Monday, September 26, 2016

Hummingbird 300LS, SP-YLN: Accident occurred September 06, 2016 in Rzeszow, Poland

NTSB Identification: CEN16WA367
Accident occurred Tuesday, September 06, 2016 in Rzeszow, Poland
Aircraft: UNknown Hummingbird 300LS, registration:
Injuries: 1 Uninjured.

The foreign authority was the source of this information.

On September 6, 2016, at 1125 UTC, an amateur built Hummingbird 300LS helicopter, Polish registration SP-YLN, caught fire during the on-ground cool down period following the first hovering flight of the helicopter after being built. The accident occurred at the Rzeszow Jasionka Airport (EPRZ) , Rzeszow, Poland. The pilot was not injured. The helicopter was substantially damaged.

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

The State Commission of Aircraft Accident Investigation

(SCAAI)

Ministry of Transport and Maritime Economy

ul. Chalubinskiego 4/6

00-928 Warszawa 67

Poland

One Man's Tribute to his Dad

AUBURN, Indiana (21 Alive)--Phil Allison's one of the most capable guys we know.  Corporate pilot,  former business owner, and licensed aircraft mechanic who like projects. 

He rebuilt a World War II-era Boeing Stearman biplane ... did a beautiful job. 

His latest effort, though, is hardly as exciting,  but for Phil... far more emotional.

Story and video:  http://www.21alive.com

Piper PA-28-180 Cherokee, N7487W: Incident occurred September 26, 2016 at Tangier Island Airport (KTGI), Accomack County, Virginia

http://registry.faa.gov/N7487W

FAA Flight Standards District Office: FAA Richmond FSDO-21

AIRCRAFT ON LANDING, NOSE GEAR COLLAPSED, TANGIER ISLAND, VIRGINIA. 

Date: 26-SEP-16
Time: 13:05:00Z
Regis#: N7487W
Aircraft Make: PIPER
Aircraft Model: PA28
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: TANGIER
State: Virginia



An investigation revealed that damage to the front landing gear caused a small plane to crash on the runway at the Tangier Airport at approximately 1:05 p.m. on Sept. 26.

According to 1st Sgt. B. E. Jeff Jones, Virginia State Police Area Commander, the nose of the plane bounced during the landing and caused the front landing gear to break. 

The pilot and co-pilot, Jamison Simpson, 49, of Waldorf, Maryland and Leonard Baker, 64, of Washington, D.C., have over 10 years of aviation experience and were not injured in the crash.

Jones and Trooper Cameron Richardson of the Virginia State Police along with Tangier Fire and Rescue responded to the scene of the crash.

The runway was cleared and reopened to air traffic at approximately 3 p.m.

According to Jones, the assistance provided by the Accomack Sheriff's Office and the addition of the sheriff's office boat were invaluable in reducing the response time. The state police office received the call and were able to arrive on the scene within 50 minutes.

"I would like to share my sincere appreciation to Sheriff Todd Godwin, Sergeant David Smullin, Deputy Tom Willet of the Accomack Sheriff’s Office for transporting Trooper Richardson and I to the scene in the Sheriff’s Office boat," said Jones.

Source:   http://www.13newsnow.com





TANGIER ISLAND, Va. -  Police say a single-engine plane crashed on Tangier Island on Monday afternoon.

According to Virginia State Police, a rented Piper single-engine airplane ran off the runway at 1PM, Monday afternoon.

Police say two people were on the plane at the time, and that there were no injuries sustained, but there was property damage. The plane broke, and its nose and landing gear was damaged.

Police also say no charges will be filed and the units have been cleared.

Virginia State Police is handling the investigation.

Source:  http://www.wmdt.com

United Airlines, Boeing 737-800, N77535: Incident occurred September 25, 2016 at Denver International Airport (KDEN), Colorado

UNITED AIRLINES INC: http://registry.faa.gov/N77535

FAA Flight Standards District Office: FAA Denver FSDO-03

N77535 UNITED AIRLINES FLIGHT UAL739 BOEING 737 AIRCRAFT ON DEPARTURE ROLL SUSTAINED A BIRDSTRIKE TO THE NUMBER 1 ENGINE, NO INJURIES, RETURNED TO GATE, DENVER, COLORADO.  

Date: 25-SEP-16
Time: 17:40:00Z
Regis#: N77535
Aircraft Make: BOEING
Aircraft Model: 737
Event Type: Incident
Damage: Unknown
Activity: Commercial
Flight Phase: TAKEOFF (TOF)
Aircraft Operator: UAL-United Airlines
Flight Number: UAL739
City: DENVER
State: Colorado

Cessna 182P Skylane, AppleBlossom Energy Inc., N6496F: Incident occurred September 25, 2016 in Monroe, Walton County, Georgia

APPLEBLOSSOM ENERGY INC: http://registry.faa.gov/N6496F

FAA Flight Standards District Office: FAA Atlanta FSDO-11

AIRCRAFT FORCE LANDED IN A FIELD, MONROE, GEORGIA.  

Date: 25-SEP-16
Time: 16:10:00Z
Regis#: N6496F
Aircraft Make: CESSNA
Aircraft Model: 182
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: MONROE
State: Georgia

Cessna 172N Skyhawk, N733ZK: Incident occurred September 24, 2016 in Palo Alto, Santa Clara County, California

http://registry.faa.gov/N733ZK

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

AIRCRAFT ON TAXI, GEAR COLLAPSED AND STRUCK A TAXIWAY LIGHT, PALO ALTO, CALIFORNIA.  

Date: 24-SEP-16
Time: 16:15:00Z
Regis#: N733ZK
Aircraft Make: CESSNA
Aircraft Model: 172
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Instruction
Flight Phase: TAXI (TXI)
City: PALO ALTO
State: California

Unregistered ultralight: Incident occurred September 25, 2016 in Tylertown, Walthall County, Mississippi

FAA Flight Standards District Office: FAA Jackson FSDO-31

UNREGISTERED ULTRALIGHT CRASHED UNDER UNKNOWN CIRCUMSTANCES, NEAR TYLERTOWN, MISSISSIPPI.

Date: 25-SEP-16
Time: 23:50:00Z
Regis#: UNREGISTERED
Event Type: Incident
Highest Injury: Unknown
Damage: Unknown
Flight Phase: UNKNOWN (UNK)
City: TYLERTOWN
State: Mississippi

Cessna T210L, C&C Flying Service, N13KS: Incident occurred September 23, 2016 in Walnut Ridge, Lawrence County, Arkansas

C&C FLYING SERVICE:   http://registry.faa.gov/N13KS

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

AIRCRAFT ON LANDING, GEAR COLLAPSED, WALNUT RIDGE, ARKANSAS 

Date: 23-SEP-16
Time: 19:00:00Z
Regis#: N13KS
Aircraft Make: CESSNA
Aircraft Model: 210
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: WALNUT RIDGE
State: Arkansas

North American T-28C, N526D: Accident occurred September 23, 2016 in Greenwood, Leflore County, Mississippi

http://registry.faa.gov/N526D

FAA Flight Standards District Office: FAA Jackson FSDO-31


NTSB Identification: ERA16LA328
14 CFR Part 91: General Aviation
Accident occurred Friday, September 23, 2016 in Greenwood, MS
Aircraft: NORTH AMERICAN T28, registration: N526D
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 September 23, 2016, about 1704 central daylight time, a North American T-28C, N526D, was substantially damaged during a forced landing following a loss of engine power near Greenwood, Mississippi. The commercial pilot was not injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which originated from Winona-Montgomery County Airport (5A6), Winona, Mississippi.

According to the pilot, while on a local flight he contacted air traffic control and advised them that he was experiencing "engine problems." He went on to say that the engine began to "sputter" and then "quit." The pilot made an emergency landing in a bean field.

An inspector with the Federal Aviation Administration responded to the accident site and examined the wreckage. The airplane came to rest upright and structural damage to the engine firewall and forward fuselage was evident. The airplane was retained for further examination.

Globe GC-1B, N1117R: Incident occurred September 24, 2016 in Lonoke County, Arkansas

http://registry.faa.gov/N1117R

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

AIRCRAFT LANDED GEAR UP, LONOKE, ARKANSAS

Date: 24-SEP-16
Time: 14:30:00Z
Regis#: N1117R
Aircraft Make: GLOBE
Aircraft Model: GC1B
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: LONOKE
State: Arkansas

Boeing 737-823, American Airlines, N971NN: Incident occurred September 24, 2016 at Newark Liberty International Airport (KEWR), New Jersey

AMERICAN AIRLINES INC:   http://registry.faa.gov/N971NN

FAA Flight Standards District Office: FAA Teterboro FSDO-25

N971NN AMERICAN AIRLINES FLIGHT AAL952 BOEING 737 AIRCRAFT ON FINAL, SUSTAINED A BIRDSTRIKE TO THE RUDDER AND VERTICAL STABILIZER, NO INJURIES, LANDED WITHOUT INCIDENT, NEWARK LIBERTY INTERNATIONAL AIRPORT, NEWARK, NEW JERSEY  

Date: 24-SEP-16
Time: 15:30:00Z
Regis#: N971NN
Aircraft Make: BOEING
Aircraft Model: 737
Event Type: Incident
Damage: Unknown
Activity: Commercial
Flight Phase: LANDING (LDG)
Aircraft Operator: AAL-American Airlines
City: NEWARK
State: New Jersey

Piper PA18-150, N743R: Accident occurred September 24, 2016 in Willow, Alaska (and) Incident occurred May 24, 2016 in Talkeetna, Alaska

http://registry.faa.gov/N743R

FAA Flight Standards District Office: FAA Anchorage FSDO-03

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: ANC16CA069
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 24, 2016 in Willow, AK
Probable Cause Approval Date: 01/18/2017
Aircraft: PIPER PA18, registration: N743R
Injuries: 1 Minor.

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 pilot reported he was conducting stop-and-go-landings in a tailwheel-equipped airplane to a dry, gravel runway. During the third landing, he reported all three wheels from the landing gear were in contact with the runway and he slowed with normal braking application. He reported that he abruptly felt the tail of the airplane lift, the propeller impacted terrain, and the airplane nosed over. The airplane sustained substantial damage to the fuselage, the right wing struts, and the rudder. During a telephone conversation with the National Transportation Safety Board investigator-in-charge, the pilot stated that he was unsure if a tail wind or his braking application caused the airplane to nose over.

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

The pilot wore a surplus U.S. Navy Flight Deck Crewman's helmet for the flight in addition to utilizing a four-point restraint system. He reported that if he was not wearing a helmet, the injuries sustained to his face, head, and brain would have been serious or fatal.

The closest weather reporting facility was the Wasilla Airport, Wasilla, Alaska, about 20 miles southeast of the accident site. At 1556, an Aviation Routine Weather Report (METAR) was reporting in part: wind, calm. In the weather section of the National Transportation Safety Board Accident/Incident Reporting Form 6120.1, the pilot reported the wind direction was variable and the wind speed was light and variable at the accident site.

The Federal Aviation Administration (FAA) has published the Airplane Flying Handbook FAA-H-8083-3A (2004). This handbook discusses braking application procedures for tailwheel-equipped airplanes and states in part:

Some models of tailwheel airplanes are equipped with heel brakes rather than toe brakes. In either configuration the brakes are used primarily to stop the airplane at a desired point, to slow the airplane, or as an aid in making a sharp controlled turn. Whenever used, they must be applied smoothly, evenly, and cautiously at all times.

The FAA and the Medallion Foundation has published the Alaska Flight Review Guide (2014). This guide discusses aviation life support equipment and states in part:

Considering the type of aircraft and mission, a helmet may help survive an accident. The U.S. military and European community has established standards for flying helmets. Emphasize the importance of choosing a helmet which meets an appropriate standard for the type of operation, and which is kept in good repair. Fatal and serious injury data suggests that helmets are most useful in tandem seat aircraft.

A three-point harness is the minimum installation recommended for both front and back seats. The four and five point harnesses are a great improvement to the security of the user due to the geometry of the belts installation. Any properly installed and worn shoulder harness is an improvement over no shoulder harness at all.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:

The pilot's failure to maintain airplane control during the landing roll, which resulted in a nose-over.


FAA Flight Standards District Office: FAA Anchorage FSDO-03

AIRCRAFT ON LANDING NOSED OVER, TALKEETNA, ALASKA


Date: 24-MAY-16
Time: 19:30:00Z
Regis#: N743R
Aircraft Make: PIPER
Aircraft Model: PA18
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: TALKEETNA
State: Alaska

Cessna 150F, Pressley Aviation LLC, N8568G: Incident occurred August 20, 2016 in Albemarle, Stanly County, North Carolina

PRESSLEY AVIATION LLC: http://registry.faa.gov/N8568G

FAA Flight Standards District Office: FAA Charlotte FSDO-68

AIRCRAFT WHILE PARKING, WINGTIP STRUCK THE FENCE, ALBEMARLE, NORTH CAROLINA.   DELAYED NOTIFICATION.

Date: 20-AUG-16
Time: 16:00:00Z
Regis#: N8568G
Aircraft Make: CESSNA
Aircraft Model: 150
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: MANEUVERING (MNV)
City: ALBEMARLE
State: North Carolina

Piper PA-18-150, N2880P: Accident occurred September 25, 2016 in Kotzebue, Alaska

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 

http://registry.faa.govN2880P

FAA Flight Standards District Office: FAA Fairbanks FSDO-01


NTSB Identification: GAA16CA516
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 25, 2016 in Kotzebue, AK
Probable Cause Approval Date: 02/06/2017
Aircraft: PIPER PA 18, registration: N2880P
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 pilot of the tundra tire-equipped, tailwheel airplane reported that he made an off-airport precautionary landing due to icing conditions; the airplane encountered soft terrain during the landing roll and nosed over.

The airplane sustained substantial damage to the left wing and empennage. 

The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

A review of recorded data from the intended destination’s automated weather observation station about 19 miles to the south west, revealed that, about 37 minutes before the accident the wind was 120 degrees true at 14 knots, visibility 1 statue mile, light snow, mist, temperature 34 degrees Fahrenheit, dewpoint 30 degrees Fahrenheit. And, about 23 minutes after the accident the wind was 110 degrees true at 13 knots, overcast 1,700 feet, visibility 1 ¼ statue mile, light snow, mist, temperature 34 degrees Fahrenheit, dewpoint 32 degrees Fahrenheit.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s selection of unsuitable terrain for an off-airport precautionary landing, which resulted in a nose-over.

Aeronca 7AC Champion, N83581: Accident occurred May 06, 2018 and Incident occurred September 24, 2016 at Warrenton–Fauquier Airport (KHWY), Midland, Fauquier County, Virginia

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Dulles, Virginia

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

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

http://registry.faa.gov/N83581

Location: Warrenton, VA
Accident Number: GAA18CA257
Date & Time: 05/06/2018, 1030 EDT
Registration: N83581
Aircraft: AERONCA 7AC
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 2 None
Flight Conducted Under:  Part 91: General Aviation - Instructional 

According to the flight instructor in the tailwheel-equipped airplane, the purpose of flight was to provide a "proficiency check" for the pilot in the front seat.

The pilot was on the controls and had landed the airplane after accomplishing one pattern. During the takeoff, about 5ft AGL, the airplane's right-wing "went down" and the pilot applied left stick, but the airplane struck the ground.

During an interview with the National Transportation Safety Board Investigator-in-charge, the instructor reported that he believed that the airspeed was too slow during the takeoff climb and that the airplane stalled.

The airplane sustained substantial damage to the right-wing lift struts.

The METAR at the airport reported that about the time of the accident, the wind was reported as being from 02° at 4 knots. The pilots used runway 15.

The pilot and instructor reported that there were no mechanical malfunctions or failures with the airplane that would have precluded normal operation. 

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 76, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Rear
Other Aircraft Rating(s): Glider
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 09/19/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 09/23/2016
Flight Time:  (Estimated) 3450 hours (Total, all aircraft), 63 hours (Total, this make and model), 3355 hours (Pilot In Command, all aircraft), 163 hours (Last 90 days, all aircraft), 30 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft) 

Pilot Information

Certificate: Private
Age: 54, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): Helicopter
Restraint Used: Lap Only
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 03/08/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 10/03/2017
Flight Time:  (Estimated) 339 hours (Total, all aircraft), 17 hours (Total, this make and model), 247 hours (Pilot In Command, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: AERONCA
Registration: N83581
Model/Series: 7AC NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1946
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 7AC-2257
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 07/05/2017, Annual
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 5083.61 Hours at time of accident
Engine Manufacturer: Continental
ELT: C91  installed, not activated
Engine Model/Series: A-65-8
Registered Owner: On file
Rated Power: 65 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: KHWY, 338 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1415 UTC
Direction from Accident Site: 222°
Lowest Cloud Condition: Scattered / 1100 ft agl
Visibility:  10 Miles
Lowest Ceiling: Broken / 5000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 20°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.92 inches Hg
Temperature/Dew Point: 16°C / 11°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Warrenton, VA (HWY)
Type of Flight Plan Filed: None
Destination: Warrenton, VA (HWY)
Type of Clearance: None
Departure Time: 1030 EDT
Type of Airspace: Class G 

Airport Information

Airport: WARRENTON-FAUQUIER (HWY)
Runway Surface Type: Asphalt
Airport Elevation: 336 ft
Runway Surface Condition: Dry
Runway Used: 15
IFR Approach: None
Runway Length/Width: 5000 ft / 100 ft
VFR Approach/Landing: Stop and Go; Traffic Pattern 

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None

Latitude, Longitude: 38.586389, -77.710556 (est)

September 24, 2016: Aircraft on landing went off the runway and struck propeller and gear.

Date: 24-SEP-16

Time: 16:20:00Z
Regis#: N83581
Aircraft Make: CHAMPION
Aircraft Model: 7ACA
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: WARRENTON
State: Virginia

Spirit Airlines, Airbus A320-200, N602NK, Flight NK-943, incident occurred February 11, 2018 at Southwest Florida International Airport (KRSW), Lee County, Florida -and- Spirit Airlines, Airbus A320-200N, N902NK, Flight NK-517, incident occurred January 28, 2018 at Fort Lauderdale–Hollywood International Airport (KFLL), Broward County, Florida -and- Spirit Airlines, Airbus A320-200, N602NK, Incident occurred September 26, 2016 at Buffalo Niagara International Airport (KBUF), New York

Spirit Airlines, Airbus A320-200N, N902NK

http://registry.faa.gov/N902NK


East Bay resident Josh Puga was returning from spending Super Bowl weekend in Las Vegas when his Spirit Airlines flight suddenly started rattling and shaking violently, with a smell of burnt rubber, sending passengers and crew into a panic.

The plane, headed to Oakland International Airport, made a quick U-turn back to McCarran International Airport, Puga said, before it landed safely. The Federal Aviation Administration is investigating the incident, saying the pilot shut down Engine No. 2 after experiencing a vibration.

The event left many on board upset, Puga said, but what really angered him was when he learned the next day that the same Spirit Airlines Airbus A321 had had another serious mechanical malfunction only a week earlier, when crew members got sick from what the FAA is calling a “fume incident.”

“There were some people really scared and ruined by this,” Puga said. “It just pissed me off that they seem to be blowing it off.”

The FAA says both incidents, while close in timing, were unrelated and “involve two completely separate systems.”

Stephen Schuler, Spirit Airlines spokesman, said the two events were “separate and unrelated.”

“The safety of our Guests and crew is our top priority at Spirit Airlines,” Schuler said.

On Jan. 28, the Spirit aircraft traveled from Akron to Fort Lauderdale when an “over-serviced” auxiliary power unit generated the fumes and led the crew to declare an emergency, FAA spokesman Allen Kenitzer said. The auxiliary power unit is a gas turbine engine located in the rear of the plane that provides power for electricity, air conditioning and other functions while a plane is on the ground and main engines are off. The exhaust port for the unit is in the tail cone of the plane.

Kenitzer said the oil tank has a specific capacity and if exceeded, the surplus oil “needs a place to go.”

“A small amount may pass through the seals and into the exhaust system thus creating a fume event,” he said.

What type of fumes and where the fumes traveled is part of the agency’s ongoing investigation, he said.

The National Transportation Safety Board must be notified if the crew cannot complete their official duties during a flight, but a spokesman said that did not happen in this incident.

“Several flight attendants were transported to the hospital but none were admitted,” NTSB spokesman Keith Holloway said. “The pilots did not go to the hospital. No further investigation is planned.”

The Spirit Airlines spokesman said no passengers reported any issues during the fume incident, however some crew members were evaluated by a doctor.

According to the plane’s flight history, it landed at 1:28 p.m., and flew again shortly after 10 p.m. that night. It flew again the next day shortly after 6 p.m. and completed 32 flights between the the Jan. 28 incident and the Las Vegas engine trouble.

On Feb. 4, the aircraft experienced a vibration in the No. 2 engine and the pilot shut it down, Kenitzer said. What caused the incident is still under review.

Schuler, with Spirit Airlines, said the aircraft has been out of service since then, and the engine has been replaced.

“Some members of the crew were evaluated by a private doctor, but were not hospitalized,” he said.

B. Wilson, of San Ramon, was also on the Las Vegas flight with his fiance.

“People were crying. Someone said they thought the plane was going to crash. People got hysterical,” Wilson said. “I was assuming the worst and awaiting a free fall where the plane just started nose-diving.”

After returning to Las Vegas, Wilson and his fiance refused to get on another Spirit plane and spent the night with friends in the city before renting a car the next day and driving home.

“Nothing I experienced has been quite as scary as that,” he said.

After learning about the earlier engine malfunction on the same plane, Wilson said he planned to speak to an attorney.

“It makes me angry,” Wilson said. “What do they do to fix the problems? Do they have to have the plane crash?”

Original article can be found here ➤ https://www.mercurynews.com



BUFFALO, NY - 145 passengers on Spirit Airlines flight 647 are safe after the plane made an emergency landing at Buffalo Niagara International Airport just after 2:30 Monday morning.

The Airbus A320 aircraft departed from Niagara Falls bound for Fort Lauderdale around 2 A.M. when it incurred a flame out on the number two engine. NFTA officials say after the flame out, which is similar to a car backfiring, the pilot shut down the engine and navigated the aircraft to BNIA. 

Passengers told 2 On Your Side that they heard a large boom, then saw sparks and fire from the right side engine. According to one passenger, the plane struggled to gain altitude after take-off and the right wing dipped slightly without power to the engine.

"We were actually the ones who told the flight attendants. They didn't know what was going on. We started panicking and freaking out, screaming and crying," a group of college students told us. 

"I thought we were going to die," a mother holding a newborn told us. She was traveling back to Florida after visiting Niagara Falls.

The plane was met by airport emergency responders on the runway but the plane was able to taxi to the terminal without assistance.

NFTA officials say no one was injured and Spirit Airlines will coordinate vouchers and flights for passengers.

According to passengers we spoke to, Spirit Airlines wouldn't be able to make up the flight until 1 A.M Tuesday morning.

Spirit Airlines sent WGRZ the following statement on Monday morning: 

Spirit Airlines flight 647 from Niagara Falls International Airport (IAG) to Fort Lauderdale-Hollywood International Airport (FLL) landed safely this morning at Buffalo Niagara International Airport (BUF) following a reported mechanical issue. Passengers were deplaned and our customer service agents are working to get them to their final destinations as quickly as possible. They are being placed in local hotels ahead of a replacement flight later today. There were 136 passengers and 6 crew on board and no injuries were reported. Mechanics conducted a full investigation of the plane, determining a compressor stall as the likely cause, but there was no damage or fire as indicated in some early media reports. We apologize for any inconvenience and we’ll be issuing future flight credits to all impacted customers. 

Story and video:  http://www.wgrz.com

Sunday, September 25, 2016

Cessna U206F Stationair, C-FWBQ: Fatal accident occurred September 25, 2016 in Lake Kuashkuapishiu, Canada

NTSB Identification: CEN16WA384 
Accident occurred Sunday, September 25, 2016 in Lake Kuashkuapishiu, Canada
Aircraft: CESSNA 206, registration:
Injuries: 2 Fatal, 1 Serious.

The foreign authority was the source of this information.

On September 25, 2016, a Cessna U206F airplane, C-FWBQ, collided with terrain after departing from Lake Kuashkuapishiu, Quebec. The pilot was seriously injured and two passengers were fatally injured.

This investigation is under the jurisdiction and control of the government of Canada. Any further information may be obtained from:

Transportation Safety Board of Canada

e-mail: airops@tsb.bst.gc.ca

Investigator in Charge: Marc Perrault

e-mail: marc.perrault@tsb-bst.gc.ca

This report is for informational purposes only and contains only information released by, or obtained from, the Transportation Safety Board of Canada.

Philippe St-Pierre suffered serious burns after his plane crashed Sunday afternoon. 

Airmedic workers airlifted a badly burned pilot of a Cessna 206 plane from a remote north Quebec crash site Sunday night. 



Two men are dead and a third is in serious but stable condition after a small plane crashed in northern Quebec late Sunday afternoon.


The Sûreté du Québec say someone from the Cessna 206 contacted the province's private air rescue service Airmedic at 3:30 p.m. Sunday to report the crash in the Côte-Nord region .


Aziz Fikri, vice-president of communications for Airmedic, told Radio-Canada a medical team was able to reach the injured pilot, a Gatineau, Que., businessman who was piloting the plane.


Philippe St-Pierre, the owner of several car dealerships in Gatineau, was transferred to a hospital in Quebec City with severe burns to much of his body.


The two victims of the crash were a 55-year-old Gatineau man and a 38-year-old man from Saint-Maurice, Que. Police have not revealed their identities.


Martin Leclair, a manager with Mercedes-Benz in Gatineau and colleague of St-Pierre, said he flew with St-Pierre on a number of occasions and described him as an experienced and meticulous pilot.


Jean Tremblay, a spokesman with the Sûreté du Québec, said investigators believe the crash occurred during takeoff.


Source: http://www.cbc.ca

Mooney M20J, N526AM: Fatal accident occurred September 25, 2016 near Sky Manor Airport (N40), Pittstown, Franklin Township, Hunterdon County, New Jersey

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Allentown, Pennsylvania
Lycoming Engines; Williamsport, 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


http://registry.faa.gov/N526AM

Location: Pittstown, NJ
Accident Number: ERA16FA325
Date & Time: 09/25/2016, 1230 EDT
Registration: N526AM
Aircraft: MOONEY M20J
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 25, 2016, about 1230 eastern daylight time, a Mooney M20J, N526AM, was substantially damaged when it impacted terrain during initial climb after a balked landing at Sky Manor Airport (N40), Pittstown, New Jersey. The private pilot and the passenger were fatally injured. The airplane was privately owned and operated under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which departed Pennridge Airport (CKZ), Perkasie, Pennsylvania, about 1200.

The pilot had rented the airplane at the Trenton-Robbinsville Airport (N87), Robbinsville, New Jersey. According to security camera video, he boarded the airplane and departed from N87 at 1121. The pilot flew to CKZ, where he picked up the passenger. The pilot then flew to N40 with the passenger.

Numerous witnesses at N40 reported that the pilot attempted twice to land on runway 25. During the first landing attempt, the airplane appeared to be fast on the final approach. During the touchdown, the airplane bounced. The pilot then aborted the landing, climbed out, and joined the traffic pattern.

Review of video recordings obtained from a security camera at N40 revealed that, during the second landing attempt, about 1229, the airplane touched down more than halfway down the length of the runway. The video recording also revealed that the airplane's wing flaps were extended, and a flag visible in the camera frame indicated that a variable right-quartering tailwind existed. Witnesses reported that, during the second landing attempt, the airplane was again fast on the approach, and it touched down first on the nose wheel, then on the main landing gear, bounced, and became airborne. The airplane bounced twice more, touched down about 400 to 500 ft before the end of the runway and remained on the runway surface. Witnesses heard the engine power increase as the airplane approached the end of the pavement, and the airplane began to climb.

The witnesses described that the airplane appeared to climb slowly as it passed over a field that was surrounded by trees at the end of the runway, and some witnesses reported that the engine did not seem to be producing full power. As the airplane approached the row of trees at the far end of the field, it appeared to climb steeply. The airplane cleared the row of trees and then abruptly banked steeply to the left, pitched nose down, and descended in a steep, nose-down attitude out of view behind the trees.

According to a witness who lived near the accident site, the airplane was flying very low and slow compared to many other airplanes that he had observed departing from N40. The airplane rose slightly, pivoted nose down, and then rapidly lost altitude as it went out of view behind a barn. According to another witness, he heard the airplane's engine running as it descended out of view. According to both witnesses, moments after losing sight of the airplane they heard the sound of impact.

Pilot Information

Certificate: Private
Age: 59, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 02/10/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 01/11/2015
Flight Time:  (Estimated) 187.8 hours (Total, all aircraft), 35.7 hours (Total, this make and model) 

According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with an airplane single-engine land rating. His most recent FAA third-class medical certificate was issued on February 10, 2016. According to the pilot's logbook, he had accrued about 188 total hours of flight experience of which 36 hours were in the accident airplane make and model. 

Review of the pilot's logbook revealed that his most recent flight before the accident flight was in a Piper PA-28-181, on January 14, 2016, about 8 months before the accident. Further review of the pilot's logbook revealed that the pilot's most recent flight in a Mooney M20J before the accident flight occurred on November 21, 2015, about 10 months before the accident. 

Aircraft and Owner/Operator Information

Aircraft Make: MOONEY
Registration: N526AM
Model/Series: M20J
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 24-0916
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 08/13/2016, 100 Hour
Certified Max Gross Wt.: 2899 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 4690.3 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: IO-360-A3B6D
Registered Owner: SKINNER ILISSA
Rated Power: 200 hp
Operator: Air Mods Flight Training Center, Inc.
Operating Certificate(s) Held: None

The airplane was a 4-place, complex, single-engine monoplane. The airframe had a tubular steel cabin frame covered with non-structural aluminum skins, a semi-monocoque tail cone, and a full cantilever laminar-flow wing. It was equipped with a retractable, electrically-operated, tricycle-type landing gear with rubber shock discs, a steerable nose wheel, and hydraulic disc brakes. It was powered by an air-cooled, fuel-injected, 200 horsepower, horizontally-opposed, four-cylinder, Lycoming engine driving a 2-blade, variable-pitch, constant-speed McCauley propeller. 

According to FAA and airplane maintenance records, the airplane was manufactured in 1980. The airplane's most recent 100-hour inspection was completed on August 13, 2016. At the time of the inspection, the airplane had accrued about 4,690.3 total hours of operation, and the engine had accrued about 100 hours of operation since major overhaul.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: SMQ, 106 ft msl
Distance from Accident Site: 15 Nautical Miles
Observation Time: 1253 EDT
Direction from Accident Site: 90°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 10 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 350°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.17 inches Hg
Temperature/Dew Point: 21°C / -1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: PERKASIE, PA (CKZ)
Type of Flight Plan Filed: None
Destination: Pittstown, NJ (N40)
Type of Clearance: None
Departure Time: 1200 EDT
Type of Airspace: Class G

At 1253, the recorded weather at Somerset Airport (SMQ), Somerville, New Jersey, located 15 nautical miles east of the accident site, included wind 350° at 10 knots, visibility 10 miles, sky clear, temperature 21°C, dew point -1°C, and an altimeter setting of 30.17 inches of mercury. Calculation of the crosswind component using the recorded weather at SMQ indicated that about a 2-knot tailwind would have been present on runway 25 at N40 about the time of the accident.

Airport Information

Airport: SKY MANOR (N40)
Runway Surface Type: Asphalt
Airport Elevation: 560 ft
Runway Surface Condition: Dry
Runway Used: 25
IFR Approach: None
Runway Length/Width: 2900 ft / 50 ft
VFR Approach/Landing: Go Around; Traffic Pattern 

N40, located 2 miles southwest of Pittstown, New Jersey, was uncontrolled and had one runway in a 7/25 configuration. Runway 25 was asphalt, had a 0.3%-down gradient, and was in good condition. The runway was 2,900 ft long and 50 ft wide and was marked with non-precision markings in good condition.

Electrical transmission lines crossed the approach path for runway 25, about 99 ft above ground level, 2,070 ft from the beginning of the runway, and 210 ft left of centerline. The transmission lines were equipped with spherical high visibility markers and required an 18:1 slope to clear.

A 2-light precision approach path indicator (PAPI) that was installed on the left side of the runway displayed a 4.00° glidepath to provide pilots with guidance information to help acquire and maintain the correct approach slope to the runway. Postaccident examination of the PAPI revealed that it was operational and was aligned so that an airplane following its guidance would touch down within the first third of the runway. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 40.559444, -74.990556 

Examination of the runway revealed the presence of two fresh propeller strike marks and a tire transfer mark, which was perpendicular to and imprinted over one of the propeller strike marks. The strike marks were located 1,747 ft from the beginning of runway 25 and about 4 ft 11 inches to the right of the runway centerline.

Examination of the accident site revealed ground scars and wreckage distribution consistent with the airplane impacting a field in a nose-down attitude and coming to rest against the base of a tree. During the impact sequence, a small tree about 6 ft high was knocked down. Propeller strike marks were visible on about three of the small tree's branches. The leading edge of the right wing displayed crush and compression damage from the tip to about midspan; most of the sheet metal was crushed and accordioned back to the wing spar. The trailing edge of the right wing root also displayed compression damage. The outboard panel of the left wing displayed crush damage and was bent back about 30°.

The engine was separated from its mounting position and was found lying on the ground forward of the left side of the fuselage. The empennage was almost completely separated from the aft fuselage. The right horizontal stabilizer and elevator were wrinkled and displayed impact damage at their outboard ends; the vertical stabilizer and rudder displayed impact damage; and the rudder was partially separated from its mounting position. The landing gear was down, and the flaps were up. Both fuel caps were closed and locked. The fuel tanks were breached, and residual fuel was present in the bottom of the fuel tanks. The throttle control, propeller control, and mixture control were in the full forward positions. The cowl flaps were closed.

Examination of the 2-bladed propeller revealed that a portion of the propeller hub and one propeller blade remained attached to the engine crankshaft flange. The blade that remained attached to the hub exhibited "S" bending, twisting toward the blade face along the longitudinal axis, leading edge gouging, chord-wise scratching, and propeller tip curling of about 150° with an associated area of surface polishing near the curl. The separated blade exhibited chord-wise scratching and black-colored chordwise transfer marks near the propeller tip. The chordwise transfer marks and the tip curling and polishing were consistent with a propeller strike.

The engine remained partially attached to the firewall by fluid hoses and engine control cables. The exhaust tubing was partially crushed, and the muffler was crushed and separated from the engine. 

Continuity of the crankshaft to the rear gears and to the valve train was confirmed. Compression and suction were confirmed on all four cylinders. The interiors of the cylinders were observed using a lighted borescope, and no anomalies were noted. 

The fuel injector servo was impact-fractured across the throttle bore and separated from the engine. Fuel hoses and control cables remained attached to the servo. The servo throttle control arm was observed in the full throttle position. The servo mixture control arm was observed in the full rich position. The brass plug in the fuel regulator section cover was secure. No damage was noted to the rubber diaphragms or other internal components. The fuel inlet screen was absent of debris.

The fuel flow divider remained attached to the engine, and the injector lines were secure. No damage was noted to the rubber diaphragm or other internal components. The fuel injector nozzles were unobstructed.

The engine-driven fuel pump was impact fractured and partially separated from the engine. No damage was noted to the rubber diaphragms or internal check valves. Liquid with an odor consistent with aviation gasoline was observed in the engine driven fuel pump, the fuel injector servo, and the fuel flow divider.

The dual magneto installation remained attached to the engine and was impact damaged. The distributor block cover and both distributor blocks were fractured. Sparks from the coil to the distributor carbon brush were observed when the magneto drive was rotated by hand. The ignition harness was impact damaged, and the spark plugs exhibited dark gray combustion deposits and worn normal condition.

The starter and alternator remained attached to the engine and appeared to be undamaged. The alternator belt was present but broken. The vacuum pump also remained attached to the engine; no damage was noted to the composite drive assembly, carbon rotor, or carbon vanes.

No metallic debris was noted in the oil suction screen or between the folds of the oil filter media. The oil cooler hoses were secure. The oil cooler was impact-damaged.

Medical And Pathological Information

The Hunterdon County Medical Examiner, Flemington, New Jersey, performed autopsies on the pilot and passenger. The cause of death of both occupants was blunt force trauma to the body.

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, conducted toxicological testing on specimens from the pilot. The toxicology results were negative for ethanol and drugs of abuse.

Additional Information

Recent Flight Experience

According to 14 CFR 61.57 (Recent flight experience: Pilot in command), no person may act as a pilot in command of an aircraft carrying passengers unless that person has made at least three takeoffs and three landings within the preceding 90 days and acted as the sole manipulator of the flight controls. Further, the required takeoffs and landings must be performed in an aircraft of the same category, class, and type (if a type rating was required).

Propeller Ground Clearance

According to 14 CFR 23.925 (Propeller clearance), unless smaller clearances are substantiated, with the airplane at the most adverse combination of weight and center of gravity, and with the propeller in the most adverse pitch position, a propeller clearance of at least 7 inches between each propeller and the ground with the landing gear statically deflected and in the level, normal takeoff, or taxiing attitude (whichever is most critical) must be provided. In addition, for each airplane with conventional landing gear struts using fluid or mechanical means for absorbing landing shocks, there must be positive clearance between the propeller and the ground in the level takeoff attitude with the critical tire completely deflated and the corresponding landing gear strut bottomed.

Review of engineering data for the M20J indicated that the propeller clearance exceeded the requirements of 14 CFR 23.925 under all conditions and that the most critical load condition for the airplane was at forward gross weight in either the level, level takeoff, normal takeoff, or taxiing attitude.

Review of the dimensional data in the three-view drawing of the airplane contained in the Mooney M20J Airplane Flight Manual and Pilot's Operating Handbook (AFM/POH) indicated that when the airplane was on the ground in a level takeoff attitude, propeller clearance from the ground was 9.5 inches. Further review of the data indicated that propeller clearance could be significantly reduced if the airplane was in a nose-down attitude during landing and touched down on the nose landing gear first, rather than touching down with the main landing gear first.

Go Around and Landing Information

According to the M20J AFM/POH, during a go-around (balked landing), the power should be increased to full throttle, and an airspeed of 75 mph (65 knots) indicated air speed (IAS) should be established initially. After the climb is established, the wing flaps should be retracted while accelerating to 84 mph (73 knots) IAS, and then the landing gear should be retracted. During landing, the airspeed on final approach should be 81 mph (71 knots) IAS with full flaps. Touchdown should be on the main wheels first, and then during the landing roll, the nose wheel should be gently lowered.

Review of the Mooney M20J Normal Landing Distances Chart contained in the POH revealed that when loaded its maximum gross weight, with an outside air temperature at 40°C (104°F) which would have been about 19°C higher than the temperature around the time of the accident, during landing, the airplane would have had a ground roll of 956 feet to 1,118 feet. Total landing distance over a 50-foot obstacle would have been 2,129 feet to 2,269 feet.

According to the Airplane Flying Handbook (FAA-H-8083-3B), a normal approach and landing involves selecting a landing point that is normally beyond the runway's approach threshold but within the first third of the runway. Regarding touchdowns, the handbook states, in part:

Some pilots try to force or fly the airplane onto the ground without establishing the proper landing attitude. The airplane should never be flown on the runway with excessive speed. A common technique to making a smooth touchdown is to actually focus on holding the wheels of the aircraft a few inches off the ground as long as possible using the elevators while the power is smoothly reduced to idle. In most cases, when the wheels are within 2 or 3 feet of the ground, the airplane is still settling too fast for a gentle touchdown; therefore, the descent must be retarded by increasing back-elevator pressure. Since the airplane is already close to its stalling speed and is settling, this added back-elevator pressure only slows the settling instead of stopping it. At the same time, it results in the airplane touching the ground in the proper landing attitude and the main wheels touching down first so that little or no weight is on the nose wheel.

 NTSB Identification: ERA16FA325
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 25, 2016 in Pittstown, NJ
Aircraft: MOONEY M20J, registration: N526AM
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 September 25, 2016, about 1230 eastern daylight time, a Mooney M20J, N526AM, was substantially damaged when it impacted terrain after an aborted landing at Sky Manor Airport (N40), Pittstown, New Jersey. The private pilot and passenger were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91, which departed Pennridge Airport (CKZ), Perkasie, Pennsylvania, about 1200.

The pilot rented the airplane at the Trenton-Robbinsville Airport (N87), Robbinsville, New Jersey. According to security camera video, he boarded the airplane alone and departed at 1121. The pilot then flew to CKZ, where he picked up the passenger, and then flew to N40.

Approximately 15 witnesses were interviewed, the majority of which were pilots that were at N40 on the day of the accident. Descriptions varied between witness statements as to the airplane's touchdown point on the runway; however, the preponderance of witness statements were that the pilot attempted twice to land on Runway 25.

During the first landing attempt, the airplane appeared to be about 20 knots too fast on the final approach leg of the traffic pattern, and bounced during the touchdown. The pilot then aborted the landing, climbed out and joined the traffic pattern.

During the second landing attempt, the airplane was again fast on the approach, and it touched down approximately halfway down the runway on the nose wheel, then the main landing gear, bounced, and became airborne. It then touched down and bounced twice more, then touched down approximately 400 to 500 feet prior to the end of the runway, this time staying on the runway surface. Engine power was then heard to increase as the airplane approached the end of the runway. The airplane began to climb, but some witnesses commented that it did not seem that the engine was producing full power. During this climb, as it passed over a field that was surrounded by trees at the end of the runway, the airplane appeared to climb slowly. Then as the airplane approached the row of trees at the far end of the field, the airplane appeared to climb steeply over the row of trees. The airplane then abruptly banked steeply to the left, pitched nose down, and descended in a steep, nose down attitude until it disappeared behind the trees.

According to a witness who lived in close proximity to where the accident occurred, the airplane was observed to be very low and slow compared to many of other airplanes that he observed departing from N40. The airplane was then observed to rise slightly, pivot nose down, and then rapidly lose altitude before it was lost from sight behind a barn. According to another witness, while this occurred, the engine was heard to be operating. According to both of the witnesses, moments later the sound of an impact was heard.

Examination of the accident site and airplane revealed the airplane impacted in a nose down attitude and then came to rest against the base of a tree. During the impact sequence, a small tree was struck and knocked down. Propeller strike marks were visible on several of the tree limbs. The leading edge of the right wing displayed crush and compression damage from the tip to approximately mid-span, with the majority of the sheet metal being crushed and accordioned back to the wing spar. The trailing edge of the right wing root also displayed compression damage. The outboard panel of the left wing displayed crush damage and was bent back about 30 degrees.

The engine was separated from its mounting position and was found on the ground forward of the left side of the fuselage. The empennage was almost completely separated from the aft fuselage. The right horizontal stabilizer and elevator were wrinkled and displayed impact damage at their outboard ends. The vertical stabilizer and rudder displayed impact damage and the rudder was partially separated from its mounting position. The landing gear was down, and the flaps were up. Both fuel caps were closed and locked, and though the fuel tanks were breached, evidence of fuel was present in the form of residual fuel in the bottom of the fuel tanks. The throttle, propeller, and mixture controls, were all in the full-forward position. The cowl flaps were closed.

Examination of the two-bladed propeller revealed that one propeller blade exhibited chordwise scratching. The other propeller blade also exhibited chordwise scratching, and S-bending. Further examination of the propeller blade revealed evidence of tip curling, with an associated area of surface polishing near the curl, consistent with a propeller strike.

Sky Manor Airport was located 2 miles southwest of Pittstown, New Jersey. It was uncontrolled and had one runway, in a 7/25 configuration. Runway 25 was asphalt, and in good condition. It was 2,900 feet-long and 50 feet-wide, and marked with non-precision markings in good condition.

Obstructions existed in the form of electrical transmission lines that crossed the approach path for Runway 25, approximately 99 feet above ground level, 2,070 feet from the beginning of the runway, 210 feet left of centerline. They were equipped with spherical high visibility markers, and took an 18:1 slope to clear.

An operational two-light precision approach path indicator (PAPI) was installed on the left side of the approach end of the runway, which displayed a 4.00-degree glide path to provide pilots with guidance information to help acquire and maintain the correct approach (in the vertical plane) to the runway. Examination of the runway revealed fresh propeller strike marks, 1,747 feet from the beginning of Runway 25, approximately 4 feet, 11 inches, to the right of the runway centerline. Review of video recordings obtained from a security camera at N40 revealed that the airplane during the first landing attempt, at approximately 1219, touched down more than halfway down the length of the runway. Then on the second landing attempt, at approximately 1229, the airplane again touched down more than halfway down the length of the runway. Further review of the video recordings also revealed that the wing flaps were extended during both landing attempts.

According to Federal Aviation Administration (FAA) and pilot records, the pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued on February 10, 2016. He reported on that date, that he had accrued approximately 185 total flight hours.

According to FAA and airplane maintenance records, the airplane was manufactured in 1980. The airplane's most recent 100-hour inspection was completed on August 13, 2016. At the time of the inspection, the airplane had accrued approximately 4,690.3 total hours of operation. The engine had accrued approximately 100 hours of operation since major overhaul.

The wreckage was retained for further examination.



Gerald Scott Budge


Gerald Scott Budge -father, clinical psychologist, mentor, caregiver and friend to all he met - died in a plane crash Sept. 25, 2016, in Pittstown, NJ, at the age of 59. A gentle old soul, Scott was an extraordinarily considerate, kind and compassionate man who took a deep interest in people in both his personal and professional life. He devoted his life to caring for others. Whether it was skydiving or fighting range fires in his youth, skiing or climbing heights, he was always adventurous and died doing what he loved, piloting an airplane. Those who love him have imagined a wonderful reunion with his daughter, Zoe, who preceded him in death. Scott leaves behind a remarkably wide-ranging body of work, specializing in therapy for individuals and couples, financial psychology, financial education, wealth management, depression and anxiety, executive coaching, and the challenges of adolescence and early adulthood. He founded several companies and wrote and published numerous professional articles and a book, "The New Financial Advisor." Scott was born and raised in Burley, ID. He earned a psychology degree from Utah State University and completed his doctorate at New York University. He worked as an affiliated expert for RayLign Advisory in Greenwich, CT. He was also a practicing clinical psychologist for Centra Comprehensive Psychotherapy & Psychiatric Associates in Marlton, NJ, and had his own private practice in Robbinsville, NJ. Scott was a loving, dedicated, and devoted father to his three daughters, Hannah, Zoe and Justine. He loved playing basketball and Scrabble and sharing his passion for books with his girls. They were never far from his thoughts. He found his soul mate in Henrietta Renzi, and shared the last 12 years of his life with her and her son, Kevin Carlin, Jr. He also loved supporting Kevin as he participated in Special Olympic sporting events. Scott is survived by his two loving daughters, Justine and Hannah Lamb-Budge; his parents, Gerald Shurtleff and Ruth (McBride) Budge; his long-time soul mate and partner, Henrietta Renzi and her son,Kevin Carlin, Jr.; his siblings, Leslie Blakely (David), and David Budge (Nicole); as well as many nieces, a nephew, and extended family members, and Deborah Lamb, mother of his children. A memorial celebrating Scott's life will be held on Wednesday, Oct. 5, at Hopewell Valley Vineyards, 46 Yard Road, Pennington, NJ 08534 from 6 to 9 p.m. Memorial contributions may be made in his memory to either the Gift of Life, 401 N. 3rd St., Philadelphia, PA 19123 or online at www.donors1.org or to the Princeton Child Development Institute, 300 Cold Soil Rd., Princeton, NJ 08540 or online at www.pcdi.org Funeral arrangements are under the direction of the Hamilton Brenna-Cellini Funeral Home, 2365 Whitehorse-Mercerville Rd., Hamilton, NJ 08619. Please visit Scott's tribute page at www.brennacellinifuneralhomes.com Hamilton Brenna-Cellini Funeral Home 2365 Whitehorse- Mercerville Rd. Hamilton, NJ 08619.


Karen Lowe

Karen Leigh Lowe of Telford passed away unexpectedly on Sunday, Sept. 25, 2016. She was 52.

Born May 29, 1964 in Abington, she was the daughter of the late LeRoy C. and Janet (Holman) Forker.

Karen was a very talented artist. She was a stroke survivor who overcame her physical disabilities and completed her college education later in her life. She earned a Bachelor of Science degree from the University of Philadelphia, graduating in 2006.

She went on to start a successful interior design business, Lowe Design, and was involved in many renovation projects for both businesses and private homes.

She is survived by three children, Davin L. Lowe, Richelle A. Lowe, and Adeline G. Lowe, all of Harleysville, and four siblings, Robert Forker (Linda) of Tennessee, Lynda J. Finkbeiner (Scott) of Souderton, Paul D. Forker of Souderton, and David R. Forker (Nadine) of Telford. Also surviving are several nieces and nephews.

She loved her three children dearly and was very proud of their accomplishments.

Karen was a born again Christian and was recently attending the Calvary Church of Souderton.

Above all else she will be greatly missed by her family and friends.

The family will receive friends starting at 9 a.m., Saturday, Oct. 1, at Huff & Lakjer Funeral Home, 701 Derstine Avenue, Lansdale, with the funeral beginning at 10:30 a.m. Interment will be held privately.

For those desiring, donations in Karen's name may be made to the American Diabetes Society, 150 Monument Rd., Suite 100, Bala Cynwyd, PA 19004, or Civil Air Patrol, 105 South Hansell St., Maxwell AFB, AL 36112.



ALEXANDRIA — Two people died in a plane crash in a grassy field near Sky Manor Airport Sunday afternoon, police said.

The Federal Aviation Administration identified the plane as a Mooney M20 that crashed in a residential neighborhood about half a mile southwest of the runway at the small municipal airport.

"At 12:29 p.m. Hunterdon County 911 Dispatch Center received a call of an aircraft down," Hunterdon County Chief of Detectives John Kuczynski said.

"The aircraft was apparently coming in for a landing and subsequently witnesses saw the aircraft go down," Kuczynski said.

Both the pilot and the passenger died at the scene of the crash, according to the Hunterdon County Prosecutor's Office. Neither victim was identified.

There was no damage to any property near Sky Manor and Oak Summit roads, where the plane was recovered, the prosecutor said.

The exact cause of the crash remains under investigation. The National Transportation Safety Board and the FAA will investigate the crash, the prosecutor said.

Alexia Hughes, a Bucks County, Pa. resident, said she was part of a large crowd watching planes take off and land outside the Sky Cafe restaurant at the airport. They saw a small plane try to land and come in too fast.

"Instead of aborting the landing, he continued to try to land and ran out of runway," she said.

The plane then pulled up, barely clearing trees at the end of the runway, Hughes said. It tilted up and to the left before losing lift and crashing.

Source: http://www.nj.com













FRANKLIN TOWNSHIP — Two people were killed Sunday afternoon when a small plane crashed in a residential neighborhood in Hunterdon County.

According to NJ State Police Trooper Alejandro Goez, the crash occurred just after noon near Sky Manor Airport. Police say a small aircraft crashed, killing two people aboard the plane.

“The aircraft crashed approximately one half mile southwest of the runway at Sky Manor Airport. The aircraft was recovered in a residential neighborhood at the intersection of Sky Manor Road and Oak Summit Road,” Hunterdon County Prosecutor Anthony P. Kearns III said.

The prosecutor said there was no damage reported to any residential property. The pilot and passenger were pronounced dead at the scene, he said.

According to the prosecutor, a 911 call was received by Hunterdon County Communications at about 12:29 p.m. The NJ State Police Crime Scene Unit and detectives from the Hunterdon County Prosecutor’s Office responded to investigate the crash, police said.

The prosecutor said Sunday night that the National Transportation Safety Board and the Federal Aviation Administration are conducting a crash investigation.

“Our condolences go out to the families of the victims. The names of the victims will be released pending the notification of the next of kin,” Kearns said. “I commend the quick response of our first responders and their continued service to our community.”