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

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.


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

How to file an airplane noise complaint

Visit and wait 30 minutes for the system to register the passing flight.


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.


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

Accident Preliminary Report - National Transportation Safety Board:

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.

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

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.”


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:

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, 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.”


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.


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 


FAA Flight Standards District Office: Saint Louis


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
Activity: ON DEMAND
Aircraft Operator: GO JET
Flight Number: GJS6202

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:

Investigation Docket - National Transportation Safety Board:

Aviation Accident Data Summary - National Transportation Safety Board:

Additional Participating Entity:

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

Phase Three Arrow Inc: 

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 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:

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:

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:

Investigation number AO-2017-005:

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.

Lockheed Martin 2017 Guidance Falls Short: Defense contractor has grappled with President Trump over cost of F-35 fighter aircraft program

The Wall Street Journal
Updated January 24, 2017 5:25 p.m. ET

Lockheed Martin Corp. sought to reassure investors on Tuesday, saying for the first time that its F-35 combat jets, its largest program, would become more profitable despite pressure by President Donald Trump to cut costs.

In December, then President-elect Trump started criticizing the cost of the plane as “out of control.” Since then, he has met with Lockheed Chief Executive Marillyn Hewson twice, followed by the world’s largest defense company recommitting to cutting the F-35’s price.

This is being done through an existing cost-cutting plan and producing more of the planes to generate economies of scale.

Ms. Hewson said she discussed with Mr. Trump the cost-cutting plans and efforts to make the plane less expensive to operate, and Lockheed hopes this year to secure contracts for two batches of the jets.

Lockheed confirmed Tuesday that it expects the next group of F-35s to cost less than $100 million each, matching a Pentagon target that existed before Mr. Trump’s criticism. Ms. Hewson said on an investor call that Lockheed is close to a deal with the Pentagon to sell 90 more planes, including the F-35A model being used by the U.S. Air Force, at a price of less than $100 million.

Investors had been concerned that Mr. Trump’s intervention would hurt profits on the F-35 program and remained cautious in case the company is forced into making additional cost cuts.

“It’s not about slashing our profit,” Ms. Hewson said on an investor call of her F-35 discussions with Mr. Trump.

The company expects profit margins on the plane to continue rising, by almost one percentage point this year compared with 2016, and catch up with those of its existing military jets such as the F-16.

The F-35’s cost has fallen with each deal, and the Pentagon last year imposed a contract on Lockheed that priced each F-35A at $102 million. The Pentagon said it expects the price of the next batch of the jets to fall 6% to 7% in the deal now being negotiated.

The Pentagon’s goal is to cut the cost of the main version of the plane to $85 million in inflation-adjusted dollars by 2019, a target Ms. Hewson reiterated on Tuesday.

“For Lockheed to not concede anything new in the discussions on the program may not be ‘The Deal’ that President Trump is hoping to advertise,” said Robert Stallard at Vertical Research in a client note.

Lockheed on Tuesday reported forecast-beating fourth-quarter earnings, though its initial 2017 profit guidance fell short of expectations and caused shares to fall more than 3% on the New York Stock Exchange. The share price recovered slightly as the day wore on, closing down 1.8% at $252.91.

The company said annual sales could surpass $50 billion for the first time in 2017, and the free cash that has powered its big stock-buyback program is also set to rise, alongside margins at the aerospace unit that makes the F-35.

However, its profit guidance for 2017 included a lower-than-expected pension tailwind, and the company also flagged a potential accounting issue at its Sikorsky helicopter arm.

The company expects earnings per share of between $12.25 and $12.55 for 2017, below the $12.87 consensus among analysts surveyed by Thomson Reuters. Revenue is expected to be between $49.4 billion and $50.6 billion as it boosts F-35 production.

For the December quarter, Lockheed reported a profit of $988 million, or $3.35 a share, up from $933 million, or $3.01 a share, a year earlier. Revenue climbed 19% to $13.75 billion.

Original article can be found here:

Delta Air Lines, Boeing 737, N3762Y: Accident occurred August 09, 2016 at John F. Kennedy International Airport (KJFK), Queens, New York


Aviation Accident Final Report -  National Transportation Safety Board:

Docket And Docket Items:   National Transportation Safety Board:

Aviation Accident Data Summary - National Transportation Safety Board:

NTSB Identification: DCA16CA211
Scheduled 14 CFR Part 121: Air Carrier operation of Delta Air Lines
Accident occurred Tuesday, August 09, 2016 in New York, NY
Probable Cause Approval Date: 01/23/2017
Aircraft: BOEING 737 832, registration: N3762Y
Injuries: 168 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.

On August 9, 2016 at 2100 eastern daylight time, Delta Airlines as flight 442, a Boeing 737, N3762Y, was struck by a catering truck while parked at the gate during passenger boarding at John F Kennedy International Airport (JFK), Queens, New York. The impact resulted in substantial damage to the lower left fuselage of the airplane. The were no injuries to the six crewmembers, 160 passengers, or two ground service personnel. Weather was reported as night visual conditions. The ground crew reported that the truck had problems with the handbrake and jumped the chock, impacting the airplane. The flight was operating under 14 Code of Federal Regulations Part 121 as a regularly scheduled passenger flight from JFK to Salt Lake City International Airport (SLC), Salt Lake City, Utah.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
Inadvertent collision by ground service vehicle.