Wednesday, January 25, 2017

Cessna 172S Skyhawk SP, CC-AGK: Accident occurred January 20, 2017 in Hualapulli, between Villarrica and Lican Ray, Chile



NTSB Identification: ERA17WA094
14 CFR Non-U.S., Non-Commercial
Accident occurred Friday, January 20, 2017 in Araucania, Chile
Aircraft: CESSNA 172, registration:
Injuries: 2 Fatal, 2 Serious.

The foreign authority was the source of this information.

On January 20, 2017, about 2120 coordinated universal time, a Cessna 172S, Chilean registration CC-AGK, was substantially damaged when it impacted terrain near Araucania, Chile. The pilot and one passenger were fatally injured, while two other passengers were seriously injured. The local personal flight originated from Villarrica Airport (SCVI), Araucania, Chile, about 2104.

This investigation is under the jurisdiction of the Government of Chile. Any further information can be obtained from:

Director of Accident Prevention
Analysis Office Directorate General of Civil Aeronautics
Elena Blanco # 1050, Providencia, Santiago de Chile
7541084

This report is for informational purposes, and only contains information released by the government of Chile.






Una avioneta con cuatro tripulantes cayó esta tarde entre las comunas de Villarrica y Lican Ray, en la novena región del país. El accidente lo sufrió una nave monomotor con matrícula CC-AGK, según detalla radio Bío Bío.

En las cercanías del lugar de la tragedia se encuentra la comuna de Hualapulli, desde donde algunos habitantes que fueron testigos del hecho acudieron para ofrecer ayuda y primeros auxilios.


Durante los últimos minutos se confirmó que dos personas fallecieron, mientras que el resto se encuentra herido. Hasta el lugar llegó personal de Bomberos y Carabineros para participar en las labores de rescate. 




Una avioneta monomotor con matrícula CC-AGK, se precipitó en una zona boscosa entre Villarrica y Lican Ray, en la región de La Araucanía.

Cuatro personas viajaban en la aeronave, que por causas que se desconocen, cayó a tierra cuando se encontraba a unos 2 mil metros de altura, tras lo cual dos de sus ocupantes fallecieron debido a las graves heridas.

Se trata de César Falistocco de nacionalidad argentina y Javiera Elberg, hija de Eduardo Elberg Simi, ex dueño de la cadena de supermercados Santa Isabel y propietario de la avioneta.

Marcelo, un auditor de La Radio que estaba en la feria costumbrista que se desarrolla en Gualapulli, llegó al lugar para ayudar, y relató los dramáticos hechos que se vivieron al momento del accidente.

Pease Development Authority rejects lease proposal for former Pan Am hangar



PORTSMOUTH - The Pease Development Authority rejected a request from a North Carolina company to sign a lease on the old Pan American Airlines hangar.

Royal Technical Group, Inc. out of Burlington, N.C. wanted to lease the hangar in order to open an airplane repair station at the Portsmouth International Airport at Pease, according to David Mullen, the chief executive officer of the Pease Development Authority.

The company's president, Markus Ebert, had told PDA officials the company planned to employ anywhere between 250 to 500 employees at Hangar 227 with the potential "of investing up to $10 million in the facility," Mullen said.

Asked if he thought the company's claims were accurate, Mullen said, "Their projections are based on contracts he doesn't have in hand."

"Forecasts aren't always accurate," he said.

Ebert could not immediately be reached for comment Wednesday afternoon.

The majority of the board, except for Board Chairman George Bald, voted against signing the lease because of ongoing concerns about environmental issues at the hangar, which is about two acres in size, according to Mullen.

Their vote came even though John Formella, Gov. Chris Sununu's legal counsel, told board members he thought there was no reason for them not to sign the lease.

If the PDA board had agreed to let Royal Technical Group, Inc. move into the hangar while the Air Force was still studying the environmental dangers there, "our indemnification with the Air Force could be considered questioned or even lost," Mullen said.

Environmental concerns focused on Trichloroethylene or TCE, a solvent that was used in the hangar in the 1950s for cleaning engines and degreasing parts, Mullen said.

"If the Air Force decided we needed to clean it up instead of them, it could cost us millions," Mullen said Wednesday.

The Environmental Protection Agency on its website warns about the dangers of being exposed to TCE.

"Exposure to TCE raises a number of health effects concerns, including for effects in the developing fetus from both acute and chronic exposure. TCE is carcinogenic to humans by all routes of exposure. Single (acute) or short-term exposure can potentially affect the developing fetus," according to the EPA website. "High acute concentrations of TCE vapors can irritate the respiratory system and skin and induce central nervous system effects such as light-headedness, drowsiness, and headaches. Repeated (chronic) or prolonged exposure to TCE has been associated with effects in the liver, kidneys, immune system and central nervous system."

Board Director Peter Loughlin, an attorney, repeatedly referred to letter written by the PDA's environmental counsel, Barry Steinberg, who advised the board not to sign the lease.

Loughlin noted that Steinberg warned the PDA board 10 times "that we shouldn't be doing this,"

"We shouldn't be doing anything on this hangar until this issue is resolved. It's not a wishy-washy lawyer letter," Loughlin said during last week's vote on the issue. "This is not wise, it's not prudent, you're putting yourself at risk, you're putting the finances of the Pease Development Authority at risk."

Formella, Sununu's legal counsel, told board members he believes the environmental issues in the hangar "can be managed."

But he acknowledged that "it would be inaccurate to say there's no risk."

He noted too that the governor had also read Steinberg's letter and despite that came away thinking "the risks can be managed."

Ebert, who attended last Thursday's board meeting, bluntly told board members that if the company didn't "get approval and a signed lease today or in the next few days, we won't be coming to New Hampshire."

He stated the company had invested about $500,0000 trying to make the deal happen.

"It's time for us to fish or cut bait," Ebert said and added that they have already begun discussions with other facilities.

Mullen said the Air Force - which is doing a pilot study on the environmental impact to the hangar that's set to be finished in August - is "concerned about vapors of this toxic chemical coming up through the floor and causing the air quality to degrade."

Pan Am used the hangar for a number of years and did not report any health issues related to its use, Mullen said.

But TCE is a contaminant of emerging concern that officials from the Environmental Protection Agency and NH Department of Environmental Services - which oversee clean-up at the former Pease Air Force base - only became aware of in the past few years, Mullen said.

"This building has been sitting there for 10 years and noting has been done except for some data collection," Mullen said.

Despite Ebert's comments, Mullen is still hopeful a deal can get done.

"If this were to come to pass that the building was safe and occupiable and he went forward and did what he said he would do, it would be great," Mullen said.

Source:   http://www.seacoastonline.com

La Jollans disappointed by airport noise subcommittee presentation; group plans to fight against jet plane roar



Residents of La Jolla who attended the Jan. 18 meeting of the San Diego Airport Noise Advisory Committee (ANAC) subcommittee shared their impressions of the presentation with the La Jolla Light. “I was shocked and disappointed,” said Bird Rock resident Beatriz Pardo. “I think it’s going to be an uphill battle,” added her neighbor Gillian Ackland.

Since a shift in the regional flight paths last fall, La Jolla residents have become vocal about the increase in airplane noise that has inadvertently arrived into their lives. Some of them, who are organizing to put up a fight, were present at the subcommittee meeting, which didn’t allow public comment. “It’s really hard to just sit there and listen because the way they chose to look at the evidence was (only) favorable to them,” Pardo said.

The main cause of her disappointment, Pardo said, was that during the presentation hosted by the Federal Airport Authority (FAA), only “first time” complaints were counted.

Of the noise-affected areas of La Jolla, divided into “La Jolla Cove, La Jolla Shores and Soledad Mountain” and “Bird Rock and La Jolla Mesa,” just 16 “first time” complaints were acknowledged by the FAA — four of them from The Shores and 12 from Bird Rock. “But I must have sent more than 800 complaints alone in December,” Pardo said.

Rebecca Bloomfield, San Diego International Airport (SDIA) public relations specialist, said the complaints presented by the FAA are not representative of the complaints the airport tracks and logs. “The FAA was presenting new complaint locations, not total complaints,” she said.

The second reason Bird Rock residents felt they have a lot of work to do in the battle to end flight path noise was the FAA statement that 88 percent of the complaints logged had been attributed to small, non-commercial aircraft and helicopters, also known as GA.

The FAA presentation stated, “There were some unusual overflights associated with SDIA east flow in November and December 2016. These account for less than 1 percent of total overflights” in the Bird Rock area.

For The Shores area, the FAA attributed 43 percent of complaints to SDIA arrivals, 55 percent to smaller aircraft and 2 percent to SDIA departures.

When the FAA maps out the flight paths over La Jolla (pictured in the map supplied), it comes through that there are a substantial amount of arriving jet planes flying over The Shores — which, according to the presentation, travel 8,300 feet above ground level. The FAA attributes the spike in first-time complaints to an “uptick” in helicopter flights, “Helicopters have been flying 500 feet lower in the last quarter of 2016 relative to 2015,” it reports.

But area residents claim they are not hearing helicopter or small plane noise. “We have had helicopters overhead for years now, we know what they sound like. I don’t believe any of us confuses that with the noise from a commercial jet,” Ackland said.

Bird Rockers have stated that when airplanes take off northbound from SDIA, they set north offshore, but that doesn’t stop the noise. “They are flying over this open area and there’s no absorption of the noise, so we hear them despite the fact that they are not flying above us,” Pardo said.

Ackland added that, in her experience, the noises of planes flying overhead and offshore are different. “I was in Point Loma last week. A plane went overhead, and when it came there was a short duration of a loud noise. In Bird Rock, we have a very long drawn-out agonizing sound lasting 45 seconds or so, and since the planes are coming off the runway within a couple of minutes, there is almost one continuous roar.”

Bloomfield told the Light all noise complaints received at SDIA via WebTrak, e-mail or voice, are counted and logged regardless of the aircraft type. “Noise concerns are something we take very seriously,” she added.

An increase in low clouds was mentioned in the FAA presentation as a cause for the noise increase. “This may have contributed to greater awareness of overflights,” it reads.

During the next ANAC meeting the total number of complaints will be presented. At this time, public comment will be allowed and every speaker will get three minutes to present their cases.

“La Jolla is new to this battle (compared to Point Loma),” Ackland said. “We don’t have their history and the experience. We are working hard to come up to speed and see how we can best respond to this plane noise situation.”

The next public meetings where aircraft noise in La Jolla will be discussed are the La Jolla Town Council, 6 p.m. Thursday, Feb. 9 at La Jolla Rec Center and the Airport Noise Advisory Committee, 4 p.m. Feb. 15 at 3225 N. Harbor Drive, Administrative offices.

To connect with La Jollans who are reporting aircraft noise, e-mail noplanenoiselajolla@gmail.com

How to file an airplane noise complaint

Visit webtrak5.bksv.com/san and wait 30 minutes for the system to register the passing flight.

Source:   http://www.lajollalight.com

Delta flight reports landing gear issues, lands safely at Eastern Iowa Airport (KCID)



CEDAR RAPIDS, Iowa (KCRG-TV9) -- A Delta Airlines flight from Atlanta to Cedar Rapids had landing gear issues Wednesday but landed safely.

Authorities said Flight 5347 was supposed to land at 4:10 p.m. Cedar Rapids Police and Fire crews responded to the Eastern Iowa Airport as a precaution.

The plane landed a little further from the terminal than normal. Airport workers then pulled it to the gate.

There were no injuries.

Source:   http://www.kcrg.com

Cirrus SR22, N401SC: Fatal accident occurred January 25, 2017 near Stinson Municipal Airport (KSSF), San Antonio, Texas

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas
Cirrus Aircraft; Duluth, Minnesota 
Continental Motors Inc.; Mobile, Alabama

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/N401SC

Location: San Antonio, TX
Accident Number: CEN17FA084
Date & Time: 01/25/2017, 1539 CST
Registration: N401SC
Aircraft: CIRRUS DESIGN CORP SR22
Aircraft Damage: Destroyed
Defining Event: Aerodynamic stall/spin
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On January 25, 2017, at 1539 central standard time, a Cirrus Design SR-22 airplane, N401SC, was destroyed during an in-flight collision with trees and terrain about 1 mile southeast of the Stinson Municipal Airport (SSF), San Antonio, Texas. The pilot was fatally injured. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The flight originated from the San Antonio International Airport (SAT) at 1533. The intended destination was SSF.

Federal Aviation Administration (FAA) air traffic control (ATC) radar data indicated that the flight departed from runway 4 at SAT and proceeded southbound toward SSF at an altitude of about 2,500 feet mean sea level (msl). At 1536, the pilot contacted the SSF control tower and informed the controller that the flight was 8 miles north of SSF. The controller instructed the pilot to enter a right downwind for landing on runway 32. At 1538, the SSF tower controller cleared the pilot to land. The controller subsequently observed the airplane turn from downwind to base in the traffic pattern. He did not observe the accident sequence itself.

A witness reported observing the airplane from the opposite side of the San Antonio River. The airplane's wings were "totally vertical." The airplane appeared to be on a northeast heading and to be losing altitude at that time. The airplane subsequently nosed over and descended toward the ground.

A second witness observed the airplane for about 2 seconds before it descended below the tree line. The airplane appeared to be northbound with the wings oriented nearly vertical. The airplane's altitude appeared to be relatively constant during the brief time he observed it; however, it appeared to be moving more slowly than other airplanes he had seen flying in the area. The engine sounded "fine;" although, somewhat louder than other airplanes possibly because it was lower than other airplanes.

An NTSB airplane performance study was completed based on data recovered from the airplane avionics system. The airplane entered the SSF traffic pattern about 1,400 ft msl and 117 knots calibrated airspeed (KCAS). The airplane slowed to about 95 KCAS and descended to about 1,200 ft msl on the downwind traffic pattern leg. The airplane subsequently entered a continuous right turn from downwind toward final approach to runway 32. The data suggested that the pilot did not fly a traditional rectangular traffic pattern, but instead flew a circling base to final pattern.

About 1539:44, the airplane appeared to level briefly before beginning a shallow climb. The data suggested that the airplane was approaching the extended runway 32 centerline at an airspeed of 103 KCAS, an altitude of 796 ft msl, and in an approximate 48° right bank. About one second later, the airplane entered a descent which ultimately exceeded 1,800 fpm.

Lateral accelerations began to increase about 1539:41 and reached 0.49g about 1539:45. The accelerations varied between 0.37g and 0.62g for the remainder of the dataset. The recorded lateral accelerations were consistent with sideslip angles of 15° to 20° during the final turn. The calculated angle-of-attack (AOA) of the wing exceeded the critical AOA of 24° about 1539:48. Shortly afterward, the descent rate of 1,800 fpm was recorded. Although the pilot's control inputs were not directly recorded, the large lateral accelerations are consistent with left rudder input and an uncoordinated flight condition for the airplane.

Pilot Information

Certificate: Commercial
Age: 32, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 09/22/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: 2556 hours (Total, all aircraft)

The pilot held a FAA commercial pilot certificate with single-engine and multi-engine land airplane, and instrument airplane ratings. He was also a current U.S. Air Force pilot. He had passed a flight duty medical examination in September 2016, which satisfied the requirement for a FAA medical certificate in accordance with 14 CFR 61.23 (b)(9).

U.S. Air Force records revealed that the pilot had accumulated 2,411.7 hours total military flight time, with the majority of that in B-1B airplanes. On his most recent application for a FAA medical certificate, dated July 2006, the pilot reported a total civilian flight time of 145 hours. The pilot's civilian logbook was not available to the NTSB. 

Aircraft and Owner/Operator Information

Aircraft Make: CIRRUS DESIGN CORP
Registration: N401SC
Model/Series: SR22
Aircraft Category: Airplane
Year of Manufacture: 2004
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 0951
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 01/24/2017, Annual
Certified Max Gross Wt.: 3400 lbs
Time Since Last Inspection: 1 Hours
Engines: 1 Reciprocating
Airframe Total Time: 1124.6 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: IO-550-N-27
Registered Owner: On file
Rated Power: 310 hp
Operator: On file
Operating Certificate(s) Held: None 

The airplane was issued a FAA airworthiness certificate in June 2004. It was purchased by the pilot and a co owner in June 2016. Airplane maintenance records revealed that the most recent annual inspection was completed on January 24, 2017, the day before the accident, at an airframe total time of 1,123.3 hours. At the time of the accident, the airplane had accumulated 1,124.6 hours.

A friend of the pilot reported that he had flown the airplane in December 2016. While in cruise flight at 7,500 feet, the stall warning activated and the autopilot disengaged. Maintenance documentation, dated December 8, 2016, noted that the stall warning line was blocked. The blockage was removed, and the stall warning system was tested and determined to be operational.

The stall speeds published in the Pilot's Operating Handbook (POH) are 70 KCAS at a bank angle of 45° and 84 KCAS at a bank angle of 60°, with the wing flaps full down (100%) and a forward center-of-gravity. The stall speed data is applicable when the engine power is at idle, and the airplane is in a level flight attitude at a maximum gross weight of 3,400 lbs. The published stall speeds are also contingent on coordinated flight and do not account for the adverse effects of sideslip, which was experienced during the final turn.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: SSF, 577 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 1553 CST
Direction from Accident Site: 315°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 12 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 10°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.92 inches Hg
Temperature/Dew Point: 21°C / -6°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: San Antonio, TX (SAT)
Type of Flight Plan Filed: None
Destination: San Antonio, TX (SSF)
Type of Clearance: VFR
Departure Time: 1532 CST
Type of Airspace: Class D 

Visual meteorological condition prevailed at the time of the accident with the surface wind from 010° at 12 knots. The wind aloft at 3,000 ft was forecast to be from 030° at 18 knots. An Airmen's Meteorological Information (AIRMET) advisory was in effect for the possibility of moderate turbulence below 18,000 ft. At 1228, a pilot reported moderate turbulence about 15 miles northwest of SAT between 9,000 ft and 7,500 ft. No other pilot reports for turbulence below 18,000 ft within 100 miles of SAT were on file. 

Airport Information

Airport: Stinson Municipal (SSF)
Runway Surface Type: Asphalt
Airport Elevation: 577 ft
Runway Surface Condition: Dry
Runway Used: 32
IFR Approach: None
Runway Length/Width: 4128 ft / 100 ft
VFR Approach/Landing: Traffic Pattern 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude:  29.326944, -98.458056 

The airplane impacted a wooded area about one-half mile southeast of the runway 32 arrival threshold. Tree breaks began about 105 ft from the airplane wreckage. The impact path was oriented on an approximate 050° bearing. A ground impact mark was located about 30 ft from the airplane wreckage along the impact/debris path. The airplane came to rest upright on an approximate bearing of 270°.

Airframe and engine examinations did not reveal any anomalies consistent with a pre-impact failure or malfunction. A detailed summary of the examinations is included in the docket associated with the investigation. 

Medical And Pathological Information

The Bexar County Medical Examiner, San Antonio, Texas, performed an autopsy and attributed the pilot's death to blunt forces injuries sustained in the accident. Toxicology testing performed by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, was negative for all substances in the testing profile. 

Additional Information

The Cirrus Design SR-22 Pilot's Operating Handbook stated that the airplane stall characteristics are conventional. Power-off stalls may be accompanied by a slight nose bobbing if full aft stick is held. Power-on stalls are marked by a high sink rate at full aft stick. Extreme care must be taken to avoid uncoordinated or accelerated control inputs when close to the stall, especially when close to the ground. If, at the stall, the flight controls are misapplied and accelerated inputs are made to the elevator, rudder, and/or ailerons, an abrupt wing drop may be felt and a spiral or spin may be entered.


The FAA Airplane Flying Handbook (FAA-H-8083-3B) noted that coordinated flight is important to maintaining control of the airplane. Situations can develop when a pilot is flying in uncoordinated flight and depending on the flight control deflections, may support pro-spin flight control inputs. This is especially hazardous when operating at low altitudes, such as in the airport traffic pattern. A cross-control stall occurs when the critical AOA is exceeded with aileron pressure applied in one direction and rudder pressure in the opposite direction, causing uncoordinated flight. The aerodynamic effects of an uncoordinated, cross-control stall can occur with very little warning and can be deadly if it occurs close to the ground. The nose may pitch down, the bank angle may suddenly change, and the airplane may continue to roll to an inverted position, which is usually the beginning of a spin.

NTSB Identification: CEN17FA084 
14 CFR Part 91: General Aviation
Accident occurred Wednesday, January 25, 2017 in San Antonio, TX
Aircraft: CIRRUS DESIGN CORP SR22, registration: N401SC
Injuries: 1 Fatal.

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

On January 25, 2017, about 1540 central standard time, a Cirrus Design SR22 airplane, N401SC, was substantially damaged during an in-flight collision with trees and terrain about one mile southeast of the Stinson Municipal Airport (SSF), San Antonio, Texas. The pilot was fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The flight originated from the San Antonio International Airport (SAT) about 1532.

Federal Aviation Administration (FAA) air traffic control (ATC) radar data indicated that the flight departed from runway 4 at SAT and proceeded southbound toward SSF at an altitude of 2,500 feet mean sea level (msl). At 1535, the pilot contacted the SSF control tower and was instructed to enter a right downwind for landing on runway 32 (4,128 feet by 100 feet, asphalt). At 1538, the SSF tower controller cleared the pilot to land. The controller subsequently observed the airplane turn from downwind to base in the traffic pattern. He did not observe the accident sequence itself.

A witness reported observing the airplane from the opposite side of the San Antonio River. The airplane's wings were "totally vertical." The airplane appeared to be on a northeast heading and to be losing altitude at that time. The airplane subsequently nosed over and descended toward the ground.

A second witness observed the airplane for about two seconds before it descended below the tree line. The airplane appeared to be northbound with the wings oriented nearly vertical. The airplane's altitude appeared to be relatively constant during the brief time he observed it; however, it appeared to be moving more slowly than other airplanes he had seen flying in the area.

The airplane impacted a wooded area about one-half mile southeast of the runway 32 arrival threshold. Tree breaks began about 105 feet from the airplane wreckage. The impact path was oriented on an approximate 050-degree bearing. A ground impact mark was located about 30 feet from the airplane wreckage along the impact/debris path. The airplane came to rest upright on an approximate bearing of 270 degrees. All airframe structural components and flight control surfaces were observed at the accident site.

The Cirrus Airframe Parachute System (CAPS) had separated from the fuselage. It was suspended in a tree near the ground impact mark. The parachute remained packed within the deployment bag. The CAPS cover had separated from the fuselage and was observed lying on the ground within the perimeter of the ground impact mark. This was consistent with a partial deployment of the system at the time of impact, rather than as an intentional in-flight deployment by the pilot.








SAN ANTONIO- Edwards Air Force base says 32 year old Major Lee Berra joined the Air Force in 2007. Joint Base San Antonio-Randolph officials say Berra was in his 3rd week of a 14 week pilot instructor training program. Wednesday he was flying his civilian airplane when it crashed hundreds of feet from the runway at Stinson municipal airport. Berra's wife came with Lee from California for the 14 week program, but was not flying with him Wednesday.

Pilots at Stinson Municipal Airport say they heard over air traffic control that there was a disabled aircraft, they say they knew then something was wrong.

Louis Everett has been flying for 25 years and teaches at Stinson’s flight school, sky safety.

Everett was in the air Wednesday with a student.

"The closer we got to the Stinson airport I noticed the emergency vehicles off to the side of the airport, there on the river front,” said Everett.

Everett didn't think it could be a plane crash, but then he saw the wreckage and how close it was to the runway.

"As we got closer I could just tell that it was bad, so my first thought was what happened and is anyone alive,” said Everett.

The plane Berra was flying was registered to him along with a co-owner Sydney Berra. In a statement from Joint Base San Antonio-Randolph they say "our nation’s military pilots are extraordinary people and we grieve with the pilot's loved ones.”

Source:  http://news4sanantonio.com












An officer assigned to the 419th Flight Test Squadron at Edwards Air Force Base was killed Wednesday when his privately owned aircraft crashed near San Antonio, Texas.

Major Lee Berra, 32, a B-1 test pilot, was flying a single-engine Cirrus SR22 from San Antonio International Airport to Stinson Municipal Airport in San Antonio when he crashed at 3:45 p.m, according to a news release from the base. He was the sole occupant.

Berra was in his third week of pilot instructor training at Joint Base San Antonio, the release said. He held a private pilot license and used his personal aircraft to fly to the training location.

He was also a licensed commercial pilot.

During his 10-year career, Berra flew 2,599 military flight hours in 30 different aircraft, with 2,270 in the supersonic B-1 Lancer, the release said. From 2010 through 2015, Berra was assigned as a B-1 pilot at Ellsworth Air Force Base, South Dakota.

He was reassigned to Edwards Air Force Base to attend the U.S. Air Force Test Pilot School, where he graduated in June of 2016.

He is survived by his wife and parents.

The cause of the crash is under investigation by the National Transportation Safety Board.

Spirit announces nonstop flight from Myrtle Beach to Connecticut

Spirit Airlines announced Wednesday that new nonstop service from Hartford Connecticut’s Bradley International Airport to Myrtle Beach International Airport will begin this spring.

The new flight schedule begins April 28, with flights operating on Mondays, Wednesdays, Fridays and Saturdays.

Scott Van Moppes, Horry County airport director, called the commitment to the Grand Strand market “fantastic” and noted that Sprint carried the majority of airport passengers last year.

That’s nearly 495,000 passengers, 51 percent of the airport’s total in 2016.

“Myrtle Beach service is an important enhancement to Bradley’s route structure, and it is a location that has been frequently requested by our travelers,” said Kevin Dillon, executive director of the Connecticut Airport Authority.

According to Spirit’s website, if you booked a round-trip flight from Myrtle Beach to Hartford for April 28-May 5, it would cost you around $150 after taxes and fees. The price increases anywhere from $60 to $180 more from June 23 to Sept. 6, when the nonstop service ends for the year.

Brad Dean, president of the Myrtle Beach Area Chamber of Commerce, said the new service will boost their efforts to increase tourism.

“This new service is great news for our many Connecticut visitors that currently have to drive to Boston or New York for nonstop service,” Dean said. “We’ve been marketing in this area for years now, so this gives us the competitive advantage we’ve been working towards in that state,” Dean said.

Story and comments: http://www.myrtlebeachonline.com

Orange County picks new airport operator amid fuel-price hiking allegations

Orange County supervisors on Tuesday replaced one of John Wayne Airport’s two long-term operators of private-plane terminals and hangars at a meeting in which board members accused the previous contractors of abusing a monopoly to hike fuel prices.

One supervisor also alleged airport staff engaged in an “overt power play” to defy the board’s direction.

Board members said they awarded the contract to California-based ACI Jet rather than longstanding operator Signature Flight Support to spur competition. That decision follows allegations from some airport tenants in the past year that Signature and the airport’s other contractor, Atlantic Aviation, simultaneously and artificially inflated their fuel prices, frequently within pennies of each other. Atlantic retained its contract Tuesday.

“When people have a monopoly … and the price is really high, call it what it is,” Supervisor Shawn Nelson said, later adding that he thought Atlantic’s representatives had been more responsive to his concerns than Signature’s.

Representatives from Signature declined to comment on the board’s decision. But on Monday, the company refuted claims it had sold its fuel at hiked prices, saying that at John Wayne it sold less than 5 percent of its fuel at the full advertised price and that it had not received any complaints from its customers about the cost of fuel.

Nelson also seemed to criticize those statements Tuesday, saying: “The idea of having two national chains working collectively has worked to the exclusion of people. And whether it’s 5 or 10 percent, those 5 or 10 percent are my customers ... I’m responsible for 100 percent.”

The issue of high fuel prices came to the board’s attention in late spring when airport tenants – which range from flight schools, to charter aircraft, to hangar renters – began to complain to board members. Data presented to supervisors showed that the Atlantic and Signature almost always similarly priced their fuel at John Wayne Airport of each other over a six-year period. That fuel, the data showed, was often $1.50 per-gallon more than at Long Beach Airport, where Signature also operates.

In late July, the board told representatives from the two airport operators it was concerned about fuel pricing and expressed that the county might seek alternative contractors for John Wayne. Around that time, Atlantic’s per-gallon fuel cost dropped by $2.04 – a 31 percent decrease and seemingly its lowest price in the previous five years, according to Flightaware.com, which tracks information about airports. Three months later, after the county had issued a “request for qualifications” to determine whether it wanted new operators at the airport, Signature’s per-gallon fuel price dropped 97 cents per gallon, or 16 percent, around the time applications were due.

Another reason the board sought potential new airport operators is that the county has not renegotiated many of its John Wayne contracts in more than two decades, losing out on revenue, supervisors said.

When Atlantic’s and Signature’s leases expired in October 2014, the agreements were not renegotiated. When the board directed staff in July 2015 to execute one-year contracts that would have included rent increases for the two companies, staff said the companies refused.

When the board directed staff to begin seeking potential new operators in 2016, airport staff protested, supervisors said. And when staff eventually recommended the board keep both Atlantic and Signature, supervisors called the decision “suspicious” and said the process was flawed.

The delay in securing a new airport contract has caused the county to miss out on as much as $3.9 million over the past 27 months. The new contracts approved Tuesday will earn the county $4.4 million annually – nearly $2.1 million more than before.

Supervisor Todd Spitzer on Tuesday criticized airport staff for inaction, saying they hadn’t been responsive to complaints from airport tenants and going as far as to accuse staff members of defying supervisors “about how things are going to run in this county.”

“This is significant because this is a really overt power play,” Spitzer said. “There are some things that need to be addressed.”

Supervisor Lisa Bartlett, the lone supervisor to vote against Tuesday’s operator change, defended airport director Barry Rondinella, who was appointed in October 2015, saying he had “inherited a mess.” She reminded supervisors that their foremost concern was keeping an operator who could help the county implement a new airport master plan in a couple years, including helping to develop new facilities.

But Spitzer said that master plan also has been unnecessarily delayed.

“We should have had this master plan to this board a year-plus ago, and you know it,” Spitzer said. “And in the interim, there’s been money left on the table.”

Source:  http://www.ocregister.com

Air ambulance bill on hold to seek alternative solutions



HELENA — A measure to prevent air ambulance patients from being hit with huge bills has been put on hold while governor's officials and lawmakers meet with the groups to seek alternative solutions.

Gov. Steve Bullock's budget director, two Republican senators and a Democratic representative met Wednesday with a lobbyist and a consultant representing a coalition of air ambulance companies. Previous meetings were held with insurance companies and hospital officials.

At issue is a bill sponsored by Republican Sen. Gordon Vance of Belgrade that would require air ambulance providers and insurance companies to negotiate payments for providers' services.

Lawmakers heard complaints earlier this month from people who received bills for tens of thousands of dollars in costs not covered by insurance.

Vance says the recent meetings have not yielded a better solution than what's in his bill so far.

Source:   http://billingsgazette.com

GoJet Airlines / Delta Air Lines, Canadair CRJ-700, N369CA: Incident occurred January 24, 2017 near Lambert-St Louis International Airport (KSTL), St. Louis, Missouri

GoJet Airlines on behalf of Delta Air Lines 

DELTA AIR LINES INC:   http://registry.faa.gov/N369CA

FAA Flight Standards District Office: Saint Louis

GOJET FLIGHT GJS6202, REGISTRATION NOT REPORTED, BOMBARDIER CRJ7 AIRCRAFT, ON CLIMBOUT, WINDSHIELD SUSTAINED BIRDSTRKE DAMAGE, NO INJURIES, DAMAGE UNKNOWN, SAINT LOUIS, MISSOURI

Date: 24-JAN-17
Time: 21:40:00Z
Regis#: GJS6202
Aircraft Make: BOMBARDIER
Aircraft Model: CRJ7
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: ON DEMAND
Flight Phase: INITIAL CLIMB (ICL)
Aircraft Operator: GO JET
Flight Number: GJS6202
City: SAINT LOUIS
State: MISSOURI

Piper PA-28R-200, N4792T, Phase Three Arrow Inc: Accident occurred January 24, 2017 in Wichita, Sedgwick County, 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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Wichita, Kansas

Phase Three Arrow Inc: http://registry.faa.gov/N4792T 

NTSB Identification: GAA17CA123
14 CFR Part 91: General Aviation
Accident occurred Tuesday, January 24, 2017 in Wichita, KS
Probable Cause Approval Date: 06/07/2017
Aircraft: PIPER PA 28R, registration: N4792T
Injuries: 3 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 reported that, during the landing roll in gusting crosswind conditions, the airplane veered off the runway to the left into the grass. During the runway excursion, the right wing impacted an airport sign, which resulted in substantial damage. After the airplane had stopped, the pilot taxied to the ramp without further incident. 

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 automated weather observation station located on the airport revealed that, about 2 minutes before the accident, the wind was from 310° at 22 knots, gusting to 27 knots. The airplane landed on runway 1R.

According to the Pilot’s Operating Handbook for the accident airplane, the maximum demonstrated crosswind component for the airplane is 20 miles per hour/17.3 knots. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain directional control while landing in gusting crosswind conditions.

The pilot reported that during the landing roll in a gusting crosswind, the airplane veered off the runway to the left into the grass. During the runway excursion, the right wing impacted an airport sign, which resulted in substantial damage. After the airplane had stopped, the pilot taxied to the ramp without further incident. 

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 automated weather observation station located on the airport, revealed that, about 2 minutes before the accident the wind was 310° at 22 knots, wind gusts at 27 knots. The airplane landed on runway 1R.


According to the pilot operating handbook for the accident airplane, the maximum demonstrated crosswind component for the airplane is 20 miles per hour/17.3 knots.

‘Cost will be too high for tourists’: Fly-in safari industry fears fallout from new aviation regulations



The luxury safari and tourism industries are bracing for a potential loss of business – with one operator mulling a move out of the country to keep up profitability and another estimating as many as seven out ten operators could close down.

Their concern hinges around the Civil Aviation Authority’s plan for all South African airstrips to be licensed and firefighter compliant. Currently smaller aircraft are self-regulating in their operations at unlicensed airstrips.

“If the amendment is passed‚ we will then move our business outside of South Africa and continue working in other countries such as Kenya‚ Tanzania‚ Lesotho‚ Mozambique and others‚” said Stephan van der Merwe‚ co-owner of Fly-in Safari Co.

“Some of our safaris can cost anything between R200‚000 and R300‚000 per person. And we won’t pay ridiculous additional fees for strips and the rest and add costs to this already expensive price for the consumer‚” he said.

Eugene Mostert‚ from Federal Airlines‚ which flies between 4‚500 and 5‚000 passengers a month to lodge destinations‚ was quoted by the TourismUpdate.co.za website‚ as estimating that a year after implementation‚ three-quarters of companies flying to airstrips would go out of business.

Van der Merwe told TMG Digital that he does not understand the rationale behind the proposed amendment of the regulations and cannot imagine how it will have any positive effect on the tourism industry.

Kieron Moore‚ Operations Manager for Elite Jet‚ said that while their company won’t be affected‚ the passing of the legislation will see the limiting of movement of aircraft around certain areas.

“A lot of aircraft will be grounded if [the legislation] is passed because certain aircraft‚ for example a King Air 200‚ which can currently land in Thohoyandou‚ will no longer be able to land there if they don’t register and licence the airstrips.”

“It will cost the owners of the aircraft a helluva lot of money if their planes are forced to be grounded as a result of not being able to land in certain areas.”

The SA Civil Aviation Authority says‚ however‚ that charter airlines are commercial operations and as such come with a responsibility to the SACAA as a regulator that needs to “uphold unquestionable levels of aviation safety and security standards”.

“The notion that a civil air operation should be allowed to operate at an unlicensed aerodrome at a game lodge just because it is deemed to be expensive to comply is fraught with legal and reputational risk not only to the operator but to all concerned‚ and cannot be justified.

“The proposed regulations and amendments will also help ensure that more of the smaller charter operators comply with applicable civil aviation standards‚” the CAA said.

The proposed amendment‚ according to the CAA‚ is still at a consultation phase with the next step involving discussions by the Civil Aviation Regulations Committee (commonly known as CARCom). After this process‚ the regulations will then be sent to the Department of Transport for scrutiny and final review before possibly being signed into law. 

Read more here: http://www.timeslive.co.za

Aviation board meets, approves Capital Improvement Plan: Greensburg Municipal Airport (I34), Decatur County, Indiana

GREENSBURG — The Greensburg Board of Aviation Commissioners met for the first time in 2017 on Monday evening. In the meeting, the board elected Bill Ernstes as the board president and Jon Dooley as the Vice President.

To begin 2017, the Airport Board begins the year with $260,151.32 in their three combined accounts.

The Airport Board voted unanimously to purchase the Qtpod fuel service agreement package that costs $995. Software upgrades and reduced cost of replacement parts are included in the purchase.

Paul Shaffer from BF&S Engineering spoke with the board about the proposed annual Capital Improvement Plan (CIP) that projects the airports plans over the next five years. The Board approved the CIP by a 4-0 vote. The CIP will now go to INDOT prior to its Feb. 1 deadline.

New president Ernstes, new vice president Dooley, board member Oris Reece, board member Jim Pruett and airport manager Jerry Scheidler were present at the meeting. Board member Don Whipple was absent from the meeting.

The board reenacted their current schedule of meeting on the fourth Monday of every month in 2017. This places their next meeting at 7:30 p.m. on Feb. 27 at City Hall.

Read more here: http://www.greensburgdailynews.com

After the crash: Still-shaken tourism operator left to clear wreckage; Cessna 172M Skyhawk, 1770 Castaway, VH-WTQ, fatal accident occurred January 10, 2017 near Agnes Water, Queensland, Australia



A tourism operator struggling to come to terms with the horrific aircraft accident that killed one and injured three others on Queensland's central coast has been left to clear up the wreckage.

1770 Castaway owner operator Bruce Rhoades was flying a group of tourists to Middle Island, near Agnes Water, for an overnight camping trip when he saw his second aircraft, being flown by his best friend, crash on a remote stretch of beach in front of him on January 10.

Mr. Rhoades immediately landed his aircraft and ran to the wreckage to pull the three passengers, a child and two women, and the pilot from the wreckage.

He performed CPR on one of the women for an hour before emergency services declared her dead.

The other three were airlifted to hospital - the 13-year-old boy in a stable condition to Rockhampton and a woman and the pilot, both in critical condition, to Brisbane.

Mr. Rhoades said the young boy, Jesse, remains in a wheelchair after both ankles were damaged.

He said the 29-year-old Irish woman was still a fair way from making a full recovery after she suffered a serious head injury.

His friend and pilot Les Woodall remains in rehab where he is expected to stay for a number of months.

The traumatic events have taken a toll on the Agnes Water local who said he can't remember much of what happened on the day.

"I have had a military background, a command background and I have never been shocked by anything like this before," Mr Rhoades said.

"In fact, many parts of the day, even though I have been told that between Serge and I we got everyone out of the wreckage and the boy's father helped as well, I have no memory of that apart from grabbing the pilot by the belt.

"There are parts that are crystal clear, like giving the girl who was deceased CPR for over an hour, I remember that because I knew we couldn't stop."

Air crash investigators assessed the wreckage in the days following the incident to determine what went wrong.

The aircraft's engine has since been removed and transported to Brisbane for analysis and Mr Rhoades said he is desperate for answers.

"I just want them to find something," he said.

"The worst result of all will be if they can't find what caused the engine to fail. We need to know."

The difficult task of cleaning up the wreckage has fallen to the still-shaken Mr. Rhoades.

"It is my responsibility to get the wreckage off the beach and two pilot friends have flown in from New South Wales to help me do that," he said.

"It is on a remote island where you cannot get proper vehicular access... so I have been given the responsibility of cutting the wreckage up into manageable sized pieces and securing it back at our airfield pending on whatever the coroner wants to do with it."

1770 Castaway's overnight camping trips resumed on Sunday, however the number of trips have been scaled back to help Mr. Rhoades ease back into work and give Mr. Woodall enough time to get better.

"It's hard to see the happy side of life on just about anything now, however I find that when I mix with our customers that we have who are all full of enthusiasm, it tends to rub off, it is kind of a good feeling mixing with them," he said.

"I am just scaling down the operation to what I can manage on my own right now, I don't want too much pressure on myself and also I imagine sooner or later we will get a second aircraft.

"I would hate to just put another aircraft in and another pilot in right now, it would just be like sending a message to my friend (Mr. Woodall) we don't need you anymore, thanks for that."

A preliminary update from the Australian Transport Safety Bureau was expected to be released within the next two weeks.

Read more here:   http://www.brisbanetimes.com.au

Investigation number AO-2017-005:   http://www.atsb.gov.au

Collision with terrain involving Cessna C172M, VH-WTQ, near Agnes Water, Queensland, on January 10,  2017

Updated: 13 January 2017

ATSB investigators have completed the on-site phase of the investigation into the collision with terrain involving Cessna C172M, registered VH-WTQ, near Agnes Water, Queensland on 10 January 2017.

As part of the ongoing investigation, the ATSB will continue to gather further evidence, including:

pilot and aircraft maintenance documentation;
additional witness statements;
recovery and examination of relevant data.

Further updates will be provided as significant information comes to hand.

Published: 10 January 2017

The ATSB is investigating a fatal accident involving a Cessna 172M near Agnes Water, Queensland on 10 January 2017. It is reported the aircraft collided with terrain and came to rest inverted, resulting in substantial damage. One person was fatally injured and three others sustained serious injuries.

The ATSB has deployed two investigators—specialising in aircraft engineering and operations—to the accident site. While on site, the investigators will survey the site, examine the wreckage, talk to witnesses and review aircraft and pilot documentation. They are expected to be onsite for three days.