Monday, July 25, 2016

Envoy Embraer ERJ-140, N830AE: Incident occurred July 24, 2016 at Tyler Pounds Regional Airport (KTYR), Tyler, Smith County, Texas

TYLER - An investigation is underway into why the pilot of a Tyler-bound flight was unable to contact ground crews as the plane approached Tyler Pounds Regional Airport on Sunday night, forcing the flight to return to Dallas-Fort Worth International Airport.

A spokesperson for Envoy Air, which operates American Eagle flights, said Tyler's airport terminal may have suffered a lightning strike that impacted the ground crew’s radios and ability to transmit back to the aircraft.

"[The flight crew] had been calling since they left Dallas," said passenger Wendy Bratteli. "And no one would answer the phone so they turned us around and flew us back to Dallas."

Once the plane got back to Dallas, passengers said they had to wait for a new pilot to arrive and fly the plane back to East Texas. The flight resumed once the crew arrived and communication was restored with American Eagle crews at Tyler Pounds,

The flight arrived just after midnight Monday -- three hours later than initially scheduled.

One passenger who spoke with CBS19 commended the flight crew for their professionalism throughout the incident. While she said the flight was frustrating, she hopes American Eagle works to prevent a similar incident from occurring in the future.

"I just hope they get a recovery plan, that they take it and learn from it, and next time they have a backup plan for whatever caused the problems," said Cynthia Campbell.

An Envoy Air spokeswoman said the airline is working to do just that.

"We sincerely regret the inconvenience to our passengers and are working to prevent a future occurrence," Nancy Kalin, director of communication for Envoy Air wrote in an email.

Officials with Tyler Pounds Regional Airport received reports the flight crew was unable to contact the air traffic control tower as they approached TYR. According to airport administrator Davis Dickson, it is "very likely" the pilot did not contact the tower due to its closing  at 9:30 p.m. as posted in the FAA facility directory.

Dickson said in a statement the airport will work closely with Envoy to learn what caused this incident.

“We have interviewed some of our customers and gathered a number of documents validating the timelines of this event.  It’s valuable for us to work from the facts to take action as needed.” 
The airport has reviewed the airfield inspection reports and found that the airfield systems were in compliance.

Thus far the airport continues research to learn if the facility experienced a lightning strike and will assist Envoy in the investigation.”- Davis Dickson

CBS19 received reports that people trying to exit the airport's long-term parking had to wait for an attendant to arrive in order to leave the lot.

Dickson said he reviewed records and video footage which showed the plane arrived on the tarmac at 12:10 a.m. and the first credit card transaction exiting the parking lot was recorded at 12:16 a.m.

Story and video:   http://www.cbs19.tv

Yakovlev Yak-11, Yak Flight LP, N5940: Fatal accident occurred July 25, 2016 at Allegheny County Airport (KAGC), West Mifflin, Allegheny County, Pennsylvania

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Pittsburgh, Pennsylvania 

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

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

https://registry.faa.gov/N5940

Location: West Mifflin, PA
Accident Number: ERA16FA269
Date & Time: 07/25/2016, 0945 EDT
Registration: N5940
Aircraft: YAKOVLEV YAK11
Aircraft Damage: Substantial
Defining Event: Electrical system malf/failure
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 25, 2016, about 0945 eastern daylight time, a Yakovlev Yak-11, N5940, was substantially damaged by fire after landing at Allegheny County Airport (AGC), West Mifflin, Pennsylvania. The commercial pilot was fatally injured. The airplane was privately owned and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which originated at Chester County Airport (MQS), Coatesville, Pennsylvania, about 0830.

The accident occurred during the first leg of a multiple leg cross-country flight to the Experimental Aircraft Association (EAA) fly-in and convention (EAA AirVenture Oshkosh), held at Wittman Regional Airport (OSH), Oshkosh, Wisconsin. According to air traffic control information from the Federal Aviation Administration (FAA), the pilot first contacted the tower controller at AGC when he was about 20 miles east of the airport and advised that his transponder was inoperative. The controller instructed the pilot to "proceed straight in" for runway 28 and cleared the airplane for landing.

The pilot acknowledged the landing clearance and advised that he would be going to Corporate Air and would need progressive taxi instructions. Security video footage showed that the airplane touched down about 2,000 ft down the runway. The pilot was then advised by the tower controller to "make any left turn" and to contact ground control. After the airplane rolled past taxiway C, the pilot asked if he could turn the airplane around on the runway. He was given permission to do so and was again instructed to contact ground control. The pilot then advised he was switching frequencies to ground control. As the airplane turned and its right side became visible to personnel in the control tower, the ground controller advised the pilot that there was a fire under the airplane's wing. The airplane continued to turn left until it traveled off the side of the paved surface of the runway and rolled through the airport infield until it came to rest near taxiway G, with smoke and flames emanating from the right side of the airplane.

The pilot egressed and was transported by airport personnel via golf cart to a nearby hangar where a helicopter emergency service operator was based. Paramedics at the hangar began treating the pilot, who was clad in shorts, a T-shirt, socks, and tennis shoes, and had not been wearing his fire-retardant flight suit, gloves, or helmet. He had visible thermal injuries over 62% of his body. The pilot was subsequently transported to the hospital where he succumbed to his injuries about 6 days later.

Pilot Information

Certificate: Commercial
Age: 53, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 04/05/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 08/31/2015
Flight Time: (Estimated) 3100 hours (Total, all aircraft) 

According to FAA records, the pilot held a commercial pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane. While in the United States Navy, he had flown the T-34, T2C, TA4J, and S3B. He had owned and operated a Yak 50 and 52 and held a letter of authorization from the FAA to operate the Yak-3, Yak-9, and Yak-11 as pilot-in-command under visual flight rules. His most recent FAA second-class medical certificate was issued on April 5, 2016. He reported on that date that he had accrued about 3,100 total hours of flight experience. 

Aircraft and Owner/Operator Information

Aircraft Make: YAKOVLEV
Registration: N5940
Model/Series: YAK11 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1952
Amateur Built: No
Airworthiness Certificate: Experimental
Serial Number: 210
Landing Gear Type: Retractable - Tailwheel
Seats: 2
Date/Type of Last Inspection: 08/28/2015, Condition
Certified Max Gross Wt.: 5379 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 318.5 Hours as of last inspection
Engine Manufacturer: P & W
ELT: C91A installed, not activated
Engine Model/Series: R-1830-75
Registered Owner: Yak Flight LP
Rated Power: 1350 hp
Operator: On file
Operating Certificate(s) Held: None

The accident airplane was a two-seat, low-wing, military trainer equipped with a variable pitch propeller. The main landing gear was retractable, and the tailwheel was fixed. The flight controls were not boosted and were conventional in operation. The elevator and ailerons were controlled through push-pull rods and the rudder was operated by cable. With the stick held back, the tailwheel could be locked for takeoff or landing, and with the stick forward, the tailwheel was unlocked for short-radius turns.

According to FAA and sales records, the airplane was manufactured in 1952 and was operated by the Egyptian Air Force from 1952 through the 1980s.

During a rebuild in 1990, the 700-horsepower Shvetsov Ash-21 7-cylinder radial engine and VIS-111-V20 two-blade constant speed propeller were replaced with a 1,350-horsepower Pratt & Whitney R1830-75 14-cylinder radial engine and a Hamilton Standard 3-bladed constant speed propeller. The fuel system was modified as part of the engine replacement. This included removal of the primer pump and hand fuel (wobble) pump, and installation of an electric fuel pump.

On December 5, 1990, the airplane was classified by the FAA as experimental, and a special airworthiness certificate was issued in the racing, crew training, and exhibition category.

According to maintenance records, the airplane's most recent condition inspection was completed on August 28, 2015. At the time of the inspection, the airplane and engine had accrued 318.5 total hours of operation. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: AGC, 1252 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 0953 EDT
Direction from Accident Site:
Lowest Cloud Condition:
Visibility: 6 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: Variable
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.99 inches Hg
Temperature/Dew Point: 28°C / 23°C
Precipitation and Obscuration: Haze; No Precipitation
Departure Point: COATESVILLE, PA (MQS)
Type of Flight Plan Filed: None
Destination: West Mifflin, PA (AGC)
Type of Clearance: VFR
Departure Time: 0830 EDT
Type of Airspace: Air Traffic Control; Class C 

The 0953 recorded weather at AGC, about 8 minutes after the accident, included variable winds at 5 knots, 6 miles visibility in haze, clear skies, temperature 28°C, dew point 23°C, and an altimeter setting of 29.99 inches of mercury. 

Airport Information

Airport: ALLEGHENY COUNTY (AGC)
Runway Surface Type: Concrete
Airport Elevation: 1251 ft
Runway Surface Condition: Dry
Runway Used: 28
IFR Approach: None
Runway Length/Width: 6501 ft / 150 ft
VFR Approach/Landing: Straight-in

AGC was owned by the Allegheny County Airport Authority and was a public tower-controlled airport. It was located 4 miles southeast of Pittsburgh, Pennsylvania at an elevation of 1,252 ft above mean sea level.

The airport was equipped with two runways oriented in a 13/36 and 10/28 configuration. Runway 28 was grooved concrete in good condition, measuring 6,501 ft long and 150 ft wide. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 40.355556, -79.932500

Examination of the runway and accident site revealed that, after the airplane traveled past taxiway C and entered the left turn, it continued to turn left for about 294° until it traveled off the runway pavement on a magnetic heading about 346°. The airplane then traveled across a storm drain and the airport infield about 612 ft before coming to rest.

The metal and fabric fuselage skin in the areas of the cockpit, right wing, left wing root, and forward portion of the empennage were consumed by fire. The cockpit was completely destroyed. The remaining metallic skin on the outboard section of the right wing and empennage exhibited extensive thermal damage, including melting, oxidation of aluminum surfaces, and brittleness. The wreckage was sooted with areas of vertically-oriented re-solidified globules of aluminum aircraft structure. The tail section, engine cowling, and the left wing were intact.

All three propeller blades displayed minimal damage with no evidence of a propeller strike. Both magnetos were intact on the front of the engine, and the rear of the engine displayed minimal thermal exposure near several openings in the firewall.

Examination of the landing gear system revealed that the main landing gear was in the down and locked position. The brake disks showed no indications of overheating, pitting, or grooving. The brake calipers were intact and there was no sign of hydraulic leakage. The tailwheel was functional and undamaged.

There was extensive fire damage on the aft inboard trailing edge of the right wing and adjacent areas. The right side of the fuel system engine feeder (sump) tank was also located in this area. The feeder tank had multiple areas of melt-through on the upper surface. The wing structure outboard from the sump tank was intact. The inboard edges showed signs of melting, sooting, and thermal discoloration of the remaining paint. A section of aircraft structure was also found separated from the wreckage which displayed evidence of broomstrawing on both ends, consistent with being subjected to shock loading while being in a near-molten state.

Compression damage was discovered in the forward section of the right wing inboard of the right main landing gear, with portions of the airplane's tubular frame bent and displaced to the right side of the airplane's centerline.

Flight control continuity was confirmed from the flight control surfaces to the burned-out section of the cockpit. The mixture control was full rich. The fuel shutoff lever was about 3 inches forward of the aft (shutoff) stop, the throttle was full aft (idle), and the propeller was in the full forward (full rpm) position.

Medical And Pathological Information

The Office of the Medical Examiner, Allegheny County, Pennsylvania, performed an autopsy on the pilot. Cause of death was superficial and deep burns combined with inhalational thermal injuries complicated by sepsis.

The Office of the Medical Examiner, Allegheny County, Pennsylvania, performed toxicology testing of the pilot. The specimens from the pilot were negative for carbon monoxide, cyanide, basic, acidic, and neutral drugs, except for Fentanyl, Oxycodone, Midazolam, and Lorazepam, which were administered postaccident.

Tests And Research

Fuel System Information

Examination of published fuel system information revealed that fuel was carried in two main wing fuel tanks of 173 liters (45.7 gallons) each and a small sump tank of 13.5 liters (3.6 gallons). The two main fuel tanks were located in the inboard section of each wing between the front and rear spars. The sump tank was gravity-fed from the main tanks. From the sump tank, fuel would flow through the main fuel line to the engine-driven fuel pump then to the carburetor.

According to information provided by the previous owner of the airplane, after a flight about 10 years earlier, fuel was discovered leaking from the fuel system. The leak was determined to be coming from a fuel pump with a leaky diaphragm, though the previous owner could not recall which one. That pump was then replaced with a "new old stock" fuel pump, which after installation and testing, was found to also be leaking. Another pump was purchased from another supplier, installed, and was found to work properly.

Examination of maintenance records indicated that, 5 days before the accident, a mechanic had completed installation of a Garmin SL 40 VHF Communications Transceiver and a Garmin 250xl Transceiver/GPS navigator on the right side of the cockpit near where a transponder and step-down voltage unit had previously been installed. The mechanic had also fire-sleeved the oil and fuel hoses at the engine accessory case and fire-sleeved the oil and fuel hoses that were connected to the cockpit gauges.

According to first responders, after the pilot egressed the airplane, when asked about what happened, he advised that he thought "a fuel line came apart," had "blew off," or "busted."

Fuel System and Electrical Wiring Examination

Examination of the fuel system revealed that the pressure carburetor displayed minimal thermal damage, and the oil and fuel hoses located at the rear of the engine, though fire-damaged, did not display any evidence of breaks or leakage.

Further examination of the fuel system revealed that the fire had been fed from the fuel system and appeared to have originated in the area of the right wing root where a fuel feed line, fuel return line, and a fuel tank vent line were located.

Examination of the electric fuel pump revealed that the main body was intact and appeared undamaged by heat. One inlet had a small section of thermally damaged polymeric hose. Two small outlets showed evidence of thermal deformation, thinning, and melting. These signatures were consistent with exposure to high temperatures.

There was no thermal damage to the main body of the fuel strainer and fuel shutoff valve unit. The outlet located near the top of the strainer section had a small section of aluminum fuel line still attached. The section end exhibited high temperature deformation on the fracture surfaces as well as some areas indicative of overstress. The inlet located near the shutoff valve section also had a small section of fuel line still attached. The section end exhibited melting and thinning consistent with exposure to high temperatures.

Three sections of the fuel sending wiring exhibited end fractures consistent with mechanical breakage. Two of the wire sections had a twisted junction about mid-length. There were no signs of separations in the junctions and no sign of electrical arcing around the joined sections. There were no signs of electrical arcing, beading, or melting on any of the conductors of the 3 sections.

A section of avionics wiring still had the connector attached. The opposite end exhibited fractures consistent with mechanical breaks. The exterior of the braided conductor surface was bare and exhibited an oxidized layer, both consistent with exposure to high temperatures. There were no signs of electrical arcing, beading, or melting on any of the conductors.

The power wiring was routed along the right side of the cockpit in close proximity to the area of the right wing root. One section of the wiring displayed a fracture at one end; the other end remained attached to a portion of the main bus bar. The exterior of the braided conductor surface was bare and exhibited an oxidized layer, both consistent with exposure to high temperatures. Unlike the other wires, this section exhibited signs of arcing, beading, melting, and welding of conductors. 

Additional Information

According to the airplane's previous owner, the belly of the airplane was a large aluminum panel held on with fasteners. When removed, it would expose the electric boost pump, "fuel plumbing," rudder control cables, torque tubes for the flaps and ailerons, the center fuel tank, and "all of the items" under the pilot's compartment. The previous owner further advised that, when it was open, you could "touch the bottom of the seats." Examination of the remains of this area did not reveal evidence of any type of fire blocking or fire blocking materials such as a fiberglass liner, thermal-acoustic insulation, or fire-resistant barrier fabric that would have reduced heat and fire impingement in the area of the cockpit.

Use of Flight Suits

According to Transport Canada ("Flight Suits-Functional Protection," May 20, 2010), one manufacturer of fire-resistant clothing carried out a burn test in order to rate the clothing materials that provided the most fire protection. Layering fire-resistant garments on top of each was determined to offer the best protection; with the results of the tests indicating that, when a Nomex 27/P flight suit was worn directly against the body, burns totaled nearly 52% body surface area (BSA). When a Nomex 27/P flight suit was worn with short cotton underwear, burns totaled about 34% BSA. When a Nomex 27/P flight suit was worn in conjunction with Nomex long underwear, burns were reduced significantly, to about 9% BSA.

These numbers included unprotected head, hands, and feet, which could be protected by the use of fire-resistant boots and gloves, and a flight helmet worn with the visor down.

NTSB Identification: ERA16FA269
14 CFR Part 91: General Aviation
Accident occurred Monday, July 25, 2016 in West Mifflin, PA
Aircraft: YAKOVLEV YAK11, registration: N5940
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 25, 2016 about 0945 eastern daylight time, a Yakovlev Yak-11; N5940, was substantially damaged by fire after landing, at Allegheny County Airport (AGC) West Mifflin, Pennsylvania, The commercial pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under the provisions of Title14 Code of Federal Regulations Part 91, which originated at Chester County Airport (MQS), Coatesville, Pennsylvania about 0830.

The accident occurred during the first leg of a multiple leg cross country flight to the Experimental Aircraft Association (EAA) fly-in and convention (EAA Airventure Oshkosh), which was being held at Wittman Regional Airport (OSH), Oshkosh, Wisconsin.

According to preliminary air traffic control information from the Federal Aviation Administration (FAA), and security camera video, the pilot first made contact with the airport control tower at AGC when he was approximately 20 miles to the east of the airport for landing. The pilot was then directed to "proceed straight in" for runway 28. The pilot was then cleared to land on Runway 28 at AGC.

The pilot acknowledged the landing clearance and advised that he would be going to "Corporate Air" and would need "progressive" taxi instructions. During the landing, the airplane appeared to touchdown approximately 2,000 feet down the runway. The pilot was then advised by the tower controller to "make any left turn" and to contact ground control. The airplane then rolled past taxiway "C." The pilot then asked if he could turn around on the runway. He was given permission to do so, and to contact ground control. The pilot then advised he was switching frequencies to ground control. The airplane was then observed in a left turn. Moments later, as the airplane continued to turn to the left, the airplane's right side became visible to the personnel in the control tower, and the ground controller advised the pilot that "you have a fire under your wing." At this point, the airplane continued in the left turn until it traveled off the right side of the paved surface of the runway and rolled through the airport infield until it came to rest near taxiway "G." Smoke and flames were then observed to increase in size from the right side of the airplane.

After the airplane came to rest, the pilot egressed and was observed standing near the airport windsock by airport personnel. He was then transported by golf cart to a nearby hangar where a helicopter emergency service operator was based. Paramedics began treatment of the pilot who had visible thermal injuries, had not been wearing his fire retardant flight suit, and was clad only in shorts and a T-shirt. He was then transported to the hospital where he succumbed to his injuries approximately 6 days later.

Examination of the runway and accident site revealed that after the airplane traveled past taxiway "C," and entered the left turn, it continued to turn left for approximately 294 degrees until it traveled off the right side of the runway pavement, on a magnetic heading of approximately 346 degrees. The airplane then traveled across a storm drain, and across the airport infield for approximately 612 feet, before coming to rest.

Examination of the wreckage revealed that the majority of the metal and fabric covering of the fuselage had been consumed by fire, and the right wing, and empennage displayed evidence of thermal damage. Vertical soot trails were evident throughout the wreckage along with numerous areas of vertically oriented solidified rivulets of metal alloy. Further examination also indicated extensive fire damage in the area of the aft inboard trailing edge of the right wing, near a section of "L" shaped alloy channel mounted along the wing root fuselage juncture, near the right side of the fuel system engine feeder tank.

Compression damage was also discovered in the area of the forward section of the right wing, inboard of the right main landing gear, with portions of the airplane's tubular frame displaying displacement to the right side of the airplane's centerline, along with bending of some sections of the tubing which made up the airplane's tubular frame.

Flight control continuity was confirmed from the flight control surfaces, to the burned out section of the cockpit. The mixture control was full rich. The fuel shutoff lever was approximately 3 inches forward of the aft (shutoff) stop, the throttle was full aft (idle), and the propeller was in the full forward (full rpm) position.

All three blades of the propeller displayed minimal damage and no evidence of a propeller strike. Both magnetos were intact on the front of the engine, and the rear of the engine displayed minimal thermal exposure near several openings in the firewall.

Examination of the landing gear system revealed that the main landing gear were in the down and locked position. The brake disks showed no indications of overheating, pitting, or grooving. The brake calipers were intact, and there was no sign of hydraulic leakage. The tailwheel was functional, and undamaged.

According to FAA records, the pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane, and held a letter of authorization from the FAA to operate the Yak-3, Yak-9, and Yak-11, as pilot-in-command under visual flight rules. His most recent FAA second-class medical certificate was issued on April 5, 2016. He reported on that date, that he had accrued approximately 3,100 total flight hours.

According to FAA and sales records, the airplane was manufactured in 1952 and was operated by the Egyptian Air Force from 1952 through the 1980s. During a rebuild in 1990, the 700 horsepower, Shvetsov Ash-21, 7-cylinder radial engine, and VIS-111-V20 two-blade constant speed propeller, were replaced with a 1,350 horsepower, Pratt & Whitney R1830-75, 14-cylinder, radial engine and a Hamilton Standard 3-bladed constant speed propeller. On December 5, 1990, the airplane was classified by the FAA as experimental, and a special airworthiness certificate was issued for the airplane in the racing, crew training, and exhibition category.

The wreckage was retained by the NTSB for further examination.

Ira Saligman, 53, aviator, philanthropist, investor

Ira Saligman’s passion for flying was realized when he became a naval aviator. After the Persian Gulf War, he pursued philanthropic causes. 


Ira M. Saligman, 53, of Wayne, an aviator, philanthropist, and real estate investor, died Sunday, July 31, of injuries he had sustained six days earlier when his vintage aircraft caught fire as it landed in West Mifflin, Pa.

Mr. Saligman got out of the airplane at Allegheny County Airport, but died in the Mercy burn unit at the University of Pittsburgh Medical Center.

The cause of the fire in the World War II-era plane, as it pulled to a stop on the tarmac, was unknown. Mr. Saligman was en route to an air show in Oshkosh, Wis., where he intended to meet his pilot friends.

Reared in Gladwyne, Mr. Saligman attended the Haverford School, but graduated from Harriton High School. He earned a bachelor's degree from George Washington University and a master's degree in business administration from Emory University in Atlanta.

Mr. Saligman's passion was flying airplanes. After college, he enlisted in the Navy, which sent him to its officer training school. His dream came true when he was accepted at flight training school, and after three years, received his wings as a naval aviator.

"The passion of flying permeated his entire life," said friend Jay Leberman. "It was a metaphor for his life - to reach out and look at the sky, to soar above and not be limited by constraints."

When the Persian Gulf War broke out in 1990, he was assigned to the Viking S3 anti-submarine aircraft and flew off the aircraft carrier USS America for the duration of the conflict.

"He was a patriot and served very, very proudly," Leberman said.

After completing his tour of duty, he followed family tradition by entering the real estate business and mimicking his father's devotion to philanthropy in Philadelphia and on behalf of the State of Israel.

He worked for Cynwyd Investments, the family business, before joining the finance and acquisition groups at Preferred Real Estate, where he oversaw the underwriting, leasing, and financing of "difficult to finance" commercial projects.

After the sale of the family business, he began working informally with other family members to invest the proceeds. That effort led to the creation of Saligman Capital in Wayne.

"He was always looking for a new way of doing things. He was very motivated," said sister Laury Saligman.

In the nonprofit world, he served as the chief financial officer for the Robert Saligman Charitable Foundation. The Bala Cynwyd foundation supports Jewish agencies, temples, and education, and provides funding for the arts, health, and human services.

He served as a board member and chairman of the Investment Committee of the Jewish Federation of Greater Philadelphia.

Mr. Saligman also served on the board of Federation Housing, a 1,200-unit independent living facility for low-income seniors in Philadelphia.

As word of Mr. Saligman's death spread, the National Museum of American Jewish History purchased an ad in the Inquirer describing him as a longtime trustee and "among the museum's earliest and most steadfast supporters."

"He championed a new initiative to collect and preserve family stories for generations to come," said the ad, signed by Philip Darivoff, board chair, and Ivy Barsky, the museum's CEO.

He was a founding member of the Jewish Federation of Real Estate Professionals. He also was active in Jack M. Barrack Hebrew Academy in Bryn Mawr, and Atidim, an enrichment program for gifted students in Israel.

"With his quick wit, sense of humor, and extraordinary generosity, Ira touched many lives in Philadelphia and beyond. He will be dearly missed," his family said.

Besides his sister, Mr. Saligman is survived by his wife, Arden Williams Saligman; his mother, Alice; sons Van and Gill; daughter Lila; another sister, Carolyn; and a brother, Peter.

Funeral services were Friday, Aug. 5.

Contributions in his memory may be made to the National Museum of American Jewish History, 101 S. Independence Mall E., Philadelphia 19106.

Source: http://www.philly.com



A pilot who suffered burns to his body and face following a crash last month at the Allegheny County Airport has succumbed to his injuries.

Ira Saligman, 53, of Wayne died at 11:53 p.m. Sunday in the UPMC Mercy burn unit, according to the Allegheny County Medical Examiner's Office supervisor.

The Yak-11 propeller airplane Saligman was flying caught fire after landing on Runway 28 at the airport at 9:45 a.m. July 25, the FAA said in a written statement. Allegheny County Airport Authority officials confirmed the plane did not take off from the airport and did not file a flight plan with the airport.

The pilot contacted the airport's tower when he was about 20 miles east of the airport, said Jeff Martinelli, Allegheny County Airport Authority's vice president for customer relations.

“At that point, he indicated that he was just going to land here,” Martinelli said. “There was no indication of any emergency situation whatsoever.”

FAA crews in the airport's control tower first noticed the plane was on fire shortly after it landed and notified the pilot, he said.

The pilot got out of the aircraft before emergency personnel arrived on scene.

West Mifflin No. 3 Volunteer Fire Company firefighters extinguished the fire, and the airport reopened by 11:15 a.m., Martinelli said.

Source:  http://triblive.com





WEST MIFFLIN (KDKA) – A pilot suffered some burns Monday morning when his vintage plane burst into flames while landing at the Allegheny County Airport.

According to airport officials, the plane landed around 10 a.m. A cloud of smoke and flames could be seen in the distance from an airplane burning near the airport’s runway.

“Flames and a lot of smoke, and I inquired to others what had happened,” said Cheryl Freedman, a witness.

The fire started in an airplane described as a vintage single-engine, Russian-built World War II YAK plane.

The pilot, who is believed to be from Delaware, was on his way to Oshkosh, Wisconsin, for the World’s Greatest Aviation Celebration.

The pilot radioed the tower saying he was planning to land at the airport and wasn’t having any problems; but when his plane touched down on the runway, the tower noticed smoke was coming from the cockpit.

Freedman says airport rescuers got to the pilot, who was flying alone, after he jumped out of the airplane with severe burns.

“They brought him over pretty quickly to get treatment and my prayers are with the pilot,” she said.

“He was treated on site by EMS for burns to his face and body and then transported to UPMC Mercy,” said Jeff Marinelli, of the Allegheny County Airport Authority.

Eventually, West Mifflin firefighters put the fire out, but the airplane was badly damaged especially in the cockpit area. It was towed to a nearby hangar as part of the investigation by the FAA.

Story and video:  http://pittsburgh.cbslocal.com



Emergency crews were called to the Allegheny County Airport after a plane caught fire with a pilot inside this morning.

The fire began at 9:50 a.m, just after the World War II-era plane, a single-propeller Yak, landed at the airport. 

The pilot notified the airport that he was going to land when his plane was about 20 minutes away, according to airport spokesperson Jeff Martinelli.

"At that time there was no indication of any type of stress or emergency," Mr. Martinelli said.

"When the plane stopped the tower noticed flames. Our staff responded and shut down the airport for almost an hour."

The pilot escaped the burning aircraft with burns on his face and body. He was then taken to UPMC Mercy.

Fatal accident occurred July 24, 2016 in Cushing , Payne County, Oklahoma

 Sheralynn Neff 



CUSHING, Okla. (KSNW) – Crews in Oklahoma have found the body of a missing skydiver.  The body was found just after 8 a.m. near Cushing in Lincoln County.

The skydiver, identified as 26-year-old Sheralynn Neff from Newton, jumped around 3:45 p.m. Sunday near Cushing. Her parachute was found in a wooded area, but she wasn’t with it.

Authorities say she was found about five miles away from where her parachute was located.

Investigators say they believe she fell completely out of her harness.

Multiple law enforcement agencies and the Red Cross assisted in the search.

Many people in Newton are grieving after getting wind of Neff’s death.

David Williams says Neff was in his public speaking class in sophomore year.

He remembers he as being shy and quiet, but very well rounded and someone whose work ethic rubbed off on others.

Williams pointed out in the 2008 NHS yearbook, the year Neff graduated, that she was heavily involved in many activities.

Neff was a member of the National Honors Society and Spanish National Honors Society.

Neff was also valedictorian of her senior class.

Outside the classroom, she was part of the swim team and played the flute.

Williams says it wasn’t uncommon to see Neff carrying her flute around school, saying she was very interested in music.

Being so well rounded, Williams said it was hard to forget Neff, even eight years after she graduated.

“Her goal was perfection in virtually everything she did and she achieved it, I don’t know of anything she wasn’t successful at, if there was stuff going on, she was involved in it and it just hurts a lot to think about her not being around,” said Williams.

Greg Bergman, the Director of Bands for USD 373 also spoke out about Neff’s death in an email this afternoon saying:

“Sheralynn was an outstanding flutist and leader in our band program at Newton High School, in addition to her numerous academic successes. Sheralynn served as Drum Major for the NHS Railer Marching Band and was Principal Flute in the Wind Ensemble and Orchestra. She earned Division 1 “Outstanding” ratings at several music festivals, and was a member of the Kansas Music Educators Association South Central District Honor Band. I’ll always remember that Sheralynn pursued so many academic and artistic interests at NHS that she didn’t have time to take 9th Grade P.E. until her Senior year. Sheralynn was a kind, talented, and highly motivated young woman with a variety of interests. My thoughts are with her family.”

The FAA will investigate the incident.

Story and video:  http://ksn.com

United Airlines, Boeing 757-200, N595UA: Incident occurred July 24, 2016 in Salt Lake City, Utah

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

Date: 24-JUL-16
Time: 16:55:00Z
Regis#: UAL1919
Aircraft Make: BOEING
Aircraft Model: 757
Event Type: Incident
Damage: Minor
Activity: Commercial
Flight Phase: UNKNOWN (UNK)
Aircraft Operator: UAL-United Airlines
Flight Number: UAL1919
City: SALT LAKE CITY
State: Utah

UNITED AIRLINES FLIGHT UAL1919 BOEING 757 AIRCRAFT, REGISTRATION NOT REPORTED, DIVERTED WITH MINOR DAMAGE TO FUSELAGE WHEN PANEL DOOR SEPARATED, NO INJURIES, LANDED WITHOUT INCIDENT AT SALT LAKE CITY, UTAH.

Mooney M20R Ovation, Wazney Aviation LLC, N999JW: Incident occurred July 24, 2016 at Wittman Regional Airport (KOSH), Oshkosh, Winnebago County, Wisconsin

WAZNEY AVIATION LLC: http://registry.faa.gov/N999JW

FAA Flight Standards District Office: FAA Milwaukee FSDO-13

Date: 24-JUL-16
Time: 16:58:00Z
Regis#: N999JW
Aircraft Make: MOONEY
Aircraft Model: M20R
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: OSHKOSH
State: Wisconsin

AIRCRAFT LANDED GEAR UP, OSHKOSH, WISCONSIN.

Piper AEROSTAR 601P, N-54 INC, N54AJ: Incident occurred July 24, 2016 in Olathe, Johnson County, Kansas

N-54 INC: http://registry.faa.gov/N54AJ

FAA Flight Standards District Office: FAA Wichita FSDO-64

Date: 24-JUL-16
Time: 13:48:00Z
Regis#: N54AJ
Aircraft Make: AEROSTAR
Aircraft Model: AEROSTAR601
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: TAKEOFF (TOF)
City: OLATHE
State: Kansas

AIRCRAFT ON TAKEOFF ROLL STRUCK A RUNWAY LIGHT, OLATHE, KANSAS.

Beech 65-A90, N256TA, registered to N80896 LLC and operated by Bay Area Skydiving: Accident occurred July 23, 2016 near Byron Airport (C83), Contra Costa County, California

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Oakland, California
Textron Aviation; Wichita, Kansas

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

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


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

http://registry.faa.gov/N256TA

Location: Byron, CA
Accident Number: WPR16LA150
Date & Time: 07/23/2016, 1900 PDT
Registration: N256TA
Aircraft: BEECH 65 A90
Aircraft Damage: Substantial
Defining Event: Aircraft structural failure
Injuries: 15 None
Flight Conducted Under:  Part 91: General Aviation - Skydiving

Analysis 

The commercial pilot reported that, while setting up for a skydiving jump run, the airspeed was a little slow, and the airplane abruptly stalled, rolled left, and began rotating downward. A jumper, seated in the copilot's seat, stated that the pilot did not retard the throttles during the recovery attempt and that the airplane's airspeed increased rapidly. The jumper also reported that he heard a "loud bang" during the recovery sequence. The pilot briefly recovered the airplane to a wings-level attitude, but it then subsequently stalled and entered another spin. During the second spin event, all the jumpers successfully egressed. After about nine rotations, the pilot recovered the airplane to a wings- and pitch-level attitude, and shortly thereafter, it broke off to the left and stalled and rotated downward again. The pilot recovered the airplane again and flew back to the airport because the airplane was handling abnormally, and he landed it without further incident.

After landing, a witness noted that the airplane's right horizontal stabilizer and elevator were missing; they were subsequently recovered in a field a few miles south of the airport. Magnified optical examination revealed that all the fracture surfaces on the right horizontal stabilizer, elevator, and attachment bracket were consistent with overstress separations, which was likely the source of the loud bang heard by the jumper during the recovery sequence. No indications of fatigue or corrosion were observed. Therefore, it is likely that the right horizontal stabilizer and the attached elevator were overstressed during the airplane's left spin recovery, which led to their in-flight separation. Due to the dynamics during a spin recovery, only the right horizontal stabilizer experienced g forces and air flow beyond its limit.

The Airplane Flight Manual contained a spin recovery procedure, which stated to "immediately move the control column full forward, apply full rudder opposite to the direction of the spin, and reduce power on both engines to idle. These three actions should be done as near simultaneously as possible." It is likely that the pilot's failure to follow these procedures led to the airplane's airspeed rapidly increasing and caused increased air flow, which required additional g forces to recover.

Postaccident, the airplane's weight and balance were calculated for the accident flight, and the center of gravity (CG) was determined to be about 6 to 7 units aft of the limit. An aft CG results in the airplane being in a less stable flight condition, which decreases the ability of the airplane to right itself after maneuvering and likely contributed to the pilot's inability to maintain level flight. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain an adequate airspeed and his exceedance of the airplane's critical angle of attack, which resulted in an aerodynamic stall and subsequent spin. Also causal to the accident was the pilot's failure to follow prescribed spin recovery procedures, which resulted in increased airspeed and airflow and the subsequent overstress separation of the right horizontal stabilizer. Contributing to the accident was the pilot's inadequate preflight weight and balance calculations, which resulted in the center of gravity being aft of the limit. 

Findings

Aircraft
Airspeed - Not attained/maintained (Cause)
Angle of attack - Capability exceeded (Cause)
CG/weight distribution - Capability exceeded (Factor)

Personnel issues
Aircraft control - Pilot (Cause)
Use of equip/system - Pilot (Cause)
Incorrect action performance - Pilot (Cause)
Use of checklist - Pilot (Cause)
Weight/balance calculations - Pilot (Factor)


Factual Information

On July 23, 2016, about 1900 Pacific daylight time, a Beech 65-A90, N256TA, sustained substantial damage following a loss of control while climbing out near the Byron Airport (C83) Byron, California. The commercial pilot and the 14 passengers were not injured. The airplane was registered to N80896 LLC, and operated by Bay Area Skydiving under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight departed C83 about 1851.

According to the pilot, as the airplane neared the planned jump area and altitude, about 12,500 ft, mean sea level, he initiated a left turn to line up for the drop zone. He stated the airplane's airspeed was a little slow and then "suddenly the airplane abruptly stalled, rolled off to the left, and began rotating nose-down." He stated that the airplane "did a couple of downward barrel rolls." One of the jumpers, seated in the co-pilots seat, heard a "loud bang" during the recovery sequence and stated that "the pilot did not retard the throttles during the recovery, causing the airplane to develop too much speed." The jumper further stated that during the recovery he felt the g-force on his stomach. The pilot said that he temporarily recovered the airplane to a wings level attitude for a few seconds and observed that the airplane was about 90° off the planned heading, and slow in airspeed.

Subsequently, the pilot stated there was a "shock" to the controls and "simultaneous the airplane suddenly broke hard to the left," stalled a second time, and began to rotate downward. The pilot told the sky-divers to jump out of the airplane. The parachutists complied, and all of them successfully exited the airplane during this second spin event. The pilot then initiated the spin recovery procedures to no apparent effect through about 9 rotations, and stated that the roll rate was a lot more rapid than the first spin event. He then pulled both propeller controls levers to the feather position and was able to get out the spin. He recovered the airplane to a wings and pitch level attitude, but shortly thereafter, the airplane "broke left" and stalled for a third time. The pilot recovered the airplane again by lowering the pitch attitude and increasing the airspeed.

The pilot turned back towards the airport and since the airplane was handling abnormally, he adjusted the elevator trim to its full nose up position to help him maintain straight and level flight. He stated that the full nose up trim setting was used on the approach. In addition, the pilot flew the approach 15 knots faster than required, in order to compensate for the control issue of a marked decrease in elevator performance.

The pilot described the landing as being nose low relative to a normal landing. After landing at C83, a witness observed that the airplane's right horizontal stabilizer, with the attached elevator, was missing. The separated airplane parts were subsequently located in a field a few miles south of the airport.

The pilot reported that there were no abnormalities with the airplane on the previous flights that day, or during his pre-flight inspection for the accident flight. He stated that the weather was clear and that there was a light chop. Further, he reported no engine issues during the flight.

Postaccident examination of the airplane revealed that the wing's top and bottom skins were unremarkable. The engine mounts, and the left horizontal stabilizer attachment points were examined for overstress, but none was observed. No signs of flutter were observed on the left horizontal stabilizer.

The right horizontal stabilizer, with the elevator attached, that had separated from the airplane, was examined. The right elevator and elevator trim tab remained attached to their respective attachment points. Fractures were observed on the main and trailing edge horizontal spars on the right horizontal stabilizer. There was some wrinkling on the skin surface. The attachment bracket that connected the right horizontal stabilizer to the airplane, and to the other horizontal stabilizer, exhibited fracture surfaces on the right side where the right horizontal stabilizer attached.

Portions of the right horizontal stabilizer, elevator, and the attachment bracket were sent to the National Transportation Safety Board Materials Laboratory for further examination. Magnified optical examination of the fractures surfaces revealed features consistent with overstress separations. No indication of fatigue or corrosion was observed. Deformation and fracture patterns in the right horizontal stabilizer spars were indicative of the stabilizer tip bending up and the lower spar also had upward tearing of the webs.

The airplane's flight manual spin recovery states: "immediately move the control column full forward, apply full rudder opposite to the direction of the spin, and reduce power on both engines to idle. These three actions should be done as near simultaneously as possible, then continue to hold this control position until rotation stops and then neutralize all controls and execute a smooth pullout. Ailerons should be neutral during recovery."

The airplane's weight and balance was calculated for the accident flight. The center of gravity (CG) was estimated to be about 6-7 units aft of the limit. Due the center of gravity (cg) being aft of the limit, the maximum allowable gross weight was unable to be determined at the time of the accident. According to the FAA Pilot Handbook of Aeronautical Knowledge states, "as the CG moves aft, a less stable condition occurs, which decreases the ability of the aircraft to right itself after maneuvering or turbulence."

Pilot Information

Certificate: Commercial
Age: 60, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 12/04/2014
Occupational Pilot: 
Last Flight Review or Equivalent: 03/16/2016
Flight Time: (Estimated) 1860 hours (Total, all aircraft), 20.5 hours (Total, this make and model), 1706.2 hours (Pilot In Command, all aircraft), 284.3 hours (Last 90 days, all aircraft), 9.1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BEECH
Registration: N256TA
Model/Series: 65 A90 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1967
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: LJ-256
Landing Gear Type: Retractable - Tricycle
Seats: 15
Date/Type of Last Inspection: 12/05/2015, Continuous Airworthiness
Certified Max Gross Wt.: 9650 lbs
Time Since Last Inspection: 
Engines: 2 Turbo Prop
Airframe Total Time: 14543.9 Hours as of last inspection
Engine Manufacturer: Pratt and Whitney
ELT: C126 installed, not activated
Engine Model/Series: PT6A-20
Registered Owner: N80896 LLC
Rated Power: 550 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LVK, 399 ft msl
Observation Time: 1853 PDT
Distance from Accident Site: 12 Nautical Miles
Direction from Accident Site: 229°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 32°C / 7°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 12 knots, 280°
Visibility (RVR): 
Altimeter Setting: 29.82 inches Hg
Visibility (RVV): 
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Byron, CA (C83)
Type of Flight Plan Filed: None
Destination: Byron, CA (C83)
Type of Clearance: None
Departure Time: 1851 PDT
Type of Airspace:

Airport Information

Airport: BYRON (C83)
Runway Surface Type: N/A
Airport Elevation: 78 ft
Runway Surface Condition: Dry
Runway Used: N/A
IFR Approach: None
Runway Length/Width: 
VFR Approach/Landing: Full Stop

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 14 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 15 None
Latitude, Longitude:  37.828333, -121.625833 (est)

NTSB Identification: WPR16LA150
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 23, 2016 in Byron, CA
Aircraft: BEECH 65 A90, registration: N256TA
Injuries: 15 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 23, 2016, about 1900 Pacific daylight time, a Beech 65- A90, N256TA, sustained substantial damage following a reported loss of control while climbing out near the Byron Airport (C83) Byron, California. The airplane was registered to N80896 LLC, and operated by Bay Area Skydiving under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot and the 14 passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight departed C83 at about 1845.


According to the pilot, as the airplane neared the planned jump area and altitude between 10,000 to 11,000 feet, mean sea level (msl) the airplane stalled and began to rotate nose-down. He recovered the airplane and the sky divers successfully jumped out. Subsequent to the jumper's departure, he noticed that the airplane handled abnormally
. During the landing sequence back at C83, a witness observed that the airplane's right stabilizer and elevator were missing. The separated airplane parts were located in a field about 1 mile south of the airport.

The pilot reported no abnormalities during preflight and during the previous flights that day in the airplane. He stated that the weather was clear and that there was light chop.

The airplane was recovered to a secure location for further examination. The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Oakland, California
Textron Aviation; Wichita, Kansas

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

http://registry.faa.gov/N256TA

Location: Byron, CA
Accident Number: WPR16LA150
Date & Time: 07/23/2016, 1900 PDT
Registration: N256TA
Aircraft: BEECH 65 A90
Aircraft Damage: Substantial
Defining Event: Aircraft structural failure
Injuries: 15 None
Flight Conducted Under:  Part 91: General Aviation - Skydiving

On July 23, 2016, about 1900 Pacific daylight time, a Beech 65-A90, N256TA, sustained substantial damage following a loss of control while climbing out near the Byron Airport (C83) Byron, California. The commercial pilot and the 14 passengers were not injured. The airplane was registered to N80896 LLC, and operated by Bay Area Skydiving under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight departed C83 about 1851.

According to the pilot, as the airplane neared the planned jump area and altitude, about 12,500 ft, mean sea level, he initiated a left turn to line up for the drop zone. He stated the airplane's airspeed was a little slow and then "suddenly the airplane abruptly stalled, rolled off to the left, and began rotating nose-down." He stated that the airplane "did a couple of downward barrel rolls." One of the jumpers, seated in the co-pilots seat, heard a "loud bang" during the recovery sequence and stated that "the pilot did not retard the throttles during the recovery, causing the airplane to develop too much speed." The jumper further stated that during the recovery he felt the g-force on his stomach. The pilot said that he temporarily recovered the airplane to a wings level attitude for a few seconds and observed that the airplane was about 90° off the planned heading, and slow in airspeed.

Subsequently, the pilot stated there was a "shock" to the controls and "simultaneous the airplane suddenly broke hard to the left," stalled a second time, and began to rotate downward. The pilot told the sky-divers to jump out of the airplane. The parachutists complied, and all of them successfully exited the airplane during this second spin event. The pilot then initiated the spin recovery procedures to no apparent effect through about 9 rotations, and stated that the roll rate was a lot more rapid than the first spin event. He then pulled both propeller controls levers to the feather position and was able to get out the spin. He recovered the airplane to a wings and pitch level attitude, but shortly thereafter, the airplane "broke left" and stalled for a third time. The pilot recovered the airplane again by lowering the pitch attitude and increasing the airspeed.

The pilot turned back towards the airport and since the airplane was handling abnormally, he adjusted the elevator trim to its full nose up position to help him maintain straight and level flight. He stated that the full nose up trim setting was used on the approach. In addition, the pilot flew the approach 15 knots faster than required, in order to compensate for the control issue of a marked decrease in elevator performance.

The pilot described the landing as being nose low relative to a normal landing. After landing at C83, a witness observed that the airplane's right horizontal stabilizer, with the attached elevator, was missing. The separated airplane parts were subsequently located in a field a few miles south of the airport.

The pilot reported that there were no abnormalities with the airplane on the previous flights that day, or during his pre-flight inspection for the accident flight. He stated that the weather was clear and that there was a light chop. Further, he reported no engine issues during the flight.

Postaccident examination of the airplane revealed that the wing's top and bottom skins were unremarkable. The engine mounts, and the left horizontal stabilizer attachment points were examined for overstress, but none was observed. No signs of flutter were observed on the left horizontal stabilizer.

The right horizontal stabilizer, with the elevator attached, that had separated from the airplane, was examined. The right elevator and elevator trim tab remained attached to their respective attachment points. Fractures were observed on the main and trailing edge horizontal spars on the right horizontal stabilizer. There was some wrinkling on the skin surface. The attachment bracket that connected the right horizontal stabilizer to the airplane, and to the other horizontal stabilizer, exhibited fracture surfaces on the right side where the right horizontal stabilizer attached.

Portions of the right horizontal stabilizer, elevator, and the attachment bracket were sent to the National Transportation Safety Board Materials Laboratory for further examination. Magnified optical examination of the fractures surfaces revealed features consistent with overstress separations. No indication of fatigue or corrosion was observed. Deformation and fracture patterns in the right horizontal stabilizer spars were indicative of the stabilizer tip bending up and the lower spar also had upward tearing of the webs.

The airplane's flight manual spin recovery states: "immediately move the control column full forward, apply full rudder opposite to the direction of the spin, and reduce power on both engines to idle. These three actions should be done as near simultaneously as possible, then continue to hold this control position until rotation stops and then neutralize all controls and execute a smooth pullout. Ailerons should be neutral during recovery."

The airplane's weight and balance was calculated for the accident flight. The center of gravity (CG) was estimated to be about 6-7 units aft of the limit. Due the center of gravity (cg) being aft of the limit, the maximum allowable gross weight was unable to be determined at the time of the accident. According to the FAA Pilot Handbook of Aeronautical Knowledge states, "as the CG moves aft, a less stable condition occurs, which decreases the ability of the aircraft to right itself after maneuvering or turbulence."

Pilot Information

Certificate: Commercial
Age: 60, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 12/04/2014
Occupational Pilot: 
Last Flight Review or Equivalent: 03/16/2016
Flight Time: (Estimated) 1860 hours (Total, all aircraft), 20.5 hours (Total, this make and model), 1706.2 hours (Pilot In Command, all aircraft), 284.3 hours (Last 90 days, all aircraft), 9.1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BEECH
Registration: N256TA
Model/Series: 65 A90 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1967
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: LJ-256
Landing Gear Type: Retractable - Tricycle
Seats: 15
Date/Type of Last Inspection: 12/05/2015, Continuous Airworthiness
Certified Max Gross Wt.: 9650 lbs
Time Since Last Inspection: 
Engines: 2 Turbo Prop
Airframe Total Time: 14543.9 Hours as of last inspection
Engine Manufacturer: Pratt and Whitney
ELT: C126 installed, not activated
Engine Model/Series: PT6A-20
Registered Owner: N80896 LLC
Rated Power: 550 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LVK, 399 ft msl
Observation Time: 1853 PDT
Distance from Accident Site: 12 Nautical Miles
Direction from Accident Site: 229°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 32°C / 7°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 12 knots, 280°
Visibility (RVR): 
Altimeter Setting: 29.82 inches Hg
Visibility (RVV): 
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Byron, CA (C83)
Type of Flight Plan Filed: None
Destination: Byron, CA (C83)
Type of Clearance: None
Departure Time: 1851 PDT
Type of Airspace:

Airport Information

Airport: BYRON (C83)
Runway Surface Type: N/A
Airport Elevation: 78 ft
Runway Surface Condition: Dry
Runway Used: N/A
IFR Approach: None
Runway Length/Width: 
VFR Approach/Landing: Full Stop

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 14 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 15 None
Latitude, Longitude:  37.828333, -121.625833 (est)

NTSB Identification: WPR16LA150
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 23, 2016 in Byron, CA
Aircraft: BEECH 65 A90, registration: N256TA
Injuries: 15 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 23, 2016, about 1900 Pacific daylight time, a Beech 65- A90, N256TA, sustained substantial damage following a reported loss of control while climbing out near the Byron Airport (C83) Byron, California. The airplane was registered to N80896 LLC, and operated by Bay Area Skydiving under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot and the 14 passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight departed C83 at about 1845.


According to the pilot, as the airplane neared the planned jump area and altitude between 10,000 to 11,000 feet, mean sea level (msl) the airplane stalled and began to rotate nose-down. He recovered the airplane and the sky divers successfully jumped out. Subsequent to the jumper's departure, he noticed that the airplane handled abnormally
. During the landing sequence back at C83, a witness observed that the airplane's right stabilizer and elevator were missing. The separated airplane parts were located in a field about 1 mile south of the airport.

The pilot reported no abnormalities during preflight and during the previous flights that day in the airplane. He stated that the weather was clear and that there was light chop.

The airplane was recovered to a secure location for further examination.