. Although the pilot did not feel any sudden movement of the airplane, the blue paint mark and rudder damage indicates that his airplane’s rudder was contacted by another object during the flight.

The unknown pilot’s statement, “we almost got you,” suggests that the unknown pilot also might not have been aware that the two aircraft actually collided; however, this could not be confirmed because the pilot and other aircraft were never identified.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The failure of both pilots to see and avoid each other during cruise flight, which resulted in a midair collision.

On July 17, 2016, about 0930 mountain daylight time, a red and white colored Cessna 172 airplane, N8184B, was substantially damaged during a mid-air collision near Emmett, Idaho. The private pilot was not injured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight that departed Emmett Municipal Airport (S78), Emmett, Idaho, at approximately 0920. 

According to the pilot, he departed runway 28, and flew the left hand traffic pattern during his ascent to 3,500 feet mean sea level. After he exited the traffic pattern on the downwind leg, the pilot flew east for approximately 2 miles and then turned northeast. About 10 minutes into the uneventful flight, he received a radio call from another airplane on the airport's Common Traffic Advisory Frequency (CTAF) that stated "aircraft east of Emmett…we almost got you." The pilot had not observed any aircraft in his range of view and elected to continue the flight. He landed about 40 minutes later and parked the airplane, but as he tied it down on the airport ramp, he observed a tear in the airplane's rudder, which was accompanied by a stretch of blue paint. The pilot reported that he monitored the airport CTAF, and had not heard any reports from anyone near the town of Emmett or transitioning through the town during the flight. He further stated that he did not observe any damage to the rudder before he departed. The pilot did not feel any sudden movement of the airplane between his departure and the time he received the radio call. 

Postaccident examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed substantial damage to the airplane rudder, which displayed a lateral tear and a blue mark at the trailing edge of the control surface. 

The other aircraft was not identified at any point during the investigation. A review of FAA radar data from 0820 and 0840 showed a total of three radar targets that passed through the town of Emmett. Two of the targets appeared as VFR primary radar targets, and did not display aircraft registration numbers. According to the pilot of the third target, identified as N471AM, he was on a cross country flight from Cascade, Idaho, to Nampa, Idaho, and was following a friend who was flying a brown and orange airplane. The pilot stated that he did not encounter a near mid-air collision at any point during the flight, and photographs of N471AM revealed that the airplane paint scheme did not contain any traces of blue consistent with the mark on the rudder of N8184B. 

The FAA Airplane Flying Handbook states,

"Collision Avoidance

All pilots must be alert to the potential for midair collision and near midair collisions… This concept requires that vigilance shall be maintained at all times, by each person operating an aircraft regardless of whether the operation is conducted under instrument flight rules (IFR) or visual flight rules (VFR)…Most midair collision accidents and reported near midair collision incidents occur in good VFR weather conditions and during the hours of daylight. Most of these accident/incidents occur within 5 miles of an airport and/or near navigation aids."

NTSB Identification: WPR16LA146A
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 17, 2016 in Emmett, ID
Aircraft: CESSNA 172, registration: N8184B
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 17, 2016, about 0930 mountain daylight time, a red and white colored Cessna 172 airplane, N8184B, was substantially damaged during a mid-air collision near Emmett, Idaho. The private pilot was not injured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that departed Emmett Municipal Airport (S78), Emmett, Idaho at approximately 0920. 


According to the pilot, he departed runway 28 and flew the left hand traffic pattern during his ascent to 3,500 feet mean sea level. He exited the traffic pattern and flew east for approximately 2 miles after which he turned northeast. About 10 minutes into the uneventful flight, he received a radio call from another airplane on the airport's Common Traffic Advisory Frequency (CTAF) that stated "aircraft east of Emmett…we almost got you." The pilot did not observe another airplane in his field of view and elected to continue the flight. After he landed about 40 minutes later, the pilot tied down the airplane and observed a tear in the airplane's rudder, which was accompanied by a stretch of blue paint. The pilot reported that he did not observe any mechanical malfunctions or anomalies at any point during the flight. 


The other airplane was not identified and a preliminary review of Federal Aviation Administration radar data did not show any aircraft that were operating in the area at the time of the radio call.


NTSB Identification: WPR16LA146B
14 CFR Unknown
Accident occurred Sunday, July 17, 2016 in Emmett, ID
Aircraft: UNKNOWN UNKNOWN, registration: unknown
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 17, 2016, about 0930 mountain daylight time, a red and white colored Cessna 172 airplane, N8184B, was substantially damaged during a mid-air collision near Emmett, Idaho. The private pilot was not injured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that departed Emmett Municipal Airport (S78), Emmett, Idaho at approximately 0920. 

According to the pilot, he departed runway 28 and flew the left hand traffic pattern during his ascent to 3,500 feet mean sea level. He exited the traffic pattern and flew east for approximately 2 miles after which he turned northeast. About 10 minutes into the uneventful flight, he received a radio call from another airplane on the airport's Common Traffic Advisory Frequency (CTAF) that stated "aircraft east of Emmett…we almost got you." The pilot did not observe another airplane in his field of view and elected to continue the flight. After he landed about 40 minutes later, the pilot tied down the airplane and observed a tear in the airplane's rudder, which was accompanied by a stretch of blue paint. The pilot reported that he did not observe any mechanical malfunctions or anomalies at any point during the flight. 

A preliminary review of Federal Aviation Administration radar data did not show any aircraft that were operating in the area at the time of the radio call.

Aerostat crashes into Pease hangar: Only damage is to research balloon, officials say



PORTSMOUTH — An experimental tethered balloon crashed into a hangar at the Portsmouth International Airport at Pease on Friday, according to Pease Development Authority officials.

Bill Hopper, the PDA’s airport director, said the research aerostat operated by Altaeros Energies of Somerville, Mass., crashed into hangar 229.

“It did exactly what it was supposed to do from a safety standpoint. No one was hurt and it didn’t cause any damage to the hangar,” Hopper said Monday morning. “It did damage the balloon itself.”

The company, which was founded in 2010 at the Massachusetts Institute of Technology, has a second balloon “that’s ready for flight,” Hopper said.

But the company first wants to do “a complete analysis of what took place,” Hopper said.

“They’ll be getting with the airport and we’ll make a determination on the safety going forward,” he said. “We don’t have any plans to launch in the immediate future.”

Attempts Monday to reach Altaeros Energies for comment were not successful. An email message was not returned by press time. 

The company’s website states its goal is to “deploy the world’s first commercial airborne wind turbine to harness the abundant energy in strong, steady winds at higher altitudes. Today that original vision has crystallized into helping rural and remote communities gain the benefit of state-of-the-art power, communications and other infrastructure."

The company explains on its website that “aerostats are the industrial versions of blimps and dirigibles.”

“The airborne portion, or ‘envelope’ uses helium gas to stay aloft, and is connected to a stationary ground system with a conductive tether,” the company states. “Aerostats have been deployed for decades to lift monitoring and communications systems in some of the harshest environments in the world.”

Hopper said under the agreement with the Pease airport the company can’t fly the aerostat any higher than 500 feet.

“Specifically they don’t have anybody under it because of this (risk),” Hopper said. “As long as the protocol is followed, the danger is very minimal.”

Hopper also noted the height restriction was put in place to make sure the balloon poses no danger to aircraft flying in and out of the former Pease Air Force Base.

The company is only allowed to operate the balloon at certain times and in certain weather conditions, he said.

When the balloon is operating there are “notices sent to airmen so anyone who’s flying is aware of it being up there,” Hopper said.

Hopper and David Mullen, the executive director of the Pease Development Authority, believe the balloon crashed because of high winds at the time.

The Portsmouth Herald previously reported that Altaeros Energies is aiming to develop more robust and resilient aerostat systems than those in use today. The experimental system deployed at the airport uses a helium-filled, urethane hull that is approximately 45 feet long. It is equipped with a number of environmental and inertial sensors that monitor the motion of the system in response to atmospheric conditions.

“They do know there’s always a possibility that these things could come down,” Hopper said. “They’re doing quite a bit of testing.”

Mullen said the company had to “cut a few cables” after the balloon “wrapped itself around the hangar.”

Two people from the company recovered the balloon and its tether after the crash, Hopper said.

The company lists its investors as Softbank, Mitsubishi Heavy Industries, LTD and the Suhail Bahwan Group, according to its website.

Source:   http://www.seacoastonline.com

Diamond DA-40 F Diamond Star, Utah State University, N419FP: Fatal accident occurred July 18, 2016 in Cache County, Utah

UTAH STATE UNIVERSITY: http://registry.faa.gov/N419FP 

FAA Flight Standards District Office: FAA Salt Lake City FSDO-07

NTSB Identification: WPR16FA144
14 CFR Part 91: General Aviation
Accident occurred Monday, July 18, 2016 in Logan, UT
Aircraft: DIAMOND AIRCRAFT IND INC DA40 F, registration: N419FP
Injuries: 1 Fatal.

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

On July 18, 2016 about 1121 mountain daylight time, a Diamond DA40, N419FP, was destroyed when it impacted terrain while maneuvering near Logan, Utah. The private pilot, the sole occupant, was fatally injured. The airplane was registered to and operated by Utah State University as a 14 Code of Federal Regulations (CFR) Part 91 personal flight. Visual meteorological conditions prevailed for the flight, and no flight plan filed. The local flight originated from Logan- Cache Airport (LGU), Logan, Utah at about 1245.

The National Oceanic and Atmospheric Administration (NOAA) reported that at 1121 they received signals of an emergency locator transmitter (ELT) ping in the vicinity of latitude/longitude position N41°35'54.87" W111°53'13.03". About 2 hours later, a search and rescue team located the wreckage 1.78 nautical miles east of the ELT signal at the elevation of 6,300 feet mean sea level . The small area of the wreckage footprint indicated that the airplane impacted terrain in a near horizontal attitude along a 093-degree magnetic bearing line. 

After the on-site documentation, the wreckage was recovered to a secured facility for further examination.

Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email eyewitnessreport@ntsb.gov,  and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov.


Frank De Leon Compres







CACHE COUNTY — A Utah State University aviation student died in a plane crash Monday while flying as part of the school's pilot training program Monday afternoon.

Frank Marino De Leon Compres, 21, was flying over an area of hilly farmland between Hyrum and Paradise, according to authorities, when his single-engine, DA-40 Diamond Aircraft plane crashed just after noon.

Emergency responders found De Leon Compres dead. Nobody else was aboard the aircraft, said Cache County Sheriff's Chief Deputy Matt Bilodeau.

Additional aircraft from the Logan-Cache Airport were used to spot the crashed plane, Bilodeau said. The Federal Aviation Administration and National Transportation Safety Board are investigating the cause of the crash.

De Leon Compres, who was from the Dominican Republic, was a senior in Utah State's aviation technology and professional pilot programs. He was flying to obtain more solo flight hours required to get his commercial pilot license, said university spokeswoman Maren Aller.

Others in the program are stunned and saddened by the student's sudden death, Aller said. De Leon Compres was also a member of USU's Dominican Republic Student Association and a resident assistant at the university's Davis Hall.

The plane took off from Logan-Cache Airport. There was a 6 mph wind at the time, but flying conditions were considered satisfactory with no applicable restrictions, Aller said.

Aller said De Leon Compres' death is the first in the history of the USU aviation program, which was founded in 1939. About 180 students are currently enrolled in the professional pilot program at the university.

Aviation professor Andreas Wesemman praised De Leon Compres, saying he was an honors student whom other students admired.

“He was one of our sharpest," Wesemman said in a statement. "He was well-motivated and well-liked in the program. This is a sad day for the USU aviation program.”

Story and video:  https://www.ksl.com

Aeronca 11AC Chief, N85893: Fatal accident occurred July 18, 2016 in Ishpeming, Marquette County, Michigan

NTSB Identification: CEN16FA269 
14 CFR Part 91: General Aviation
Accident occurred Monday, July 18, 2016 in Ishpeming, MI
Probable Cause Approval Date: 01/18/2017
Aircraft: AERONCA 11AC, registration: N85893
Injuries: 2 Fatal.

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

During a personal local flight, the private pilot made a low pass in the airplane over the runway and turned left to enter the traffic pattern for landing. A witness stated that the airplane "looked mushy" when it made its left crosswind turn. Another witness reported that the airplane appeared to enter a "close-in" traffic pattern at an estimated altitude of 100 to 150 ft above ground level. He further stated that the airplane's airspeed seemed slower than normal. He stopped watching the airplane until he heard a change in its engine noise. When he looked back, the airplane was in a left bank turning from the base leg to final approach, and the engine stopped producing power. The airplane immediately went into a left spiral and turned about 360° before impacting the ground. The accident site was located about 1,200 ft from the approach end of the runway near the runway centerline. A postaccident examination of the airframe and engine did not reveal any evidence of a mechanical malfunction or failure that would have precluded normal operation. 

Although the airplane's calculated weight at the time of the accident was about 6 pounds over its maximum gross weight, this likely was not a factor in the accident as it would not have significantly increased the airplane's stall speed. A carburetor icing probability chart indicated a probability of serious icing at glide power at the temperature and dew point reported at the time of the accident. Given that no mechanical reason for the loss of engine power was identified, it is likely that the loss of engine power was due to carburetor icing. Following the loss of engine power, the pilot likely failed to maintain adequate airspeed, resulting in the airplane's wing exceeding its critical angle-of-attack and a subsequent aerodynamic stall.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain airspeed following a loss of engine power due to carburetor icing while turning from base to final at a low altitude, which resulted in the airplane's wing exceeding its critical angle of attack and a subsequent aerodynamic stall. 

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

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

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

NTSB Identification: CEN16FA269
14 CFR Part 91: General Aviation
Accident occurred Monday, July 18, 2016 in Ishpeming, MI
Aircraft: AERONCA 11AC, registration: N85893
Injuries: 2 Fatal.

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

HISTORY OF FLIGHT

On July 18, 2016, about 2007 eastern daylight time, an Aeronca 11AC, N85893, sustained substantial damage during impact with terrain after a loss of engine power while in the traffic pattern of a private grass airstrip near Ishpeming, Michigan. The pilot and the pilot rated passenger received fatal injuries. The airplane was owned and operated by private individuals under the 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the flight, which was not on a flight plan. The local flight departed the Edward F. Johnson Airport (M61), Ishpeming, Michigan, located 4 nm south of the accident site, about 1945. 

A witness reported that he observed the airplane make a low pass over the grass airstrip. He stated that when the airplane made its left crosswind turn, it "looked mushy." He said that the airplane looked like it was "plowing through the turn." He did not see the accident occur, but he heard the impact. When he arrived at the accident site, the airplane's tail was in the air. The tail lowered when they tried to gain access to the cabin. 

A witness located about 800 ft west of the approach end of the grass runway reported that he saw the airplane approaching the airstrip from the southeast. The airplane's flight path and engine sound were normal as the airplane made a low pass over the northeast runway. The airplane turned a left crosswind and appeared to enter a "close-in" traffic pattern on a left downwind at an estimated altitude of 100 to 150 ft above ground level. He stated that the airplane's airspeed seemed slower than normal and he stopped watching the airplane until he heard a change in the engine noise. He stated that the airplane was in a left bank when the engine quit. The airplane immediately went into a left spiral and turned about 360 degrees before impacting the ground.

PERSONNEL INFORMATION

The 49-year-old pilot held a private pilot certificate with a single-engine land rating, and he was a certified flight instructor with a sport endorsement for single-engine land airplanes. He held a third class airman medical certificate dated April 4, 2016, with the limitation that he shall possess glasses for near and intermediate vision. During his medical examination, the pilot reported that his total flight time was 750 hours. 

AIRCRAFT INFORMATION

The airplane was a single-engine Aeronca 11AC, serial number 11C-277, manufactured in 1946, and equipped with a 65-horsepower Continental Motors A-65-8F engine, serial number 5767568. It seated two and had a maximum gross weight of 1,250 lbs. The empty weight was 782 lbs with a useful load of 468 lbs. The combined weight of the pilot and passenger was 462 lbs. There was 2 gallons (12 lbs) of fuel found in the auxiliary fuel tank and the main fuel tank was breached. The calculated weight and balance indicated that the aircraft was at least 6 lbs over gross weight at the time of the accident.

The carburetor icing probability chart from the Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin (SAIB): CE-09-35 Carburetor Icing Prevention, June 30, 2009, indicated a probability of serious icing at glide power at the temperature and dew point reported at the time of the accident.

METEOROLOGICAL INFORMATION

At 1955, the surface weather observation at the Sawyer International Airport (SAW), Marquette, Michigan, located 13 miles to the northeast of the accident site, was: wind 050 degrees at 8 kts, 10 miles visibility, sky clear, temperature 17 degrees C, dew point 10 degrees C, altimeter 30.17 inches of mercury.

WRECKAGE AND IMPACT INFORMAION 

The accident site was located about 1,200 feet from the approach end of the runway aligned with an extended runway centerline. The accident site area was uneven terrain covered by tall grass, shrubs, and trees. The airplane was initially found by rescue personnel nose down with the tail in a nearly vertical position. Pieces of the broken wooden propeller were found at the initial point of impact, which was about 21 ft to the northwest of the main wreckage. The nose and engine compartment of the airplane exhibited crushing and buckling which was consistent with about a 45-degree nose down impact. One of the Sensenich wooden propeller blades was broken off near the hub and the other blade was splintered along its entire span. The propeller exhibited damage consistent with aft crushing with few rotational signatures. The entire span of the left wing's leading edge was crushed aft. The outboard section of the left wing was broken outboard of the wing strut, crushed, and buckled aft. The right wing was broken at the front spar attach point to the fuselage and was almost twisted off and facing aft. The leading edge of the outboard section of the right wing was crushed and buckled aft. The rear fuselage and empennage remained largely intact. The flight control cables had continuity from the flight control surfaces to the cockpit flight controls. Breaks in the cockpit flight controls were consistent with overload fractures. 

The instrument panel and cockpit exhibited extensive impact damage. The throttle was found full forward. The carburetor heat was full forward. The ignition switch was on BOTH. The engine fuel primer was in the closed and locked position. The mixture control knob was broken off. The throttle, mixture and carburetor heat cables were found attached to the carburetor and carburetor air box. The carburetor was a Stromberg Model MAS3B. Fuel was found in the carburetor. The throttle lever was found full forward. The airbox was crushed by impact forces. The carburetor heat cable was still attached but did not move due to impact damage. 

The 8-gallon auxiliary fuel tank aft of the cabin had about 2 gallons of fuel. The fuel selector was on the main tank. The main 8-gallon fuel tank was forward of the instrument panel. It was completely broken open and no fuel was found in the tank. The cork float was moist. The inside walls of the fuel tank had a film of dirt contamination sticking to it. The vegetation between the point of impact and the main wreckage exhibited fuel blight. 

The examination of the engine revealed that the cylinder Nos.1 and 3 upper spark plugs were finger tight. The engine crankshaft was rotated by hand. Suction and compression was produced on cylinders Nos. 1, 2, and 3. Cylinder No. 4 did not exhibit "thumb" compression due to impact damage, but the piston and valves continuity was established. Oil was found in the No.4 cylinder. Drive train continuity was established. The upper spark plugs were in good condition with normal color and round electrodes. The examination of the bottom spark plugs revealed that the No.1 plug was normal. The No. 2 bottom spark plug lead cable was connected, but loose. The No. 3 spark plug gap was measured at 0.009 of inch gap, which typically has a 0.018 – 0.022 inch gap.

The left Slick 4333 magneto was still attached to the engine. The impulse coupling operated and spark was observed on all 4 towers. The right Slick 4333 magneto was separated from the engine. The magneto was rotated, and the impulse coupling operated and spark was observed on all 4 towers.

MEDICAL AND PATHOLOGICAL INFORMATION

The autopsy of the pilot was performed at the Duke LifePoint Hospital, Marquette, Michigan, on July 19, 2016. The cause of death was from multiple traumatic injuries sustained during an airplane crash. A Forensic Toxicology Fatal Accident Report was prepared by the FAA Civil Aerospace Medical Institute. The results were negative for all substances tested.

http://registry.faa.gov/N85893

FAA Flight Standards District Office: FAA Grand Rapids FSDO-09

NTSB Identification: CEN16FA269
14 CFR Part 91: General Aviation
Accident occurred Monday, July 18, 2016 in Ishpeming, MI
Aircraft: AERONCA 11AC, registration: N85893
Injuries: 2 Fatal.

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

On July 18, 2016, about 2007 eastern daylight time, an Aeronca 11AC, N85893, sustained substantial damage during impact with terrain after it had a loss of power in the traffic pattern of a private grass airstrip near Ishpeming, Michigan. The pilot and the pilot rated passenger received fatal injuries. The airplane was owned and operated by private individuals under the 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the flight, which was not on a flight plan. The local flight departed the Edward F. Johnson Airport (M61), Ishpeming, Michigan, located 4 nm south of the accident site, about 1945. 

A witness located about 800 ft west of the approach end of the grass runway reported that he saw the airplane approaching the airstrip from the southeast. The airplane's flight path and engine sound were normal as the airplane made a low pass over the northeast runway. The airplane turned a left crosswind and appeared to enter a "close-in" traffic pattern on a left downwind at an estimated altitude of 100 to 150 ft above ground level. He stated that the airplane's airspeed seemed slower than normal and he stopped watching the airplane until he heard a change in the engine noise. He stated that the airplane was in a left bank when the engine quit. The airplane immediately went into a left spiral and turned about 360 degrees before impacting the ground. 

The accident site was located about 1,200 ft from the approach end of the runway and near the runway centerline. The accident site area was uneven terrain covered by tall grass, shrubs, and trees. The airplane was initially found by rescue personnel nose down with the tail in a nearly vertical position. Pieces of the broken wooden propeller were found at the initial point of impact, which was about 21 ft to the northwest of the main wreckage. The vegetation near the initial impact point to the main wreckage exhibited fuel blight. The nose and engine compartment of the airplane exhibited crushing and buckling which was consistent with about a 45-degree nose down impact. One of the wooden propeller blades was broken off near the hub and the other blade was splintered along its entire span. The propeller exhibited damage consistent with aft crushing with few rotational signatures. The entire span of the left wing's leading edge was crushed aft. The outboard section of the left wing was broken outboard of the wing strut, crushed, and buckled aft. The right wing was broken at the front spar attach point to the fuselage and was almost twisted off and facing aft. The leading edge of the outboard section of the right wing was crushed and buckled aft. The instrument panel and cockpit exhibited extensive impact damage. The rear fuselage and empennage remained largely intact. 

At 1955, the surface weather observation at the Sawyer International Airport (SAW), Marquette, Michigan, located 13 miles to the northeast of the accident site, was wind 050 degrees at 8 kts, 10 miles visibility, sky clear, temperature 17 degrees C, dew point 10 degrees C, altimeter 30.17 inches of mercury.

Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email eyewitnessreport@ntsb.gov,  and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov.



Police have released the names of the two men killed in the plane crash Monday night in Ely Township. Ishpeming residents Dean Honkala, 49 and William Brewer, 48, were killed in the crash. At this time, authorities do not know who the pilot was.

The FAA and NTSB will be conducting an investigation of the crash scene. There is no word yet on what caused the plane to crash.

The investigation is expected to take a couple of days.

ELY TOWNSHIP — 12:52 a.m. Tuesday, July 19, 2016 (EDT)

Michigan State Police at the Negaunee post confirm that two passengers in a plane that crashed Monday evening have perished.

The plane is an Aeronca 11AC, a two-seat, high-wing, single engine aircraft.

There were no other passengers in the plane and no other injuries to report. The cause of the crash has yet to be determined.

Grand Rapids Flight Station, the FAA, and NTSB have been notified and are continuing the investigation along with Michigan State Police.

Immediately after EMS crews responded to the scene, at least one person in the plane was taken by Valley Medical Flight helicopter to UP Health System – Marquette.

The crash occurred just after 8:07 p.m.. First responders were called near an old airstrip in South Ishpeming on County Road CD about 800 feet off County Road 581.

Assisting Michigan State Police officers at the scene were officers with the Marquette County Sheriff’s Department, members of Marquette Search and Rescue, personel from Ishpeming Township Police Department, and Ely Township First Responders.

Medical assistance was also provided by UP Health System – Bell EMS, and Valley Med Flight.

The identities of the victims are being withheld at this time until authorities can notify the families. 

Story and video:   http://abc10up.com



ELY TOWNSHIP, Mich. (WLUC) UPDATE: The Michigan State Police report two people are dead after the small plane they were in crashed Monday night, Names are being withheld pending family notification.

A small single-engine plane crashed at 8:07 p.m. Monday in Ely Township off County Road CD and County Road 581.

The plane went down near a private grass landing strip. Officials confirmed two people were on board at the time of the crash.

At least one of the two people was flown by Valley Med-Flight helicopter to UP Health System Marquette.

What caused the crash is unknown. The names and conditions of those involved are being withheld pending notification of family members.

The Michigan State Police are leading the investigation but the F.A.A and the N.T.S.B have been contacted as well.

Also on the scene were the Marquette County Sheriff, the Marquette County Sheriff Search and Rescue, Marquette County 131, Valley Med-Flight, Ishpeming Township Fire Department, UP Health System Marquette Ambulance, and Ishpeming Township Police.

Residents in the area also helped with their side-by-side ATV's ferrying equipment and officials to the scene. The plane went down in a clear cut area about a quarter mile off County Road CD.

Source:  http://www.uppermichiganssource.com