Sunday, February 26, 2017

GOP lawmaker doesn't like Bill and Hillary Clinton National Airport (KLIT)

LITTLE ROCK, Ark. (AP) -- With his party now holding all of the levers of power in Arkansas politics, a Republican state lawmaker is pushing to remove the names of the state's most famous Democrats - Bill and Hillary Clinton - from Little Rock's airport.

Sen. Jason Rapert says pilots have complained to him about flying into Bill and Hillary Clinton National Airport and that Arkansas shouldn't honor a former president who was impeached over his affair with a White House intern.

"The bill is to prevent any further embarrassment by the airport's name," Rapert said Friday. Other women have accused the ex-president and ex-governor of sexual harassment, and they shouldn't have to be reminded when they travel through Arkansas' busiest hub, he said.

"How would you feel if you had to walk through that airport?" Rapert asked.

Bill Clinton has been dogged by rumors about his relationships with women for much of his political career. He has acknowledged sexual encounters during that time, but has denied accusations of mistreatment.

The sprawling airport complex east of downtown Little Rock had been called Adams Field, picking up the moniker to honor Arkansas National Guard Capt. George Geyer Adams in 1942. Adams was a longtime Little Rock councilman killed in the line of duty in 1937 and the actual air field is still named for him.

"Political friends of the Clintons decided to strip his honor," Rapert said.

Bill Clinton, who was acquitted in his 1999 impeachment trial, served as Arkansas governor nearly 12 years and president for eight. Hillary Clinton was a U.S. senator from New York and a U.S. Secretary of State before running as the Democratic presidential nominee last year.

While Bill Clinton was president, he signed the bill naming Washington National Airport after former President Ronald Reagan, a Republican.

Rapert's bill says Arkansas should not name any publicly funded airport after anyone who received a salary for holding a federal, state, county or municipal office. A state wildlife center in Pine Bluff is named after former Gov. Mike Huckabee, but Rapert said the former Republican presidential candidate should still be honored.

He did not explain the difference.

Little Rock's Airport Commission voted to rename the complex in 2012. At a hearing, members of the public acknowledged the Clintons weren't perfect but said the couple had accomplishments that no other Arkansans had.

"We recognize that the 42nd president of the United States is a singular honor for the city and the state," Mayor Mark Stodola, a Democrat, said Friday.

"I'm disappointed that the legislation was filed," he said, adding that it was "a slap against Little Rock" and that its airport commissioners were best equipped to choose whom to honor.

When the airport was renamed five years ago, Democrats controlled the Legislature and held the governor's office. Republicans completed a takeover of Arkansas state government in 2014.

Source:  http://www.wflx.com

A look at the newest model of the Black Hawk, built in North Alabama




In a hangar in Meridianville, the U.S. Army's Aviation and Missile Research, Development and Engineering Center's Prototype Integration Facility is working on the prototypes of the UH-60V or 'Victor Model", the latest model of the famous Black Hawk helicopter.

The Black Hawk is the Army's main helicopter. It can transport an entire 11-man infantry squad, medevac casualties, provide command and control, and various other missions. 

 "What we've done with the Victor Model is take the original "L" models that are analog and upgraded them to a digital configuration," said Danny Featherston, the Prototype Integration Facility Program Manager for the AMRDEC. 

The Army has more than seven hundred UH-60L helicopters in service, of which the design dates to the 1990s. The cockpits use an analog, or non-digital configuration. In the mid to late 2000s, the Army began receiving the UH-60M or "Mike Model" version, which included a digital cockpit, and other improvements. 

The UH-60V basically re-manufactures UH-60Ls to a UH-60M standard, but with some improvements. "We don't want our warfighters to have old technology when they go into a conflict" said Wes Perry, the technical lead.

That also allows pilots to be trained to one, common standard, rather than for both the UH-60L and UH-60M. The cockpit is designed to be based on open architecture and includes digital multifunctional displays which can enhance situational awareness. Another benefit of the Mike and Victor Model versions is that they can be networked, providing additional capabilities.

But why are the first models being built in Meridianville, instead of on Redstone Arsenal? That's because of one of the contractors on the program, Redstone Defense Systems, has a hangar in Meridianville, and because of limited space on Redstone Arsenal. 

The UH-60V program is being managed by the Program Executive Office (PEO) for Aviation, also based on Redstone Arsenal. According to an article published by them, 3 Engineering Development Models (EDMs) will be produced in Meridianville, before being sent to Corpus Christi Army Depot. There, two additional EDMs will be created, with testing set for 2019. 

AMRDEC, their parent command RDECOM, Northrop Grumman and Redstone Defense Systems all are part of the team working on the program. The first prototype flew in January, and will be turned over to Redstone Test Center next month. 

But even though the mass-production of the UH-60V will be done in Texas, the team in Alabama know that the work they've and will continue to do is critical to Army Aviation. 

"We know we're helping with Army readiness, advancing technology and getting this capability into the hands of the warfighter," Featherston said. 

Story and photo gallery:  http://www.waaytv.com

Cessna 172H, N3712F, registered to a private individual and operated by the pilot: Fatal accident occurred February 25, 2017 in Panguitch, Garfield County, Utah


 Asher Wells (age 8) and Sarah Wells (age 3)


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

Additional Participating Entities:  
Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah 
Textron Aviation; Wichita, Kansas 
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/N3712F


Randy Wells with his two children Asher (age 8) and Sarah (age 3).




Aviation Accident Factual Report -  National Transportation Safety Board

Location: Panguitch, UT
Accident Number: WPR17FA065
Date & Time: 02/25/2017, 2040 MST
Registration: N3712F
Aircraft: CESSNA 172
Aircraft Damage: Substantial
Defining Event: VFR encounter with IMC
Injuries: 3 Fatal
Flight Conducted Under:  Part 91: General Aviation - Personal 

On February 25, 2017, about 2040 mountain standard time, a Cessna 172H, N3712F, was substantially damaged during impact with terrain while maneuvering at a low altitude about 11 nautical miles (nm) north-northwest of Panguitch, Utah. The private pilot and two passengers were fatally injured. The airplane was registered to a private individual and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Dark night instrument meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the personal cross-country flight that was being conducted under visual flight rules. The flight departed Page Municipal Airport (PGA), Page, Arizona, about 1930, with a destination of South Valley Regional Airport (U42), Salt Lake City, Utah.

According to a pilot-rated friend of the family, who resided in the same community as the accident pilot, reported that the pilot initially departed Phoenix-Mesa Gateway Airport (IWA), Phoenix, Arizona, during the late afternoon on the day of the accident. At 1849, he texted the pilot and asked him how the flight back was going. The pilot replied at 1852, and advised him that he had just landed at PGA and was in the process of getting fuel, to which the friend asked how the weather was? At 1854, the pilot responded that it was ok, cloudy, followed by asking his friend how the weather was at his destination. The friend replied, "Cloudy. You good in the dark with the clouds?" There was no immediate response from the pilot. At 1903, the friend asked the pilot if he was going to Kanab then Beaver, then up [Interstate Highway] I-15 for more city lights to follow?' Eight minutes later at 1911, the pilot replied, "I'm thinking of Bryce Canyon, then Richfield, then I-15 on up. How low are the clouds?" About 2 minutes later the friend informed the pilot, "To the east of my house they are all low. Low by the base of the mountain, but out to the west they are higher." Again, there was no immediate response from the pilot. About 8 minutes later at 1921, the friend queried the pilot by asking, "What does the AWC weather briefing say?" The pilot did not respond. At 1923, the friend informed the pilot, "My radar app shows weather over Tropic, but light and some over by Beaver. Nothing bad." At 1924, the pilot replied, "That's what I'm seeing too. I'm just going to stay over the highways." Eight minutes later at 1932, the friend commented, "That's what I like. Follow the light[s]. Keep me posted." The pilot did not respond. At 1940, after another 8 minutes had elapsed, the friend asked the pilot how it was going, to which there was no response; the last communication the pilot's friend received from that pilot was at 1924.

In a statement provided to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), a PGA fixed-based operator line foreman reported that, at 1850, the pilot called and requested after-hours fuel. The line foreman stated that he arrived at 1900 and topped off both fuel tanks with 18.3 gallons of 100LL aviation fuel. The foreman further stated that, after he had completed the fueling, he noticed that the pilot looked very tired. The foreman asked the two passengers if they wanted to lie down for a while. However, they declined and said that they wanted to get home. The foreman told the pilot that there was a place where they could lie down, but the pilot declined the offer. The pilot then loaded the airplane and left the FBO at 1918.

A review of recorded radar data identified the airplane at 1939:30 about 2.3 nm northwest of PGA, proceeding on a northwest heading at 5,400 ft mean sea level (msl). The flight continued to proceed northwest and climbed to an en route cruise altitude between 9,100 ft msl and 9,900 ft msl. The last radar return occurred at 2038:38, about 80 nm northwest of PGA, 160 nm south of U42, and about 2.85 nm southeast of the accident site at an altitude of 9,600 ft msl. The airplane subsequently impacted mountainous terrain in dark night conditions.

When the pilot failed to arrive at U42 that evening, a family member contacted local authorities. The Federal Aviation Administration (FAA) subsequently issued an alert notification at 0509 on February 26. Search and rescue operations began but were suspended later in the day with no sightings of the wreckage reported. About 1100 on February 27, search and rescue operations located the wreckage. 

Pilot Information

Certificate: Private
Age: 41, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 09/01/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  176.9 hours (Total, all aircraft), 120 hours (Total, this make and model), 113 hours (Pilot In Command, all aircraft), 6.1 hours (Last 90 days, all aircraft), 2 hours (Last 24 hours, all aircraft) 

The pilot held a private pilot certificate with a single-engine land airplane rating. The pilot did not hold an instrument rating. He was issued a third-class FAA medical certificate, which was issued on September 18, 2015, with no limitations.

A review of the pilot's logbook revealed that he had accumulated a total of 176.9 hours of flight time as of December 29, 2016, which was the date of the last logbook entry. Additionally, the pilot had logged 113 hours as pilot-in-command, 65.3 hours of cross-country flight time, 10.5 hours of night flight time, and 120 hours of flight in the same make and model as the accident airplane. Additionally, the pilot's logbook revealed that he had flown about 6 hours within the preceding 90 days, with no time recorded in the last 30 days. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N3712F
Model/Series: 172 H
Aircraft Category: Airplane
Year of Manufacture: 1966
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 17255207
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 04/14/2016, Annual
Certified Max Gross Wt.:
Time Since Last Inspection: 133 Hours
Engines: 1 Reciprocating
Airframe Total Time: 7372.64 Hours at time of accident
Engine Manufacturer: Continental Motors
ELT: C91  installed, not activated
Engine Model/Series: O-300-D
Registered Owner: Carl L. Wengel
Rated Power: 145
Operator: On file
Operating Certificate(s) Held: None

The airplane was a four-place, high-wing, single-engine, 1966 Cessna 172H, serial number 17255207. It was powered by a 145-horsepower Continental O-300-D six-cylinder reciprocating engine, serial number 34931-D-6-D, and equipped with a two-bladed McCauley constant-speed propeller.

Maintenance records indicated that the most recent annual inspection was completed on April 14, 2016, at a recorded tachometer time of 7,239.75 hours, a recorded engine total time of 6,678.87 hours, and 1,577.14 hours since its last major overhaul. The last maintenance entry was dated October 8, 2016, at a tachometer time of 7,334.27 hours. The entry indicated that a new oil sump gasket was installed after troubleshooting an oil leak. The tachometer indicated 7,372.64 hours at the time of the accident. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night/Dark
Observation Facility, Elevation: U55, 6763 ft msl
Observation Time: 2059 MST
Distance from Accident Site: 11 Nautical Miles
Direction from Accident Site: 153°
Lowest Cloud Condition: Few / 3900 ft agl
Temperature/Dew Point: -3°C / -6°C
Lowest Ceiling: Overcast / 4800 ft agl
Visibility:  10 Miles
Wind Speed/Gusts, Direction: Light and Variable, 40°
Visibility (RVR):
Altimeter Setting: 29.99 inches Hg
Visibility (RVV):
Precipitation and Obscuration:
Departure Point: Page, AZ (PGA)
Type of Flight Plan Filed:  None
Destination:Salt Lake City, UT (U42)
Type of Clearance: None
Departure Time: 1918 MST
Type of Airspace: Class G 

The National Weather Service (NWS) Surface Analysis Chart for 2000 on February 25, 2017, depicted a stationary front located across central Arizona with a high-pressure system over northern Utah. The accident site was located north of the front in an area with a weak pressure gradient. The surrounding station models over Utah indicated light north and west winds with variable cloud conditions from overcast to clear skies, and one station to the northwest of the accident site reporting light continuous snow.

Weather surveillance radar revealed an area of snow showers over the accident site, and an infrared satellite image depicted a band of low stratiform clouds over the accident site with tops near 14,000 ft msl. The cloud bases were estimated at 8,700 ft msl.

A NWS composite radar image for 2040 depicted several clusters of very light intensity echoes over southern Utah, which were consistent with snow showers. An area of echoes of very light intensity was located immediately east of the accident site and north of the departure airport. The presence of the echoes was consistent with an area of clouds and restricted visibility along the route of flight and potential localized mountain obscuration conditions.

The NWS's Center Weather Service Unit at the Salt Lake City air traffic control center (ZLC) issued a meteorological impact statement at 1136 that was valid until 2100. The statement was applicable to the accident area and indicated widespread marginal visual flight rules/instrument flight rules conditions in snow with low ceilings and visibility, and gusty surface winds in the northern ZLC area. These conditions were forecast to spread south and east through the afternoon and into Sunday night.

The Panguitch Municipal Airport (U55) was located about 12 nm south-southeast of the accident site at an elevation of 6,763 ft msl and had an automated weather observation system (AWOS) that broadcast weather locally. The observation issued immediately after the accident was as follows:

Panguitch weather at 2059, automated, wind from 040° at 3 knots (kts), visibility 10 statute miles, few clouds at 3,900 ft above ground level (agl), overcast ceiling at 4,800 ft agl, temperature -3°C, dew point -6°C, and altimeter 29.99 inches of mercury.

At 2053, the weather reporting station at the Bryce Canyon Airport (BCE), Bryce Canyon, Utah, located about 28 nm southeast of the accident site at an elevation of 7,590 ft msl, reported wind 250° at 5 kts, visibility 10 statute miles, sky clear, temperature -7°C, dew point -6°C, and altimeter 29.87 inches of mercury.

At 2040, the weather reporting station at the Milford Municipal Airport (MLF), Milford, Utah, located about 40 nm north-northwest of the accident site at an elevation of 5,042 ft msl, reported wind 350° at 10 kts, visibility 9 statute miles, light snow showers, few clouds at 2,200 ft agl, overcast clouds at 4,000 ft agl, temperature -2°C, dew point -4°C, and altimeter 29.95 inches of mercury.

Astronomical data from the United States Naval Observatory for Panguitch on February 25 indicated that sunset was at 1821, and the end of civil twilight was at 1847. Moonrise was at 0711, and moonset was at 1842. At the time of the accident at 2049, both the sun and moon were more than 15° below the horizon and provided no illumination.

The investigation found no evidence that the pilot had received a weather briefing before departing from PGA for the flight to U42. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 2 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude:  38.007222, -112.499444 

On the morning of February 28, 2017, investigators from the NTSB and the FAA, assisted by members of the Iron County Sheriff's Department, Cedar City, Utah, surveyed the accident site. The survey revealed that the airplane had initially impacted snow-covered mountainous terrain in a nose-low attitude on a southwest heading at an elevation of about 7,358 ft msl. The airplane subsequently came to rest in a ravine about 206 ft from the initial point of impact at an elevation of about 7,237 ft msl. The airplane was severely fragmented and deformed during the accident sequence. Onsite documentation was hampered by the snow-covered terrain, as well as active snow showers throughout the day. All necessary components for flight were accounted for at the accident site.

The accident site was characterized by sparse vegetation, and there were no close inhabited dwellings.

The fuselage was observed in many sections with both wings separated from the fuselage. The empennage was observed with all flight controls attached. All flight control cables were accounted for at the accident site. There was no evidence of postcrash fire.

Airplane and engine components observed in the initial debris path consisted of the engine's carburetor, the left door post, the right wingtip, the nose landing gear strut, and the intake air box. Additional components identified about halfway down the debris field included the nose landing gear wheel/tire, part of the engine cowling, magneto assembly, and part of an aileron. The last third of the debris field included the left cabin door, a main landing gear wheel/tire, the emergency locator transmitter, a fuel tank, and the engine. The propeller was located about 135 ft west of the main wreckage site. The outboard section of the left wing was located about 25 ft east of the main wreckage. The left fuel gauge was reading off-scale high, and the right gauge was reading just above one-half tank full.

The wreckage was recovered to a secured salvage facility for further examination, which revealed the following information.

The cabin and cockpit areas were both destroyed by impact forces during the accident sequence.

The left wing sustained impact damage throughout its span with the outboard 4 ft having separated during the impact sequence. The wing strut remained attached to the wing but separated from the fuselage and was observed bent due to impact forces. The left flap was bent and twisted and remained attached to the wing's trailing edge at all attach points. The flap was observed in the up/retracted position. The left aileron, which was bent and twisted, remained attached to the trailing edge of the wing at all attach points. The left fuel tank was destroyed by impact forces. The left fuel cap was not observed. The left elevator remained attached to the left horizontal stabilizer at all attach points. The inboard trailing edge of the left elevator was bent up slightly, and the outboard section was slightly wrinkled. The leading edge of the left horizontal stabilizer remained attached to the fuselage and was deformed through its span.

The right wing remained attached to the fuselage by a small amount of metal skin. The top half of the wing strut remained attached to the wing, and the bottom half was separated from the fuselage attach point. The flap remained attached to the trailing edge of the wing at all attach points, and the inboard section was bent down about 90°. The right aileron, which was bent, twisted, and mangled, was separated from the wing's trailing edge. The right fuel tank cap was intact and tight to movement. The right fuel tank was breached with leading edge impact damage and aft crushing. The right elevator remained attached to the trailing edge of the right horizontal stabilizer at all attach points with minor damage observed. The right elevator trim tab remained attached to the hinge points of the right elevator at all attach points. The tab was observed in the neutral position and slightly damaged at mid-span. The right horizontal stabilizer's outboard 2 ft were crushed aft with the top and bottom surfaces wrinkled; it remained attached to the aft fuselage.

The vertical stabilizer had separated in an upward motion from the aft fuselage. The lower 18 inches of the stabilizer was impact damaged, and the top portion was wrinkled.

The rudder remained attached to the vertical stabilizer at all attach points and sustained only minor damage.

Both the left and right main landing gear remained attached to the fuselage at all attach points. Both gear sustained impact damage during the accident sequence.

Aileron cables were attached to the right and left aileron bellcranks. The aileron cables and chains were intact; however, the chains were off their respective sprockets. The elevator cables were attached at the elevator aft bellcrank, at the elevator, and at the forward elevator bellcrank. The push-pull rod from the bottom of the control column to the forward elevator bellcrank was separated at both ends; however, the attaching hardware was in place. The rudder cables were attached to the rudder bellcrank and to the rudder torque tubes. The rudder torque tubes were separated from the floorboard area. All flight control cables had numerous tension overload-type separations. The flap actuator was extended about 1 inch, which would place the flaps about 4° down.

Air was passed through the fuel selector valve. With the valve in the "BOTH" position, the valve was functionally tested and functioned properly. The fuel selector handle was separated from the valve and was trapped in the "BOTH" position.

The engine separated from the airplane during the accident sequence. Several components separated from the engine, and a significant amount of mud was compacted into the engine. The magnetos were not recovered from the accident site. The vacuum pump separated and was not recovered. The mounting flange of the pump remained with the engine and was of the style indicating that a dry-type vacuum pump was installed. The carburetor bowl was removed and hydraulic damage, consistent with fuel in the carburetor at the time of impact, was noted to the brass floats.

One propeller blade, which was marked "A" by investigators, exhibited extreme leading edge damage at the tip accompanied by blade twisting. The other propeller blade, which was marked "B", exhibited both leading and trailing edge damage. After removal of the propeller spinner, several small drill holes of an undetermined depth were noted in the propeller hub. None of the observed holes exhibited cracking. The location of the holes was such that they may have been the result of someone stop-drilling cracks in the forward propeller spinner bulkhead plate and inadvertently drilling into the propeller.

The examination of the airframe and engine did not reveal evidence of any mechanical anomalies that would have precluded normal operation.
Medical And Pathological Information

The Office of the Medical Examiner, Utah Department of Health, Taylorsville, Utah, performed an autopsy on the pilot. The examination revealed that the cause of death was blunt force injures. Toxicology testing by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, was negative for all substances tested.



On February 25, 2017 Randy Wells was flying home from Phoenix, Arizona with his two children Asher (age 8) and Sarah (age 3).  Tragedy struck and the plane crashed near Panguitch, Utah. It is devastating news that no one survived the crash.  Kristin Wells is Randy's wife and the only surviving member of the family.  She is 20 weeks pregnant and just found out last week she is expecting a baby girl. 



NTSB Identification: WPR17FA065
14 CFR Part 91: General Aviation
Accident occurred Saturday, February 25, 2017 in Panguitch, UT
Aircraft: CESSNA 172, registration: N3712F
Injuries: 3 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 February 25, 2017, about 2040 mountain standard time (mst), a Cessna 172H, N3712F, was substantially damaged following impact with terrain while maneuvering at a low altitude about 11 nautical miles (nm) north-northwest of Panguitch, Utah. The private pilot and two passengers were fatally injured. Visual meteorological conditions prevailed at the time of the accident. The cross-country flight was being operated under the provisions of 14 Code of Federal Regulations Part 91, and a flight plan was not filed. The flight departed Page Municipal Airport (PGA), Page, Arizona, at about 1918, with the reported destination as South Valley Regional Airport (U42), Salt Lake City, Utah.

According to a friend of the family, the pilot initially departed the Phoenix-Mesa Gateway Airport (IWA), Phoenix, Arizona, during the late afternoon on the day of the accident. The pilot's friend stated that the pilot texted him at 1853, that he had just landed at PGA and was in the process of getting fuel. The friend opined that he and the pilot then discussed cloud conditions along the next leg of the flight from PGA to U42, with the pilot stating the he intended to proceed on a route to Bryce Canyon (BCE), Utah, Richfield (RIF), Utah, and then following the lights of Interstate Highway I15 to his destination. PGA airport personnel who topped the airplane off with aviation fuel stated that the pilot departed at 1918 for U42; the distance of the flight was of about 220 nm.

When the pilot failed to arrive at U42 that evening, a family member contacted local authorities. The Federal Aviation Administration (FAA) subsequently issued an Alert Notification (ALNOT) the following morning, February 26th, at 0509 mst. That morning search and rescue operations were put into effect, which were suspended later in the day with no sightings of the wreckage reported. During the morning of February 27th, search and rescue operations resumed, with the airplane's wreckage located in mountainous terrain at about 1100 mst.

On the morning of February 28th, investigators from the National Transportation Safety Board and the FAA, assisted by members of the Iron County Sheriff's Department, Cedar City, Utah, surveyed the accident site. The survey revealed that the airplane had initially impacted mountainous terrain in a nose-low attitude on a southwest heading at an elevation of about 7,258 ft msl. The airplane then traveled downslope for about 211 feet before coming to rest after impacting upsloping terrain of a ravine at an elevation of about 7,237 ft msl. The site survey further revealed that all flight control surfaces necessary for flight were accounted for at the accident site.

The wreckage was recovered to a secured salvage facility for further examination.




It wasn’t a good day at work Monday for those who are employed at Page Municipal Airport. Talking to some of the people who work there, in various capacities for several different companies, they were feeling somber over the fatal crash in Utah involving a small plane that claimed three lives.

The Cessna 172 was piloted by Sandy, Utah resident Randall Wells. With him, he had his son, 8, and his daughter, 3. They had refueled at Page’s airport Saturday evening just hours before the plane disappeared in the Panguitch, Utah area. It was found Monday morning broken up in a wooded area. There were no survivors.

An employee at the airport, who assisted Mr. Wells, reportedly thought the man looked fatigued. He apparently offered Wells and his two children a place to rest at the airport for the night, but was turned down.

The National Transportation Safety Board is, reportedly, looking at fatigue as a possible cause for the crash, along with a number of other possible causes. It’s also reported that the FAA was planning on sending someone to Page to test the fuel that was used to fill the Wells’ airplane. It’s a common practice following a crash.

A “gofundme” account has been set-up for the Wells family. At last report $115,000 had been raised. Mrs. Wells is 20 weeks pregnant, expecting a little girl soon.

On Tuesday a member of the family sent a Thank You message to the five Utah counties that had their emergency crews searching for the plane on Sunday and Monday, until the plane was found at 11 AM. Those counties were Iron, Garfield, Sevier, Beaver and Piute. Though found near Panguitch, the plane was actually in Iron County, where their Sheriff’s Office is assisting in the investigation.

The thoughts of appreciation from the family read:

“We would like to share our love to all of the volunteers that came out the past two days to help search. And also those who expressed their love on social media. We can’t describe how grateful we are for the closure we received and that we were able to find the plane.”


Source:  https://www.lakepowelllife.com

IRON COUNTY, Utah — A man and his two children have died after their small plane crashed in Iron County over the weekend.

The pilot, Randall Wells, was the bishop of an LDS congregation in Sandy. Wells and his two children, a 3-year-old daughter and an 8-year-old son, were all killed in the crash.

The aircraft was reported missing after leaving Phoenix Saturday with a destination of Salt Lake City International Airport, where it was scheduled to arrive Saturday night.

Search crews from five counties searched for the plane Sunday, but discontinued the search around 8 p.m. due to cold weather.

An aerial search crew spotted the plane shortly before 11 a.m. Monday.

Wells' family tells Fox 13 News the last they heard from Randall was a text message that came in around 10 p.m. Saturday saying he was flying in the Bryce Canyon area on his way back to Salt Lake City.

Denise Dastrup, public information officer for Garfield County, said the last signal received from the airplane came in around 8:30 p.m. Saturday in the Sandy Peak area, near Panguitch.

St. George News reported crews from Iron, Piute, Beaver, Garfield and Sevier counties searched for the missing Cessna 172.

Link: GoFundMe account for Kristin Wells


Source:  http://fox13now.com



[UPDATE] A Sandy father and his two children were found dead Monday after a plane crash in southern Utah. 

Garfield County officials confirm a plane was found by a search and rescue helicopter in the lower Bear Valley are between Panguitch and I-15 north of Dixie National Forest. 

[UPDATE]

A family friend has confirmed with ABC4 that the possible downed plane was carrying a father and his two kids.

Randy Wells of Sandy is said to be aboard with his two children. Wells is reportedly a bishop of the Mount Jordan 3rd Ward in Sandy.

[previous story]

PANGUITCH, Utah --   Officials are looking for a possible downed aircraft in a mountainous area near Iron and Garfield Counties Sunday afternoon. 

Dispatchers confirmed that the aircraft was last heard from sometime Saturday night and it is unclear when the plane would have crashed but crews have been out searching all morning. 

The aircraft is believed to have possibly crashed in a very wooded area, making it difficult to search but it was confirmed that a Department of Public Safety helicopter and the Air Force have joined in the search for the missing plane and it's occupants.  

The area being searched is 15-20 miles northeast of Panguitch. The mountainous area there is divided between both Iron and Garfield Counties. 

Dispatch confirmed the family of the occupants of the plane have been notified of the ongoing search. It has not been confirmed how many people were on board. 

Source:  http://www.good4utah.com

PANGUITCH — A search has been launched in a wooded area on the border of Iron and Garfield counties for a missing plane carrying a Sandy father and his two children.

The plane disappeared before 9 a.m. Sunday, roughly 17 miles northwest of Panguitch near Sandy Peak and Little Creek Peak, according to police.

Relatives and friends gathering at the family's home in Sandy confirmed that Randall "Randy" Wells was flying back from a wedding in Phoenix when his plane disappeared Sunday. His two young children, 8-year-old Asher and 3-year-old Sara, were also aboard.

The gathering at the Wells home was emotional as the growing group offered support to one another and hopes of expanding the search effort.

Wells is the bishop of the Mount Jordan 3rd Ward of The Church of Jesus Christ of Latter-day Saints.

Wells was due back at 10 p.m. Saturday, according to Ryan Kitterman, a family friend. Wells' phone last pinged near Panguitch about 11 p.m., Kitterman said.

Kitterman said Wells' plane was equipped with an emergency location transmitter. The family hopes Wells managed to land the plane somewhere and that the father and children are safe, he said.

Searchers from six counties were looking for the plane Sunday, the family said, with additional resources potentially coming from New Mexico if the search continues into Monday.

Source:  http://www.deseretnews.com

The bodies of a Mormon bishop from Sandy and his two children were found Monday after their plane crashed in rural southwestern Utah.

Randall Wells, who oversaw the LDS Church's Mount Jordan 3rd Ward — along with his 8-year-old son, Asher, and 3-year-old daughter, Sarah — died when their single-engine Cessna 172 went down over the weekend near Iron County's line with Garfield County, authorities said. They were the only three people on board.

"It's confirmed," said Garfield County sheriff's spokeswoman Denise Dastrup. "No survivors."

Wells leaves behind a wife, Kristin Wells, who, according to a fundraising page, is 20 weeks pregnant and found out last week that she is expecting a baby girl.

Her husband "was an avid outdoorsman who loved laughing and was an amazing father to his two children and a loving husband," the page says. "Randy was a beacon in the community. ... Kristin is now tasked with the heartbreaking job of planning three funerals at once."

Wells' family and friends were among those who helped with the search Monday. Many from the search party returned home and went directly to the local Church of Jesus Christ of Latter-day Saints meetinghouse, where members of the ward he oversaw joined in prayer for his widow about 5 p.m.

Wendy Davis, a member of his ward, said she thought of Wells as "my friend first and my bishop second."

He was a quiet, humble man, she said, who taught powerful lessons. Wells could sense when a person needed to talk, Davis added, sometimes "even before they did."

"I can't emphasize enough what a great guy he was," Davis said, remembering times when he'd stop by her family's home to chat or drop off vegetables from a community garden he kept, or drive around the neighborhood to check on the elderly.

The plane, initially spotted from the air at 11:05 a.m. Monday, was reached at about 11:50 a.m. by search-and-rescue ground crews.

Dastrup did not have details on the aircraft's location, other than it had been spotted in the lower Bear Valley on the Iron County side of the county line with Garfield.

Authorities said the bodies were expected to remain at the scene of the crash until late in the day as the crash site was secured.

The plane had taken off Saturday from a Phoenix airport en route to Salt Lake County, Dastrup said.

The aircraft disappeared about 17 miles northwest of Wilson Peak about 8:30 p.m. Saturday. Ground and air search efforts on Sunday focused on the Little Creek and Little Creek Peak areas, along the Garfield-Iron County line, about 15 miles east of Parowan.

More than 100 searchers — on foot, horseback, ATVs, snowmobiles, and in helicopters and airplanes above — were looking for the plane, Dastrup said, including crews from Garfield, Iron, Sevier and Piute counties.

Bishops in the LDS Church serve as lay leaders of Mormon wards, or congregations, and tend to their members' spiritual and temporal needs.

Ryan Navion F, N4529K: Fatal accident occurred February 26, 2017 at Francis S. Gabreski Airport (KFOK), Westhampton Beach, Suffolk County, New York

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office: Farmingdale, New York
Continental Motors; Mobile, Alabama 

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

http://registry.faa.gov/N4529K


NTSB Identification: ERA17FA115
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 26, 2017 in Westhampton Beach, NY
Aircraft: RYAN NAVION, registration: N4529K
Injuries: 2 Fatal, 1 Serious.

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 February 26, 2017 about 1140 eastern standard time, a Ryan Navion F, N4529K, impacted trees and terrain during the initial climb from the Francis S. Gabreski airport (FOK), Westhampton Beach, New York. The flight instructor and one passenger were fatally injured. The commercial pilot was seriously injured. The airplane was consumed by fire and destroyed. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The airplane was owned and operated by the commercial pilot as an instructional flight in accordance with the provisions of 14 Code of Federal Regulations Part 91.

The airplane was based at Republic Airport (FRG), Farmingdale, New York, and departed for a flight to FOK. The commercial pilot was seated in the left seat, receiving a flight review. The flight instructor was seated in the right seat. A friend of the commercial pilot, who was a private pilot, was seated in the rear, right seat.

The pilot contacted the air traffic control tower at FOK and advised that they wanted to perform some practice touch-and-go landings. The tower cleared the airplane to perform touch-and-go landings on runway 33. After the first landing, the airplane took off and according to tower personnel, they saw the airplane bank to the right so much that they saw the bottom of the airplane. They further stated that the airplane seemed to correct itself for a short while and then banked hard to the right again, hitting the tree tops and coming to rest in the trees, approximately 700 feet to the right of the midfield of the runway.

The wreckage was examined at the accident site and a debris path extended approximately 75 ft from the initial tree impact to the wreckage site, on a ground track of 030°. The wreckage site elevation was 66 ft. The airplane came to rest on a track of 157°. The outboard 6 ft of the right wing was fractured and located 75 ft from the main wreckage. Its leading edge had a tree impression approximately 2 ft in depth into the wing. The flaps were retracted and the landing gear was extended. The left main landing gear was folded under the left wing, the right main landing gear was down and locked and the nose gear was folded under the fuselage. The fuel selector was found in the main fuel tank position.

The three-blade McCauley propeller separated from the engine and was located about 30 ft from the main wreckage. The propeller blades exhibited rotational scoring, gouges, and "S" bending. Valve train continuity was observed through the engine by rotating the crankshaft. Thumb compression was attained on cylinder Nos. 2, 4, and 6. Limited thumb compression was noted on cylinder No. 5. The No. 5 cylinder head was impact fractured on the rocker arm side. The intake valve springs were separated and the intake valve was inside the cylinder. Piston movement was confirmed on all six cylinders. The spark plugs were light gray in color and their electrodes were intact. The magnetos were intact and no slipping was noted. The ignition harnesses were intact; however, they were fire damaged on the left side. The magnetos were removed and rotated. Both magnetos generated sparks to the ignition leads. All fuel lines were connected except for the vapor return line, which was fractured off at the pump. The throttle valve was in the full open position. The throttle lever was fractured. The mixture lever was in the full rich position. The throttle-mixture-propeller cables were all intact and attached to the levers. The cockpit controls were melted. The manifold valve was clean and clear of debris. The fuel metering unit had some small debris on the screen. The outlet and return fittings were fractured. The fuel pump drive fitting was intact and rotated smoothly. The oil pan had a small puncture hole in the bottom of the pan. There was no oil in the engine; however, there was oil on the ground under the engine.

According to Federal Aviation Administration (FAA) records, the pilot held a commercial pilot certificate with a rating for airplane single-engine land. He held an FAA second-class medical certificate, issued October 27, 2015. At the time of the medical examination, the pilot reported 857 total hours of flight experience.

According to FAA records, the flight instructor held a commercial pilot certificate and a flight instructor certificate. He held an FAA third-class medical certificate, issued March 29, 2016. At the time of the medical examination, the flight instructor reported 1,000 total hours of flight experience.

The four-seat, low-wing, retractable-gear airplane,, was manufactured in 1951. It was powered by a Continental TSIO-520, 300-horsepower engine, equipped with a three-blade McCauley propeller. Review of maintenance records revealed that the airplane's most recent annual inspection was completed on August 18, 2016. At that time, the airframe had accumulated about 4,450 total hours of operation and the engine had accumulated 1,257 hours since major overhaul.

The recorded weather at FOK, at 1153 was, wind from 310° at 21 knots, gusting to 27 knots, visibility 10 statute miles, few clouds at 5,000 feet, temperature 5° Celsius (C), dew point temperature -9° C, altimeter 29.97 inches of mercury. Remarks included, peak wind 290° at 28 knots at 1109.



Robert A. Wilkie
Slipping the surly bonds.







Federal investigators say they don’t believe mechanical failure or medical issues are to blame in Sunday morning’s crash of a vintage airplane in the woods just to the south of Francis S. Gabreski Airport in Westhampton, which killed two men and critically injured the pilot.

Though he stressed that their examination has just begun, Dan Boggs, a chief investigator with the National Transportation Safety Board, said on Monday that preliminary reports suggest that there were no obvious issues with the Navion-F aircraft that is owned and registered to the pilot, Richard Rosenthal, 61, of Huntington Station.

Mr. Boggs also noted at a press conference held at the airport that Mr. Rosenthal, who was pulled from the burning wreckage by members of a Army National Guard UH-60 Black Hawk helicopter crew completing routine training exercises near the Westhampton airport, did not issue a “mayday” call to report any medical problems while he was practicing takeoffs and landings on Runway 33 at Gabreski.

Mr. Rosenthal, a licensed pilot, was airlifted by Suffolk County medevac helicopter to Stony Brook University Hospital, where he remained in critical condition as of Wednesday.

His two passengers, identified by authorities as Arieh Narkunski, 64, of Brooklyn and Robert A. Wilkie, 65, of Hempstead, were both pronounced dead at the scene. Both men were licensed pilots as well, authorities said.

The crash was reported at 11:43 a.m. on Sunday. Officials said Mr. Rosenthal, who took off earlier that morning from Republic Airport in East Farmingdale, was practicing takeoffs and landings. The plane crashed on airport property but in the woods to the south and east of the airport, near South Country Road.

When asked if “foul play” could have been responsible for the crash, Mr. Boggs said he does not think it was a factor in the crash that destroyed the 66-year-old aircraft, which was finally removed from the scene on Tuesday and trucked away after its wings were cut off. He also said his fellow investigators had only just begun reviewing the Navion model plane’s maintenance and flying records a few hours earlier.

Mr. Boggs later noted that his department should have a preliminary report on the fatal crash within the next 12 to 20 days, though a final report could take between 12 and 18 months to complete.

“I want to take a second here to give on behalf of the National Transportation Safety Board our sincere condolences to the family and friends of the victims of this tragic event,” Mr. Boggs said.

At the same press conference, Mr. Boggs commended the efforts of the Army National Guard unit from Ronkonkoma that happened to be training in the area and immediately came to the aid of the crash victims, saving the pilot’s life. Mr. Rosenthal was pulled from the burning plane by the seven-member crew and stabilized before additional help could arrive.

According to Army National Guard Chief Warrant Officer 2 Meghan Polis, who was co-piloting the UH-60 Black Hawk helicopter on Sunday morning, her team was completing training in Westhampton airspace when they were contacted by the tower at Gabreski and asked to get a visual of the downed aircraft. She said that they immediately flew in the direction of a plume of black smoke and spotted the plane crashed in the woods and on fire.

After landing the helicopter, four Army National Guard members worked together to remove the canopy from the burning aircraft and pull Mr. Rosenthal out. They also used fire extinguishers to try to control the flames in what turned out to be a failed attempt to reach the two passengers.

“I cannot stress enough how great those guys did on the ground,” Officer Polis said on Monday. “They did absolutely everything that they could, and I cannot say enough how proud of them I am, of them as a team.”

Captain Salvatore Garcia, company commander for the Ronkonkoma-based unit, also commended his unit members for their quick actions in saving the pilot’s life. “We train every day for these things, but they never happen,” he said on Monday. “They were able to navigate the scene and coordinate with rescue and first responders. I could not be prouder of my soldiers, and I also want to extend my condolences to the families of the victims.”

According to authorities, the three men took off from Republic Airport on Sunday morning and flew to Gabreski to practice landing and takeoff techniques, known among pilots as a “touch-and-go,” in the vintage 1951 plane. The aircraft crashed in the woods shortly after touching the Westhampton airport’s secondary runway.

Members of the Air National Guard’s fire crews, who are based at Gabreski, also responded to the scene to help put out the fire and they were also joined by members of the Westhampton War Memorial Ambulance. One firefighter suffered a minor head injury wand had to be transported to the Peconic Bay Medical Center in Riverhead, according to Eric Kehl, the chief of the ambulance company. The extent of the firefighter’s injuries were not clear.

As part of their investigation, Mr. Boggs said his team will look into the airplane’s takeoff angle and also examine the trees where the plane crash-landed.

“I want to thank the State Police and the Suffolk County Sheriff’s Department for the help they have given in this investigation,” Mr. Boggs said. “Without the help they have given, and the personnel and resources, I wouldn’t be as far along with this investigation as I am today.”

Built by North American Aviation and the Ryan Aeronautical Company starting in the 1940s, Navion-F aircrafts were commonly used as a military training aircraft in the 1950s and 1960s.


Source:   http://www.27east.com

Investigators with the National Transportation Safety Board said Monday afternoon that they have just started their examination of a plane crash that killed two men—passengers Arieh Narkunski, 64, of Brooklyn and Robert A. Wilkie, 65, of Hempstead—and injured their pilot, Richard Rosenthal, after their Ryan Navion F plane crashed while practicing take-offs and landings at Gabreski Airport late Sunday morning.

Dan Boggs, a chief investigator with the National Transportation Safety Board who is handling the case, explained at a press conference at the Westhampton airport that his department only received a detailed history of the Ryan Navion F aircraft maintenance and flying records a few hours earlier.

He explained that he will spend the next few weeks sifting through those records before issuing a preliminary report sometime within the next 12 to 20 days—though he does not believe foul play was a factor in the crash of the 66-year-old aircraft.

At the same press conference, Mr. Boggs commended the efforts of the Army National Guard unit from Ronkonkoma that happened to be flying in the area and immediately came to the aid of the crash victims, saving the pilot’s life. 

Mr. Rosenthal, 61, of Huntington Station, was pulled from the burning plane by the seven-member crew and stabilized before additional help could arrive. The crew also used fire extinguishers to try and control the flames so they could reach the two passengers—though their efforts were unsuccessful. Mr. Rosenthal was flown via Suffolk County medevac helicopter to Stony Brook University Hospital, where he was still listed in critical condition as of Monday afternoon.

As part of their investigation, Mr. Boggs said his team will look into the airplane’s take-off angle and also examine the trees where the plane crash-landed. He noted that all three men aboard the plane were licensed pilots, adding that a distress call was never issued from the cockpit.

“I want to take a second here to give on behalf of the National Transportation Safety Board our sincere condolences to the family and friends of the victims of this tragic event,” Mr. Boggs said. 

While a preliminary report is expected in the next few weeks, a final investigation report could take up to a year to finalize, he added.

UPDATE: Monday, 12:20 p.m.

New York State Police have identified the two men killed in the crash as flight instructor Arieh Narkunski, 64, of Brooklyn and passenger Robert A. Wilkie, 65, of Hempstead. 

According to a press release issued Monday, the three men crashed in a wooded area at 11:43 a.m. on Sunday. The pilot, Richard Rosenthal, 61, of Huntington Station, was rescued from the burning wreckage and taken to Stony Brook University Hospital for treatment. His condition was not immediately known. 

An investigation into the crash is being conducted by the National Transportation Safety Board. 

UPDATE: Monday, 11:25 a.m.

An Air National Guard firefighter had to be treated for a head injury on Sunday suffered while working to extinguish a fire at the site of the plane crash.

According to Eric Kehl, the chief of the Westhampton War Memorial Ambulance, the firefighter was transported to Peconic Bay Medical Center in Riverhead for treatment. His condition was unknown Monday morning. 

UPDATE: Sunday 7 p.m.

County officials have said that the owner of the small plane that crashed at Gabreski Airport on Sunday morning was also the sole survivor of the crash, according to Southampton Town Supervisor Jay Schneiderman. 

Mr. Schneiderman said emergency managers at the scene said the man’s name is Richard Rosenthal and that the plane was based in Farmingdale and had taken off from Republic airport Sunday morning. 

The plane crashed about 11:40 a.m., shortly after performing a practice landing and take-off known as a touch-and-go. It crashed into trees just of the airport’s secondary runway, at the southeastern corner of the Gabreski property, near South Country Road. 

The cause of the crash is under investigation by federal aviation officials who arrived in Westhampton on Sunday night. 

Captain Michael O’Hagen of the 106th Rescue Wing said that the Air National Guard’s fire crews responded from the base to the scene of the crash and helped rescue the lone survivor, who was taken by Westhampton War Memorial Ambulance crews to a Suffolk County Police medevac helicopter to Stony Brook University. 

UPDATE: Sunday, 3:15 p.m.

Southampton Town Supervisor Jay Schneiderman said that he has been told by Suffolk County officials that the plane that crashed at Gabreski Airport on Sunday morning was based out of Farmingdale, and may have taken off from Republic Airport with an flying instructor and at least one student pilot aboard. 

The plane was doing “touch-and-go” landings and take-offs, a common practice drill for pilots in training in which a plane comes in for a landing but does not come to a complete stop before throttling up again to take off. 

The plane crashed into trees on the airport property near one of runways. 

Two of the three people aboard were killed according to officials at the scene. 

“There was a small aircraft crash late this morning, at approximately 11:40, off runway 33 at Gabreski Airport,” Suffolk County Sheriff’s Department Chief Michael Sharkey during a brief press conference at the airport on Sunday. “There were three people that were on board. There were two fatalities.” 

A third person was taken by medevac helicopter to Stony Brook University Hospital.

The FAA has said the plane was practicing take-offs and landings when it crashed and was privately owned, not a military plane. 

UPDATE: Sunday, 2:45 p.m.

Federal Aviation Administration and National Transportation Safety Board investigators are en-route to the scene of the small plane crash at Gabreski airport in Westhampton. A spokesperson for the FAA said the NTSB will be in charge of the investigation and will give updates about the cause. 

Aerial photos show military markings on the plane but the FAA has said the plane is registered to a private individual, not the military. Gabreski airport is home to the 106th Air National Guard Rescue Wing. 

The  Ryan Navion F was built by North American Aviation and Ryan Aeronautical Company starting in the 1940s and was commonly used as a military training aircraft in the 1950s and 1960s. 

ORIGINAL STORY, 2:15 p.m. Sunday

Two people are believed to have been killed and a third injured when a small plane crashed at Francis S. Gabreski Airport in Westhampton shortly before noon today.

According to a Federal Aviation Administration spokesperson there were three people aboard the single-engine Navion-F model plane when it crashed into trees near one of the runways. 

The plane’s pilot was practicing take-offs and landings at the airport when the crash occurred, the FAA spokesperson said.

Source:  http://www.27east.com







The survivor of a plane crash was recovering Monday, a day after the vintage propeller plane he was in went down at a Hamptons airport and he was rescued by a group of Air National Guardsmen passing by in a helicopter. 

The FAA said the National Transportation Safety Board will be in charge of the investigation and determine probable cause of Sunday's crash, which killed two people aboard the plane. They have not been identified. 

The small plane crashed just before noon at Frances S. Grabreski Airport in Westhampton Beach, officials said. The propeller plane had been practicing takeoffs and landings when it crashed, according to the FAA.  

A helicopter with four guardsmen aboard was flying to the Guard's base at the airport for a training exercise with the airport tower told them a small plane had gone down, Newsday first reported. 

The guardsman who was piloting the helicopter, CW3 Joseph McCarthy, told NBC 4 New York that he saw the survivor trying to escape the flaming wreckage. He said he landed the chopper a few hundred feet from the plane and fellow guardsman ran out to help the survivor. 

"He was stuck between what I think was the canopy of the aircraft. They were able to get that canopy open enough for him to get out," McCarthy said. 

The survivor, Richard Rosenthal, was taken to Stony Brook University Hospital, officials said.

Chopper 4 video showed the charred wreckage of the plane, a Ryan Navion F, in the woods off runway 33. 

The airport is used by corporations and private plane owners, as well as the 106th Rescue Wing of the Air National Guard. It was built by the federal government in 1943.

Source:  http://www.nbcnewyork.com