Monday, December 19, 2016

Editorial: Glory hallelujah! Leath's truth is marching on

Regents and Iowa State University president still don't understand why his use of school aircraft is a big deal





The Iowa Board of Regents met last week to discuss an internal investigation into Iowa State University President Steven Leath’s frequent use of university-owned aircraft.

Unfortunately, the regents appeared to ignore the most damning aspects of the report. Either that, or they decided to publicly portray the findings in the most flattering light possible.

The regents’ head cheerleader seemed to be Larry McKibben, who was bubbling over with praise for Leath in terms that would have made a Hollywood press agent blush.

"If we can make something that we regret, and you regret, be a better thing for the university in the future — glory hallelujah!,” he told Leath at the meeting. "And the fact that you have said what you said today really impresses me — that you are that kind of a leader that will acknowledge (what) all of us ought to do when we have these kinds of circumstances arise.”




Glory hallelujah?

Listening to McKibben, you’d think Leath was a champion of openness and accountability. You’d never realize it was Leath’s own conduct that was at issue; or that Leath failed to disclose critical information to the regents and to others; or that he repeatedly admitted to various transgressions only after undeniable evidence of it publicly surfaced; or that he still faults the press for exposing and then pursuing the matter.

McKibben is heaping accolades on Leath for publicly articulating his “support” for the general principles of openness, transparency and accountability — even though these are the very principles Leath has betrayed at every turn in Planegate.

In an interview late last month with the Business Record, Leath signaled that he still doesn’t get it, grousing that the  media “are taking a lot of fun out” of his job.

“Some of the stuff I’m going through now is just unbelievable,” he said. “With all the great things about Iowa — and we love it here — the vicious personal attacks were unexpected … It’s a distraction for me, it takes (staff) resources, it takes time away from the things we should be doing, and it takes money. Frankly, I don’t understand it.”

You’d think Leath’s understanding would have been enhanced by the number of checks he has had to write, reimbursing the school or its foundation for his flight-related expenses.


Before the regents’ meeting, Leath had agreed to pay $17,500 for damage resulting from a “hard landing” he executed in one of the school’s planes, plus $4,600 for trips that were largely personal in nature. At Monday’s meeting, it was announced that Leath would make $19,000 in additional reimbursements related to dozens of other questionable flights, many of which were tied to pilot proficiency training and certification.

Even now, questions remain about other flights. Some of those flights were to North Carolina, where Leath owns a cabin. Some were flights for which no detailed records can be located. Some involve the transportation of firearms for hunting, which requires special permission. Some were for vaguely described “donor relations” trips to meet with unidentified individuals. And some were to locations within easy driving distance.

Then there’s the fact that the infamous “hard landing” was never reported to the school’s Office of Risk Management or to the full Board of Regents. University policy says “all losses or damage to university property must be reported to the Office of Risk Management.” Not much wiggle room there, but Leath said last week that “as the preliminary audit showed, and the comprehensive audit has now confirmed, I did not violate any policy or break any laws.”

In response to such assertions, the regents, with the notable exception of Subhash Sahai, have done little but vigorously nod their heads in agreement, slap Leath on the back and commend him for a job well done, and exclaim, “Glory hallelujah!” — an expression that can now be considered the Iowa equivalent of, "Heckuva job, Brownie."

The Board of Regents seems to be ensconced in the new, post-fact world occupied by some national politicians: a world in which facts are stood on their heads, and reality is whatever one wants it to be.

As for Leath, he can argue he is the innocent victim of “personal attacks,” but the facts — and his own checkbook — say otherwise.

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

Drone operators run afoul of emergency responders



LEBANON, New Hampshire -

They're considered a popular present this year, but drones are launching pleas from emergency responders to steer clear, and with some saying it's a matter of life and death.

Drones are becoming more and more popular, both commercial and recreational.  They allow you to soar to new heights.

But as the saying goes, nothing beats the real thing.  On this day we take to the skies with DHART, the helicopter emergency response crew at Dartmouth-Hitchcock Medical Center. "We not only provide speed of flight, but we also provide an advanced level of care, with the two critical care providers we transport with. We fly with a critical care nurse and a critical care paramedic," said Kyle Madigan, DHART's Director.

DHART crews transport roughly 1,400 patients every single year, often the most critical in the region, but there is a new threat that they themselves face. "As we are flying 120 miles per hour through the sky and a drone passes us going the opposite direction, it can be a split second moment," Madigan said.

Over the past several months DHART pilots have encountered more than one unmanned aircraft in the air. Officials say a couple of close calls could have been deadly. "If we were to collide with a drone it could have a catastrophic effect on our vehicle, causing us either damage to the aircraft, or in the extreme causing our aircraft to have a crash landing," Madigan said.

The Federal Aviation Administration does have rules for drones.  Any drone weighing over .55 pounds must register with the FAA.   They are not allowed to fly higher than 400 feet.  Drones must always stay within eyesight of the operator, and not fly within five miles of an airport.  They are also not allowed to be used near power stations, government facilities, or prisons.  

But those in the sky say the rules are often not followed, or in some cases ignored, and drones are being seen more and more frequently in the exact places emergency responders need to go.  "People are flying drones around car accidents, around fires, trying to get a view of things that they weren't always able to see. But now with this technology in the palm of their hand and the drone flying, they can see things that they haven't seen before in the past.  Well this inhibits then emergency responders from doing their jobs," Madigan said.

There is an app drone operators can download, "Know Before you Fly," that includes maps of no fly zones. Public service announcements are also helping to get the word out. "Fly responsibly and follow the rules," Madigan said.

It's a message that's not meant to spoil the fun, just to ensure that this helicopter makes it back to the hospital safely, so patients can get the life-saving care they need. 

Source:  http://www.wcax.com

Cessna 150 Commuter, operated by Florida Institute of Technology, N150EC: Accident occurred December 19, 2016 in Palm Bay, Brevard County, Florida

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

Additional Participating Entity:


Federal Aviation Administration / Flight Standards District Office; Orlando, Florida

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/N150EC

  
Location: Palm Bay, FL
Accident Number: ERA17LA071
Date & Time: 12/19/2016, 1400 EST
Registration: N150EC
Aircraft: CESSNA 150
Aircraft Damage: Substantial
Defining Event: Fire/smoke (non-impact)
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Instructional 

On December 19, 2016, about 1400 eastern standard time, a Cessna 150M, N150EC, was substantially damaged during a forced landing following an in-flight smoke/fire event while maneuvering near Palm Bay, Florida. The flight instructor and student pilot received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which was conducted under the provisions of Title14 Code of Federal Regulations Part 91. The airplane departed Melbourne International Airport (MLB), Melbourne, Florida, about 1300.

Both the instructor and the student provided written statements, and their descriptions of the events were consistent throughout.

During recovery from a simulated engine failure, both pilots first smelled and then observed smoke in the cockpit. The instructor took the flight controls, selected a forced landing site, and maneuvered the airplane for landing. Upon touchdown, the nose landing gear settled into low brush and soft terrain, where the airplane stopped, nosed-over, and came to rest inverted.

The instructor held a commercial pilot certificate with ratings for airplane single engine land, multiengine land, and instrument airplane. He also held a flight instructor certificate with ratings for airplane single engine and instrument airplane. His Federal Aviation Administration (FAA) first-class medical certificate was issued on July 25, 2013. The instructor reported 309 total hours of flight experience, of which 3 hours were in the accident airplane make and model.

The student pilot was issued a student pilot certificate and an FAA third class medical certificate on May 19, 2014. She reported 75 total hours of flight experience, of which 3 hours were in the accident airplane make and model.

The two-seat, single-engine, high-wing, fixed-gear airplane was manufactured in 1976, and equipped with a Continental O-200-A series, 100-horsepower reciprocating engine. According to the airplane's maintenance records, the most recent annual inspection was completed on October 31, 2016, at 5,139 total aircraft hours.

At 1615, the weather reported at MLB; located 18 miles south of the accident site, included clear skies and wind from 090 degrees at 5 knots. The temperature was 27 degrees C, the dew point was 23 degrees C, and the altimeter setting was 30.27 inches of mercury.

An FAA inspector examined the wreckage at the site, and all major components were accounted for at the scene. Examination of the engine compartment revealed wires connected to the battery solenoid exhibited thermal damage. When the damaged wires were moved, the navigational gyros energized, the lights illuminated, and the flaps deployed. The examination of the airplane was then suspended.

Detailed examination by the NTSB revealed the wire (part number: PA5, 4 gauge) that connected the battery solenoid to the starter solenoid displayed chafing and thermal damage to the insulation along a 3-inch section of its length. The wire was placed in its approximate normally-installed location, and the burned area corresponded to the round shape of the right rear muffler. Multiple 18-gauge wires in the area also exhibited melted insulation. The back plate of the right muffler was no longer attached to the muffler and exhibited evidence of corrosion. It could not be determined if the back plate of the muffler had separated due to corrosion or impact forces.

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 20, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 07/25/2013
Occupational Pilot: No
Last Flight Review or Equivalent: 07/13/2016
Flight Time: 309 hours (Total, all aircraft), 3 hours (Total, this make and model), 241 hours (Pilot In Command, all aircraft), 40 hours (Last 90 days, all aircraft), 10 hours (Last 30 days, all aircraft) 

Student Pilot Information


Certificate: Student
Age: 36, Female
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/19/2014
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  75 hours (Total, all aircraft), 3 hours (Total, this make and model), 10 hours (Pilot In Command, all aircraft), 9 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information


Aircraft Make: CESSNA
Registration: N150EC
Model/Series: 150 M
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 15078832
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 10/13/2016, Annual
Certified Max Gross Wt.: 1600 lbs
Time Since Last Inspection: 13 Hours
Engines: Reciprocating
Airframe Total Time: 5139 Hours at time of accident
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: O-200-A
Registered Owner: ROSSER TIMOTHY G
Rated Power: 100 hp
Operator: Florida Institute of Technology
Operating Certificate(s) Held: Pilot School (141) 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: MLB, 33 ft msl
Distance from Accident Site:  18 Nautical Miles
Observation Time: 1353 EST
Direction from Accident Site: 170°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 90°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.27 inches Hg
Temperature/Dew Point: 27°C / 23°C
Precipitation and Obscuration: No Precipitation
Departure Point: MELBOURNE, FL (MLB)
Type of Flight Plan Filed: None
Destination: MELBOURNE, FL (MLB)
Type of Clearance: VFR
Departure Time: 1300 EST
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 2 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: In-Flight
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude:  27.870000, -80.557778 (est)

NTSB Identification: ERA17LA071

14 CFR Part 91: General Aviation
Accident occurred Monday, December 19, 2016 in Palm Bay, FL
Aircraft: CESSNA 150, registration: N150EC
Injuries: 2 Minor.

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

On December 19, 2016, about 1400 eastern standard time, a Cessna 150M, N150EC, was substantially damaged during a forced landing after experiencing smoke in the cockpit while maneuvering near Palm Bay, Florida. The flight instructor and a student pilot received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. The airplane departed Melbourne International Airport (MLB), Melbourne, Florida, about 1300.

Both the flight instructor and the student pilot provided written statements, and their descriptions of the events were consistent throughout.

During recovery from a simulated engine failure, both pilots first smelled and then observed smoke in the cockpit. The flight instructor took the flight controls, selected a forced landing site, and maneuvered the airplane for landing. Upon touchdown, the nose landing gear settled into low brush and soft terrain, where the airplane stopped, nosed-over, and came to rest inverted.

The flight instructor held a commercial pilot certificate with ratings for airplane single engine land, multiengine land, and instrument airplane. He also held a flight instructor certificate with ratings for airplane single engine and instrument airplane. His Federal Aviation Administration (FAA) first-class medical certificate was issued on July 25, 2013. The instructor reported 309 total hours of flight experience, of which 3 hours were in the accident airplane make and model.

The student pilot was issued a student pilot certificate and an FAA third class medical certificate on May 19, 2014. She reported 75 total hours of flight experience, of which 3 hours were in the accident airplane make and model.

The two-seat, single-engine, high-wing, fixed-gear airplane was manufactured in 1976, and equipped with a Continental O-200-A series, 100-horsepower reciprocating engine. According to the airplane's maintenance records, the most recent annual inspection was completed on October 31, 2016, at 5,139 total aircraft hours.

At 1615, the weather reported at MLB; located 18 miles south of the accident site, included clear skies and wind from 090 degrees at 5 knots. The temperature was 27 degrees C, the dew point was 23 degrees C, and the altimeter setting was 30.27 inches of mercury.

An FAA inspector examined the wreckage at the site, and all major components were accounted for at the scene. Examination of the engine compartment revealed wires connected to the battery relay exhibited thermal damage.


The airplane was retained for further examination at a later date.









MICCO — A student pilot and a FIT flight instructor escaped serious injuries after their small, single-engine plane landed in an open field and then flipped over Monday afternoon in rural south Brevard County.

One person was transported to a nearby hospital as a precaution. The 2:20 p.m. incident was described as a precautionary landing by officials.

The plane, a Cessna 150 that flew out of Orlando Melbourne International Airport, landed off the roadway and flipped over moments later after hitting a bumpy patch of ground in the 2700 block of Micco Road. It happened several miles south of the nearest airport in Grant-Valkaria.

Lt. Mike Bandish with the Palm Bay Police Department said a student and instructor from FIT's aviation school — a separate but affiliated entity from the Florida Institute of Technology — had flown out of Melbourne in the small Cessna aircraft to practice engine failure maneuvers when the cockpit began to fill with smoke.

The pilot attempted to land in a field about three-quarters of a mile south of Micco Road. Several Brevard County Fire Rescue crews responded, and found the two at the scene, conscious and moving around.

The flight instructor remained on scene after declining to be transported.

Police and Florida Tech personnel are still investigating the incident, according to Bandish. The flight instructor and the student pilot, who is not enrolled at the university, had been reaching a higher altitude when the two heard a noise and saw smoke filling the small cockpit, Florida Tech officials reported.

The FAA and National Transportation Safety Board also are investigating.

In November 2012, four people were killed – including a Florida Tech student and a flight instructor – on a take-off from the Palm Beach International Airport. The Piper Seminole aircraft was en route back to Melbourne from the Bahamas as part of ongoing training.

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



MICCO, Fla. - One person was taken to the hospital after a single-engine plane crashed Monday afternoon in Brevard, according to Brevard County Fire Rescue.

A FIT Aviation flight instructor had been in the plane with a student pilot doing training maneuvers over a field near Micco Road when the cabin started to fill with smoke, officials said.

The pilot had to put the plane down. It was found upside down in the field.The extent of the damage to the aircraft is not known.

The student pilot was taken to Sebastian River Hospital for precautionary measures. The pilot refused treatment.

The aircraft took off from Melbourne International Airport.

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





BREVARD COUNTY, Fla. — A plane crash was reported Monday in the 2700 block of Micco Road in South Brevard County.

Officials said the cause of the single-engine plane crash is unknown.

One person was transported to a local hospital and one person refused medical treatment, according to Brevard County Fire Rescue.

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

Boeing airplane unit to cut more jobs in 2017, shares rise



Boeing Co's commercial airplane unit said on Monday it would cut an as-yet-undetermined number of jobs in 2017 after slashing its workforce by 8 percent in 2016, as it struggles to sell planes in the face of a strong dollar.

Chicago-based Boeing and European rival Airbus are battling especially slow demand for their lucrative, long-range twin-aisle jetliners, such as the Boeing 777 and Airbus A330, in a global climate of political and economic uncertainty.

Boeing said last week that it would cut 777 production to five a month in August 2017, a 40 percent reduction from the current rate of 8.3 a month, because of slow sales.

The company did not say how many jobs it will cut next year, noting it is still assessing its 2017 budget and employment needs.

But the announcement shows the world's biggest plane maker is axing jobs more aggressively than it forecast earlier this year, and that it will not let up the pressure to cut costs under the new chief executive of the airplane unit, Kevin McAllister, who succeeded Ray Conner on Nov. 21. Conner is now vice chairman of Boeing Co.

"To successfully compete and win new orders that will fund future product development and growth requires us to achieve much better performance," Conner and McAllister said in a memo to Boeing Commercial Airplanes employees on Monday, which was made public.

Boeing "will need to do more in 2017" to lower costs and make its planes more affordable, the memo said.

Its shares closed up 1.1 percent at $156.18.

Boeing is contending with a strong dollar that makes its products more expensive overseas, a non-functioning U.S. Export-Import Bank that hampers aircraft financing, and President-elect Donald Trump's provocation of China, one of Boeing's biggest markets.

Trump has also targeted Boeing for criticism, saying the United States should cancel a pending order to buy modified Boeing 747s as new presidential aircraft, Air Force One, because the cost was too high.

A Boeing spokesman said plane sales are getting more competitive, requiring additional cost-cutting beyond what was envisioned in 2016. "We've got to perform better," he said. "It's an ongoing process."

Boeing has booked just 468 net jetliner orders this year, down from 768 last year and 1,432 in 2014. The figure is also well below Boeing's target of having sales roughly match the 745 to 750 aircraft Boeing expects to deliver to customers this year.

Boeing gets the majority of the payment on a plane when it is delivered.

The company also is under pressure to cut costs as it tries to hit Chief Executive Dennis Muilenburg's goal of lifting its operating profit margins to the mid-teens by 2020. The figure has averaged 6.9 percent over the last decade.

By comparison, Airbus' margins have averaged about 3.7 percent over the past 10 years. The company said last month it would cut about 900 jobs to restructure, reduce costs and prepare for tougher competition.

For 2016, Boeing said it expects job reductions to total 8 percent of the commercial airplane workforce, including a 10 percent reduction in the ranks of executives and managers.

The unit cut 6,115 jobs, or 7.3 percent, through November compared with the tally on Dec. 31, 2015, according to Boeing's employment data. That suggests a further 565 job reductions in 2016, and more next year. In March, the company said it planned to cut about 4,000 jobs at the unit.

The company is offering a voluntary layoff program in early 2017, according to Monday's memo, which added that involuntary layoffs may occur in some cases. A spokesman said employees participating in the voluntary layoff program will receive a lump sum payment of one week's pay for each year served, for a maximum of 26 weeks.

Source:   http://www.reuters.com

Cessna 182A, N5954B: Accident occurred December 19, 2016 near Apple Valley Airport (KAPV), San Bernardino County, California

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Riverside, California

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/N5954B

NTSB Identification: GAA17CA098
14 CFR Part 91: General Aviation
Accident occurred Sunday, December 18, 2016 in Apple Valley, CA
Probable Cause Approval Date: 07/20/2017
Aircraft: CESSNA 182, registration: N5954B
Injuries: 1 Serious, 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 of the single-engine airplane reported that, after traveling about 270 nautical miles (nm) to the destination airport, the pilot-controlled lighting would not illuminate when activated. The pilot diverted to an alternate airport that was 40 nm to the northeast, but the pilot reported that runway lighting was not available at the alternate airport. The pilot reported that he decided to fly about 70 nm southwest to another alternate airport, but the engine quit even though the fuel indicator showed that 1/4 tank of fuel remained. He reported that he entered a descending left turn, that he leveled the wings with no flaps, and that the airspeed was about 52 kts. The pilot recalled that the airplane landed hard and nosed over after the nose landing gear and propeller struck a berm. Substantial damage was sustained to both wings, the firewall, and empennage.

During the airplane recovery, the fuel selector was photographed in the right wing tank position. The left tank did not have any fuel in the tank, and the right tank contained about 2 cups of fuel.

According to the Federal Aviation Administration (FAA) avionics inspector present during the examination of the airplane’s radios and antennas, no failures or malfunctions were identified.

According to the FAA Airport Facility Directory, both the destination and diversion airports were equipped with medium intensity runway lighting, and the first airport the pilot diverted from was equipped with precision approach path indicator lights. No NOTAMS pertaining to lighting were issued at these airports on the date of the accident.

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

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

The pilot’s mismanagement of the available fuel, which resulted in a loss of engine power and a subsequent hard, off-airport landing and nose-over. 







APPLE VALLEY --- Apple Valley Protection Fire District Chief Sid Hultquist said a Cessna 182A pilot and his passenger escaped major injuries after an emergency landing caused the aircraft to "flip over" in a remote and rural area Sunday night.

The pilot suffered facial and wrist injuries. His passenger complained of chest discomfort.

Hultquist said firefighters were dispatched to the crash at approximately 7:30 p.m. However, the crash scene was not found by authorities until 50 minutes after receiving the report.

"The San Bernardino County Sheriff's Department's helicopter was extremely valuable in finding the crash scene," Hultquist said. "All we knew was the crash was reported somewhere in the desert, northeast of the Apple Valley Airport. It was a very vague description that said the scene was anywhere from three to eight miles northeast of the airport. The pilot and the passenger were unsure where they were and without the helicopter, we probably wouldn't have found the scene because it was in a very remote and rural area that you could not see from the road."

The Cessna was found near Central and Johnson roads, roughly three miles northwest of the airport. But firefighters were met with a new challenge of getting to the scene due to rough terrain.

Hultquist said firefighters were forced to used 4-wheel drive vehicles to get to the scene. An SUV was used to transport both men, in their 60s, to the road, where they were treated by AVFPD firefighters and later transported to St. Mary Medical Center for medical evaluations.

The pilot attempted to make an emergency landing for unknown reasons. The aircraft's front propeller struck a dirt embankment, causing the Cessna to flip upside down.

"Thankfully the plane didn't catch fire and these men were able to exit with moderate injuries," he said. "This could have been a lot worse. We don't know why they tried landing out there. The cause is still under investigation."

Source:  http://www.vvdailypress.com







APPLE VALLEY, Calif: (VVNG.com) Authorities are investigating what caused a small plane to crash shortly after 7:00 p.m., injuring the pilot and passenger.

A Cessna 182A crashed in a remote area about three miles northeast of the Apple Valley Airport.

Fire Chief of the Apple Valley Fire District Sid Hultquist says with the assistance of the Sheriff’s helicopter they were able to pinpoint the aircraft nearly 50 minutes later.

The helicopter landed next to the upside down plane and Sheriffs discovered both male occupants had exited the plane.

The terrain required a 4-wheel vehicle to transport paramedics to the site in order to access the scene.

The pilot suffered injuries to his wrist and face, while the passenger had minor injuries to his chest. Both were transported to Desert Valley Medical Center for treatment.

“They attempted an emergency landing in the desert area and when the plane landed the propeller hit (the ground), and it flipped it upside down,” Hultquist said.

Almost exactly one year ago, a world-famous aerobatics champion for Red Bull, Michael (Mike) Mangold was killed in a plane crash at the Apple Valley Airport on December 6, 2015.

The Federal Aviation Administration and the National Transportation Safety Board will be summoned to investigate the crash further.

Story, video and photo gallery:   http://www.vvng.com

Registered Owner N80896 LLC: Beechcraft A90 King Air, N256TA, fatal accident occurred June 21, 2019 near Dillingham Airfield (PHDH), Mokuleia, Hawaii -and- accident occurred July 23, 2016 near Byron Airport (C83), Contra Costa County, California • Cessna P206D Super Skylane, N8751Z, incident occurred December 18, 2016 in Lincoln, Placer County, California

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

https://registry.faa.gov/N256TA



Larry Lemaster was identified by friends as one of the victims on board.


DILLINGHAM AIRFIELD, Hawaii (HawaiiNewsNow) - The victims killed in Friday’s skydiving plane crash at Dillingham Airfield include a couple from Colorado, a 28-year-old Oregon man, and several experienced skydiving instructors.

Near the crash site Saturday, mourners added flower and lei to a growing memorial for the dead.

Eleven people were on board the sunset skydiving tour, which crashed shortly after takeoff and burst into flames. The Honolulu Medical Examiner’s Office hasn’t released the names of those killed, but family and friends have begun to identify the victims.

Hawaii News Now has confirmed that three of the 11 were visitors — the Colorado couple and Oregon man.

Six of the victims, meanwhile, worked for Oahu Parachute Center.

Instructor Larry Lemaster was one of them.

An expert skydiver, he was once part of Team Fastrax, a group that does parachute performances on the mainland.

Team members posted on Facebook that Lemaster was a kind man who always had a smile.

In a statement, Team Fastrax said it was devastated by the loss:

“Larry was a professional skydiver and performed at the highest level in our sport. He was a charitable man that put the needs of others before his own. Larry served our nation with honor in the United States Army and donated his time to share the great aspects for our sport by taking our combat injured warriors skydiving. Larry never met a stranger and made the lives of everyone he met better. The world lost a teacher of how to live life properly and we will miss him.”

Also on the flight was instructor Casey Williamson. Friends said he lived every day with a smile.

Another victim was also identified as Mike Martin, who friends say was a jump and kite surfing instructor.

Two others on board were residents — one from Kauai, the other from Ewa Beach.

Original article ➤ https://www.hawaiinewsnow.com

 
This June 2019 photo provided by Natacha Mendenhall shows Casey Williamson, left, and his mother Carla Ajaga in Possum Kingdom Lake, Texas. Mendenhall said her cousin Williamson, who worked at Oahu Parachute Center, was on board the skydiving plane that killed multiple people when it crashed Friday evening, June 21, 2019. She said her family has not been officially notified of his death. But they provided Honolulu police with Williamson's name and date of birth, and the police confirmed he was on the flight, she said. The 29-year-old Yukon, Oklahoma, native started skydiving about two-and-a-half years ago. Williamson was his mother's only child, Mendenhall said. 



Professional parachute demonstrator Larry Lemaster, an Army veteran with more than 3,000 jumps, died doing what he loved, his wife, Anna Elkins, wrote on Facebook Saturday.

Lemaster was among eleven people killed Friday when authorities said a small plane crashed during a skydiving excursion in Hawaii and erupted into flames. The Hawaii Department of Transportation on Saturday updated the number of fatalities.

"I don't have an explanation for the utter tragedy that has happened," Elkins wrote.

"But Larry Lemaster would never want one person to waste a single minute of their life mourning his. He was doing what he loved. We spoke about this on many occasions."

The Beechcraft A90 King Air crashed during taking off Friday evening at Dillingham Airfield on Oahu's North Shore, the Federal Aviation Administration said.

The names of the passengers have not been formally released by authorities.

Elkins said her "heart also goes out to" the Oahu Parachute Center and the loved ones of friends who perished in the crash.

"Today is the worst day of my life. My son has lost his father... He wants you to celebrate his life and your own. Love who you love with great intensity. Do what makes you happy. Be the person you want to be because obviously tomorrow is not guaranteed," she wrote.

John Hart, a founding member of the Ohio-based parachute demonstration firm Team Fastrax, said Lemaster volunteered time taking wounded combat veterans skydiving.

"There really wasn't anybody like him," Hart told CNN Saturday. "He just saw the good in everyone... I've never met a person like him, and I probably never will."

He said he spoke with Elkins and she was on her way to Hawaii. Lemaster, whose last performed with Team Fastrax in the fall, loved sharing the sport as a tandem instructor, Hart said.

The cause of the wreck wasn't immediately known. The plane was carrying passengers who intended to skydive, and it crashed around 6:30 p.m. at a fence away from the runway, Honolulu Fire Department Chief Manuel P. Neves told reporters Friday night.

The plane was engulfed in flames when firefighters arrived, Neves said.

Some family members of those aboard were at the airfield when the plane went down, Neves said.

"I am closely following the tragic developments out of Dillingham Airfield this evening," Honolulu Mayor Kirk Caldwell tweeted. "At this time our thoughts and prayers are with the family and friends of the victims."

The National Transportation Safety Board was sending a team to Hawaii on Saturday morning to investigate the crash.

The airfield, roughly a 35-mile drive northwest of Honolulu, is a general aviation airport operated by the state Department of Transportation under a 25-year lease from the US Army, Hawaii's government website says.

The state leases 272 acres of the 650-acre Dillingham Military Reservation and operates the single 5,000-foot runway primarily for commercial glider and skydiving operations.

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




Nine people died in the fiery crash of a Beechcraft A90 King Air on a sunset skydiving tour at Dillingham Airfield in Mokuleia Friday evening.

Honolulu Fire Department Chief Manuel Neves said that when crews arrived the plane was engulfed in flames and wreckage was lying at the airfield’s fence line away from the runway.

Fourteen fire trucks and other HFD units with 39 personnel were dispatched to Dillingham at 6:24 p.m. The fire was brought under control 20 minutes later, fire Capt. Kevin Mokulehua said.

Neves said the names of the passengers are known but were not being immediately released. Some surviving family members were at the airfield tower, he said.

The Hawaii Department of Transportation, which operates the airfield under a lease from the U.S. Army, was the first to verify the nine fatalities via social media.

“With extreme sadness HDOT reports there were 9 souls on board the King Air twin-engine plane that went down near Dillingham Airfield with no apparent survivors,” officials said in a tweet.

DOT spokesman Tim Sakahara later confirmed that the plane was a Beechcraft 65 King Air that crashed on the airfield property soon after takeoff.

He said preliminary reports indicated that six on board were employees of Oahu Parachute Center, and the three others were customers of the company.

Sakahara said after 10 p.m. that the Federal Aviation Administration and the National Transportation Safety Board would be investigating and the airfield was closed until further notice.

Honolulu Emergency Services Department officials said they received a call at 6:26 p.m. and that EMS personnel “assisted with the death pronouncements of nine people” involved in the crash. They did not immediately release the gender or ages of the victims.

Christopher Richardson, 50, a skydiver with nearly 2,000 jumps under his belt, said he learned of the crash when someone called him asking if he was OK. The Aiea resident and skydiving coach said he immediately drove to the scene.

He said he thinks he knows at least five of the skydivers and the pilot, but was unable to confirm that.

“I’m just raw,” Richardson said of his emotions, knowing that at least some of the dead were his friends.

Richardson, an electrician, said it was likely the plane was full of fuel and crashed as it was about to go on a sunset skydive, which is common. The crash left the bodies “horribly burned and unrecognizable.”

From viewing the scene through the chain-link fence, he speculated that the crash occurred midfield and the plane was heading northeast.

He said the aircraft’s owner, Oahu Parachute Center, is one of three skydiving companies based at Dillingham Airfield.

On its website, Oahu Parachute Center described its King Air 90 aircraft as the fastest skydiving plane in Hawaii. The website says safety is the company’s top priority.

The fire department’s Air 1 helicopter conducted an aerial search of the site, looking for debris or any survivors.

Neves said the debris field was relatively small — about 50 feet by 50 feet.

He said investigators were still gathering information about the details of the flight.

The National Weather Service reported showers and light and variable winds in the vicinity of Dillingham Airfield.

Honolulu police received the initial report at about 6:20 p.m.

Police closed Farrington Highway in both directions fronting the airfield for hours, backing up traffic, before authorities started to contraflow the traffic.

Harold Ross, 34, was on his way to pick up his niece from nearby Camp Erdman, when the accident occurred.

He said he was one of the first motorists to be stopped when they closed off the road to traffic and noticed the smoke.

“Sad nine people died,” he said.

He said the numerous school buses were taking 160 students to Camp Erdman.

The buses were among scores of vehicles stopped along the highway Friday night. People were parked along the roadside.

Story and video ➤ https://www.staradvertiser.com



HONOLULU, Hawaii (HawaiiNewsNow) - A Beechcraft A90 King Air skydiving plane crashed on Oahu’s North Shore shortly after taking off Friday for a “sunset tandem” flight, killing all nine people on board.

The Beechcraft A90 King Air operated by the Oahu Parachute Center ― crashed about 6:30 p.m. at the Dillingham Airfield. Of the nine killed, three were customers and six were employees.

State Transportation Department officials said the FAA and NTSB will be investigating the crash.

“We are mourning this terrible tragedy," DOT Director Jade Butay told reporters Friday night.

"During this difficult time, we want to express our deepest condolences and sympathies to the families of the flight crew and passengers.”

When firefighters arrived at the airfield, they found the wreckage of the craft fully engulfed in flames. Photos from the area showed smoke from the fire could be seen from miles away.

“We saw big smoke. We saw big fire, firemen trying to put it out. Crazy,” said witness Justin Kepa.

About an hour after the crash, a somber Fire Chief Manuel Neves told reporters: “Right now, the initial report is that there were nine souls on board. There are no survivors."

He said that family members of those on board the aircraft were on the ground when the crash happened and may have seen the plane go down.

“It is very difficult. In my 40 years as a firefighter here in Hawaii, this is the most tragic aircraft incident we’ve had," Neves said.

“We had some helicopters with the military, but this is a civilian plane with that many people on board.”

Hawaii News Now spoke to a skydiver who’s been a volunteer instructor, and who raced to the scene after hearing about the crash. He said the skydiving community is in mourning.

On board the craft, he said, were three students, five skydivers and the pilot.

On Twitter on Friday night, Mayor Kirk Caldwell said he was following developments on the crash. “At this time, our thoughts and prayers are with the family and friends of the victims,” he wrote.

Eyewitness describes seeing the wreckage of a deadly plane crash on the North Shore of Oahu
All nine on the aircraft were pronounced dead at the scene, Honolulu Emergency Services Department spokeswoman Shayne Enright said.

Neves said firefighters worked Friday night to secure the debris field ― a relatively small area that covered about 50 feet by 50 feet. The crash was near the airfield’s fence line.

The Dillingham Airfield will be closed indefinitely in the wake of the crash, the state said. Farrington Highway in the area has since reopened after being blocked off for several hours.

The crash is one of the deadliest for a civilian airplane in Hawaii’s modern history.

Eleven were killed in December 1981 when the twin-engine Beechcraft they were in crashed into Pearl Harbor. The group of skydivers was planning to parachute into Aloha Stadium.

In 1992, nine people were killed when a tour aircraft that took off from Hilo Airport slammed into mountainous terrain at Haleakala, according to NTSB records.

And eight people were killed in 1987 when a Molokai-bound air taxi crashed into the water.

More recently, five people were killed in 2016 when a Cessna 182H crashed at Port Allen Airport on Kauai. The NTSB concluded that engine power loss contributed to the crash.

That same year, two military helicopters crashed off Haleiwa. Twelve Marines died in the crash.

Story and video ➤ https://www.hawaiinewsnow.com



Federal Aviation Administration / Flight Standards District Office; Sacramento, California

December 18, 2016: Aircraft departed on a skydiving flight and declared an emergency due to an engine out. Aircraft landed in a field. 

N80896 LLC

http://registry.faa.gov/N8751Z

Date: 18-DEC-16
Time: 21:22:00Z
Regis#: N8751Z
Aircraft Make: CESSNA
Aircraft Model: 206
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: NONE
Activity: COMMERCIAL
Flight Phase: UNKNOWN (UNK)
Operation: 91
City: LINCOLN
State: 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)