Sunday, July 2, 2017

North Wing Scout XC, owned by the flight instructor who was operating under the provisions of Title 14 Code of Federal Regulations Part 91, N492XB: Fatal accident occurred July 01, 2017 in Chelan, Washington

Rebel Wallace

 
Eric Lee Sarchet 


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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Spokane, Washington
North Wing Inc; Chelan, Washington

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/N492XB

Location: Chelan, WA
Accident Number: WPR17FA139
Date & Time: 07/01/2017, 0730 PDT
Registration: N492XB
Aircraft: NORTH WING UUM INC SPORT X2 912
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 1, 2017, about 0730 Pacific daylight time, a North Wing Scout XC light sport weight-shift-control (WSC) aircraft, N492XB, was destroyed when it impacted mountainous terrain while maneuvering near Chelan, Washington. The flight instructor and student pilot sustained fatal injuries. The aircraft was owned by the flight instructor who was operating it under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the local flight, which originated from Lake Chelan Airport (S10), Chelan, Washington, about 0630.

A review of video obtained from an onboard camera revealed that, earlier that morning, the student pilot completed a checkride to obtain a sport pilot certificate. The instructor informed the student pilot that he completed the checkride successfully. They subsequently departed again and continued to fly in the local area. Video showed that the pilots stayed in the traffic pattern before departing to the east. As the aircraft continued to climb away from the airport, the pilots discussed finding an area with less turbulence. About 19 minutes after takeoff for the accident flight, the instructor took over the flight controls and began to demonstrate a spiral dive. As he entered the maneuver, the aircraft's bank angle increased, and the aircraft rotated nearly 360° with its nose pointing straight down. The video stopped recording upon impact. 

Pilot Information

Certificate: Flight Instructor; Private
Age: 70, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Rear
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): Sport Pilot
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 04/19/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  6000 hours (Total, all aircraft), 3012.9 hours (Total, this make and model) 

Student Pilot Information

Certificate: Student
Age: 48, Male
Airplane Rating(s): None
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: None
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 

The instructor, age 70, held a private pilot certificate with an airplane single-engine land rating and a flight instructor certificate for light sport aircraft. The pilot was issued a third-class Federal Aviation Administration (FAA) airman medical certificate on April 19, 2016, with a limitation that he must have available glasses for near vision. On the application for that medical certificate, the pilot reported 6,000 total hours of flight experience, of which 100 hours were in the previous six months. A review of the pilot's logbook revealed that he accumulated a total of 3,012.9 hours in the WSC trike category.

The student, age 48, held a student pilot certificate and was not required to possess an FAA airman medical certificate. The student's logbooks were not available for review, and his flight experience could not be determined.

Aircraft and Owner/Operator Information

Aircraft Make: NORTH WING UUM INC
Registration: N492XB
Model/Series: SPORT X2 912 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2014
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: LS9014
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection:
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines:
Airframe Total Time:
Engine Manufacturer:
ELT:
Engine Model/Series:
Registered Owner: On file
Rated Power:
Operator: On file
Operating Certificate(s) Held: None

The aircraft was manufactured in 2014 and purchased by the instructor in May 2017. The aircraft's maintenance records were not located and its maintenance history could not be determined.

The aircraft was equipped with a Rotax 912 series, 80-horsepower reciprocating engine. The engine was situated behind the rear seat in a pusher-type arrangement. The engine was electronically controlled and drove a 3-blade composite propeller.

The primary pilot station was the front seat. The rear seat occupant has no access to instruments. Both front and rear seat occupants had access to the control bar. Evidence suggest that the pilot occupied the rear seat and the student the front seat. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KEAT, 1229 ft msl
Distance from Accident Site: 34 Nautical Miles
Observation Time: 1455 UTC
Direction from Accident Site: 203°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 11 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 310°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.91 inches Hg
Temperature/Dew Point: 24°C / 9°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: CHELAN, WA (S10)
Type of Flight Plan Filed: None
Destination: CHELAN, WA (S10)
Type of Clearance: None
Departure Time:
Type of Airspace: Class G 

The 0655 automated observation at Pangborn Memorial Airport (EAT), Wenatchee, Washington, about 35 miles southwest of the accident site, included wind from 310° at 11 knots, 10 miles visibility, temperature 24°C, dew point 9°C, and an altimeter setting of 29.91 inches of mercury. 

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 47.920278, -119.869722

The aircraft impacted terrain near the top of a hill in mountainous, rocky terrain and was destroyed by impact forces. The wreckage debris path was oriented on a heading about 130° magnetic. The first identified point of contact (FIPC) was a rock about 25 ft below the summit of the hill. The FIPC was characterized by an area of disturbed dirt surrounded by debris, including the front steering fork and the brake reservoir. A portion of the canopy was located left of the FPIC. The main wreckage, including most of the airframe, the engine, the wing, main landing gear, and propeller, was located about 50 ft from the FIPC on a heading of 320°, indicating that, following the impact, it rolled down the hill. One propeller blade was fractured and located about 30 ft north of the main wreckage. The rear seat was located within the main wreckage; the front seat was located along the debris path. Multiple separations throughout the flight control system were observed. All fracture surfaces were consistent with overload.

The engine cylinders, crankcase and overhead components were intact and displayed no evidence of catastrophic failure. Disassembly and examination of the engine revealed no evidence of abnormal wear or failure of internal components. Negligible impact damage was noted to the crankcase, reduction gear case, cylinders, and accessory section. Rocker arm, valve train, and accessory gear continuity was established by rotating the engine crankshaft by hand. All four cylinders developed pressure when the crankshaft was rotated. Internal examination of the pistons and cylinders using a lighted borescope revealed no anomalies. The piston faces and cylinder bores were clear and undamaged. The spark plugs were removed and displayed normal wear signatures. Impact damage was noted to both carburetors and the ignition system. Examination of the engine revealed no evidence of a preimpact mechanical malfunction or failure. 

Medical And Pathological Information

The King County Medical Examiner, Seattle, Washington, performed an autopsy of the flight instructor and the student pilot. The cause of death for both individuals was listed as multiple blunt force injuries.

The FAA Bioaeronatical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology on specimens from the instructor and the student pilot. Testing of specimens from the instructor detected ethanol in muscle and brain, propanol in muscle, and atorvastatin in liver. Ethanol is the intoxicant commonly found in beer, wine, and liquor. Ethanol may also be produced in body tissues by microbial activity after death. Atorvastatin (often called Lipitor) is a cholesterol-lowering agent. The drug is not considered impairing. The tests for cyanide and carbon monoxide were not performed. Testing of specimens of the student pilot detected ethanol in muscle but not in liver; no drugs were detected in muscle. The tests for cyanide and carbon monoxide were not performed.

Additional Information

Recovery from a Steep-banked Spiral Dive


According to the Weight-Shift Control Aircraft Flying Handbook (FAA-H-8083-5) Addendum, the purpose of practicing a steep spiral dive is to "build recognition of and a reflexive response to a steep-banked spiraling dive. Start all practice at an altitude that will permit a recovery at no lower than 1,000 feet above the ground (AGL). An altitude of at least 2,500 AGL is recommended…The pilot must be careful not to stall the aircraft or exceed airspeed limitations at all times."

NTSB Identification: WPR17FA139

14 CFR Part 91: General Aviation
Accident occurred Saturday, July 01, 2017 in Chelan, WA
Aircraft: NORTH WING UUM INC SPORT X2 912, registration: N492XB
Injuries: 2 Fatal.

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

On July 1, 2017 about 0715 Pacific daylight time, a North Wing Sport, N492XB, was destroyed when it impacted mountainous terrain near Chelan, Washington. The pilot who was the registered owner of the airplane, and a pilot-rated passenger sustained fatal injuries. The flight was operated under the provisions of 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The local flight originated from Lake Chelan Airport, Chelan, Washington, about 0630.

Later that day, an Alert Notice (ALNOT) was issued for the airplane after family members of the pilot became concerned when he did not arrive at his intended destination. On July 2, 2017, the airplane wreckage found by the sheriff's department on a hillside about 5 miles from departure airport.

The airplane was recovered to a secure location for further examination.



Rebel Wallace
1946 - 2017

Rebel Wallace, 70 of Henderson, Nevada, formerly of Lake Havasu City, Arizona was called home to be with the Lord on Saturday, July 1, 2017. We are grateful he flew into the arms of Jesus doing what he loved. He was born on October 12, 1946 in Missouri.

Rebel started out in life as a small town country boy who later developed into a knowledgeable, cultured, God loving, courageous, honorable man. As a small boy watching the crop dusters, he fell in love with adventure and began to nurture his curiosity of all things aviation.

A First Lieutenant and helicopter pilot in the United States Army. He served our Country with the Second of the First Cavalry in Vietnam.

Rebel married the love of his life, Louise Wallace, at the young age of 21, right before heading off to Vietnam. On October 28th 2017, Rebel and Louise would have celebrated their 50th wedding anniversary.

As a man of many talents, capable of building and fixing most anything, he was also a man with many passions throughout his life. From fishing, hunting, motorcycle racing, bbq'ing, and making videos, to reading and studying the gospels. There is no doubt his longest and greatest passion was flying and teaching others to fly as well.

Rebel is survived by his wife, Louise Wallace; daughter, Marlo Waters; brothers, Bobby and Kendall Wallace; sister, Faye DeSpain, and other extended family members and many friends.

Rebel was a loving, devoted husband, father, brother, son, and friend. He will be deeply missed by all who knew him.

A Celebration of Life for Rebel will be held in Lake Havasu City on Saturday, October 14, 2017 at 1:00pm in the sanctuary of Calvary Baptist Church, 1605 S. McCulloch Blvd.


In lieu of flowers, donations may be made for Louise Wallace at: www.gofundme.com/veteran-pilot-dies-in-plane-crash. Thoughts and condolences can be sent to the family at www.lietz-frazefuneralhome.com.

Eric Lee Sarchet
MARCH 24, 1969 – JULY 1, 2017

Eric Lee Sarchet was sadly taken from us at age 48 while enjoying one of his many outdoor activities. He passed on July 1, 2017. Eric was born in 1969 in Washington, DC. He grew up in Port Orchard and graduated South Kitsap High School in 1988. As a teenager, he found his first passion – scuba diving. He made many dives in Puget Sound, San Juans and several lakes.

After high school, Eric enlisted in the Navy and served five years, to include a deployment to the Persian Gulf for operation DESERT STORM. He was an Electrician’s Mate (EM2) and was stationed on a submarine tender, the USS MCKEE AS-41, in San Diego, CA. Eric learned the first of two tradecrafts as he always embraced how things work and making improvements. He was known as “Sparky.” While in the Navy, Eric began enjoying more of nature and other hobbies. He began climbing rocks and cliffs, paragliding, and skydiving. After an honorable discharge from the Navy, he undertook one of several challenges during his lifetime – he bicycled across the US and half-way back. He biked 9,729 miles across 33 states. In following years, he trekked southeast Asia (Indonesia, Malaysia, and Thailand) and biked Australia. In Australia, he obtained his PADI master scuba diver rating while diving the Great Barrier Reef. He also did a lot of cliff climbing in Yosemite National Park.

After the Navy and amongst bicycling trips, Eric worked as a boat’s electrician with the Alaskan fishing fleet on boats based out of Seattle. He was on the Yardarm Knot and the Northern Victor. Although tough work, it was seasonal and paid for his passions. He eventually settled in Everett and changed careers. He became an elevator technician for ThyssenKrup – his second tradecraft. His strong work ethic and ability to fix problems were admired. With more time in Washington, Eric began mountain biking, mountaineering, kayaking, and riding all-terrain vehicles and jet skis. He also bought a boat and expanded his scuba diving and crabbing activities. He climbed Mt. Rainier, Mt. Adams, Mt. Baker, Mt. St. Helens, and Mt. Hood. He also kayaked around many islands within the sound and all of the islands of the San Juans. Underneath the waters, he collected maritime artifacts to decorate his house. In the last five years, Eric sought to fly with the birds. He flew ultralights and just completed his FAA certification as a sport pilot. He was considering becoming an instructor.

Eric is survived by his parents, Milo and Marie; siblings, Kurt (Kevin), Renee (Doug), and Dion (Alicia); and nephews and niece, Ryan, Kyle, Alexander, and Lydia. His cat, Pretty Girl known as PG, is living with a long-time family friend. He had many friendships with co-workers, outdoorsmen, and neighbors. He always encouraged people to enjoy nature and be active, and his family’s wish is for each of you to do the same.


A Celebration of Life service will be held at Acacia Memorial Park and Funeral Home at 12:00pm on September 9, 2017. In lieu of flowers, donations can be made towards a children’s charity of your choice.

On Saturday, July 1, 2017 at 7:30 p.m., the Chelan County Sheriff’s Office received a report of an overdue aircraft which had left the Chelan Airport earlier that morning at 6:30 a.m. It was thought that the aircraft, with two occupants on board, was heading north toward Douglas County or Okanogan County. The Chelan County Sheriff’s Office (CCSO) deployed its helicopter to search for the aircraft with no success.

CCSO renewed their search on Sunday, July 2 using coordinates from one of the occupants last cell phone signals. At approximately 10:30 a.m., CCSO located the wreckage on Windsor Hill about one mile downstream from Wells Dam in Douglas County.

Douglas County Sheriff Harvey Gjesdal reported that deputies are attempting to reach the wreckage, but the terrain is extremely treacherous. The aircraft is a North Wing Sport.


The Douglas and Chelan County Sheriff’s Offices are working closely together to get to the scene and determine the fate of the occupants. The names of the occupants are not being disclosed at this time.

EAST WENATCHEE, Wash. -- Two people were killed when their small plane crashed in rugged terrain in Eastern Washington Saturday.

The Chelan County Sheriff's Office received a report of an overdue plane around 7:30 p.m.. Deputies were told the plane had taken off from the Chelan airport around 6:30 a.m. with two people on board and were heading toward Douglas or Okanogan County, according to Douglas County Sheriff Harvey Gjesdal.

Search helicopters were deployed but couldn't find the plane. An aerial search was renewed on Sunday and they found the plane's wreckage that morning on Windsor Hill about a mile downstream from Wells Dam in Douglas County. The plane was described as a North Wing Sport.

Once deputies were able to reach the wreckage on the ground Sunday afternoon, they were able to confirm that both people on board had died. They were identified as 48-year-old Eric Sarchet of Everett and 70-year-old Bonnie Wallace of Central Point, Oregon.

There is no word yet what caused the crash. The National Transportation Safety Board is investigating.


http://komonews.com

Douglas County Sheriff Harvey Gjesdal has released the names of the two people killed in the crash of an ultralight Saturday.  They were identified as 48 year old Eric Sarchet of Everett, WA and 70 year old Rebel Wallace of Henderson, Nevada.  Gjesdal says it is his understanding that one of the victims was a flight instructor and the other was a student but Gjesdal was not clear on which victim was the student.  The National Transportation Safety Board is investigating the cause of the crash.



The Douglas County Sheriff’s Office reports 2 men died Saturday in the crash of a North Wing Sport crash on Windsor Hill near Wells Dam.  Deputies reached the crash site by Sunday evening to recover the bodies of the two unidentified victims.  The pilot and a passenger left Chelan airport around 6:30 Saturday morning and were reported overdue at 7:30 p.m.  The wreckage was discovered Sunday around 10:30 a.m.  but rugged terrain made it extremely treacherous reaching the crash site,  according to Douglas County Sheriff Harvey Gjesdal.

Slip Stream Gennis, N3449: Fatal accident occurred July 02, 2017 near Merrys Pymatuning Airport (PA01), Linesville, Crawford County, Pennsylvania

The NTSB traveled to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Pittsburgh, Pennsylvania

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

http://registry.faa.gov/N3449 


NTSB Identification: ERA17FA223
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 02, 2017 in Linesville, PA
Aircraft: SLIP STREAM GENNIS, registration: N3449
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 July 2, 2017, at 1923 eastern daylight time, a Slip Stream Gennis, N3449, was substantially damaged when it collided with terrain shortly after takeoff from Merrys Pymatuning Airport (PA01), Linesville, Pennsylvania. The private pilot, who was also the owner of the airplane was fatally injured. The airplane was operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight.

Several witnesses at PA01 reported that the airplane took off from runway 4 with a 5-knot tailwind. The airplane climbed on runway heading to about 500 ft, then started a shallow left turn to the north. It then turned to the right, the right wing "dipped" quickly, and the airplane spun towards the ground. The airplane appeared to make one complete revolution as it spiraled down before striking a soybean field and bursting into flames. Several of the witnesses stated that the engine sounded strong throughout the entire flight until impact with the field.

One witness stated that prior to the flight he overheard the pilot state that he "didn't trust his aircraft" and that the airplane had an inoperable airspeed indicator.

The airplane was a two-seat side by side, strut-braced, high wing, pusher configuration with a Rotax 582, 65 horsepower engine and a three blade carbon fiber propeller. It was issued a Federal Aviation Administration experimental light-sport aircraft special airworthiness certificate on July 4, 2007. According to maintenance records, as of a condition engine inspection dated October 21, 2015, the tachometer showed 127.0 hours. The total airframe and engine time at the time of the accident could not be determined.

The pilot held a private pilot certificate with an airplane single-engine land rating. The last entry in the pilot's logbook showed that he had 424.5 total hours of flight experience as of September 16, 2016. In addition, the pilot held a repairman certificate with a light-sport aircraft rating.

Initial examination of the wreckage revealed that the airplane struck the ground in a right wing low, steep nose down attitude, about 2,000 ft from the departure end of runway 04. The fuselage, cockpit and instrumentation were consumed by a postimpact fire. Three-quarters of the outboard portion of the left and right wings remained intact and the tail, although damaged by fire, remained attached to the frame. Flight control continuity was established between all control surfaces. The engine exhibited fire and impact damage, but exhibited no mechanical anomalies during a teardown examination. Two of the propeller blades were splintered and remained partially attached to the propeller hub; they exhibited significant heat damage. One of the propeller blades was found 30 ft from the wreckage.

The airplane was recovered to a secured facility and retained for further examination.

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




CONNEAUT TOWNSHIP — Chuck Heilmann used very few words to describe Sunday night's fatal single-engine plane crash near Linesville that took the life of Harry A. Ross.

"Tragic, just tragic," Heilmann said Monday at Merry-Pymatuning Airport where Heilmann is one of the owners. Heilmann said Ross, 70, of 5321 Lakeview Drive, Edinboro, was a tenant at the airport, a grass strip airport with two large hangars located in Conneaut Township.

"He was here all day working on his plane," Heilmann said soberly of Ross. "It was a beautiful evening to fly and he took off."

Ross left from Merry-Pymatuning Airport alone in the aircraft when it went down just after 7:30 p.m., Scott Schell, county coroner, said Monday. According to witnesses, the plane hit nose first into a soybean field off Airport Road in Conneaut Township and burst into flames, Schell said.

“Witnesses said the plane banked to the left, spiraled down and went into the ground,” Schell told the Tribune.

Schell ruled Ross’ death accidental due to multiple blunt force trauma and burns. Ross was wearing a seat belt and a helmet, Schell said. No autopsy is scheduled, but toxicology testing will be done, Schell said.

Toxicology testing is the sampling of tissue, blood and other body fluids to identify potential toxins in the body, including prescription medication and other drugs and substances.

Investigators from the Federal Aviation Administration and National Transportation Safety Board arrived at the crash scene Monday morning to start an investigation into the cause. A final report on the fatal accident may take up to a year to complete.

Carol Bailey, who lives along Airport Road with her husband, Don, across from the crash site, said she heard the crash from inside her home.

"I had just finished (writing checks for the couple's) bills and we heard it fly overhead," she said. "Then we heard a big boom. Don raised the blinds in the living room to look outside, and I went outside. Then we both saw smoke and flame in the field." 

Heilmann said he saw the plane take off just fine, but trouble happened after it banked to the left, then began to spiral downward before it crashed into the ground.

"It looked like a stall, spin and crash," Heilmann said. "He may have been too slow in the turn."

In airplane terminology, a stall isn't necessarily an engine stall but a loss of lift under the aircraft. Lift is the force that directly opposes the weight of an airplane and holds the airplane in the air. A stall happens when a plane's wing loses lift because it's not moving at a good angle to the air.

Linesville Volunteer Fire Department was called to the scene to put out the fire. Firemen were staying on site in shifts to keep the crash site secure until federal investigators completed their onsite investigation, said Chief Bill Mickle of Linesville Volunteer Fire Department.

According to the FAA Registry, Ross held a valid private pilot license from the FAA since March 8, 2010. The plane, a 1996 SlipStream Genesis, was a fixed-wing single-engine aircraft with Ross as the registered owner. The plane was classified as experimental and listed as airworthy July 4, 2007, according to the FAA Registry.

The plane's last FAA registry was validated Dec. 15, 2014, and valid through Dec. 31 of this year.

SlipStream International of Beloit, Wis., manufactures the Genesis, an enclosed cabin airplane, and sells it as a kit, according to the company's website. The Genesis is designed as a pusher-type airplane with the engine mounted behind the cockpit, according to the website.

Building a Genesis typically takes about 400 hours to complete, according to the website. The Genesis basic airframe costs $15,540 with all of the flight surfaces, fuselage, fiberglass enclosure, landing gear, wheels and tires, control system and doors included. A complete Genesis aircraft, ready to fly, typically runs from $35,000 to $59,000, depending on engine and choice of options, according to the website.

Sunday night's crash was less than a mile south of plane crash the night of Dec. 7, 2015, that claimed the lives of pilot Timothy Williams, 59, of Burghill, Ohio, and passenger Nathan Koontz, 33, of Linesville.

The final FAA report on the probable cause of that crash was Williams’ decision to fly on "a dark, moonless night in instrument meteorological conditions" when Williams was not rated to fly on instruments. The plane crashed into a wooded area while maneuvering near Merry-Pymatuning Airport, which is an unlit airstrip.


http://www.meadvilletribune.com





Federal investigators are trying to determine the cause of a small plane crash, which claimed the life of an Edinboro pilot.

On Monday, investigators from the National Transportation Safety Board (NTSB) and the Federal Aviation Administration made their way to the crash site off of Airport Road in Linesville, to sift through the wreckage.

On Sunday evening, investigators say 70-year-old Harry Ross had just taken off from the Merry Pymatuning Airport, when something went terribly wrong.

"It progressed up to about 400 to 500 feet, made a sharp right turn here towards us, and the witnesses said that the aircraft nose-dived into the ground.” said NTSB Investigator Aaron McCarter.

After crashing into a field, the ultralight plane--which had just been refueld--burst into flames.

"Before we got here, bystanders had taken the person who was operating this plane, and got him away from the plane.” said Linesville Fire Chief Bill Mickle.

Ross died at the scene.  The Crawford County Coroner has ruled his death accidental due to multiple blunt force trauma.

The crash site is near the same spot where a small aircraft crashed in December of 2015, killing two people.

No autopsy is scheduled, but the Crawford County Coroner will conduct a toxicology test on Ross.






LINESVILLE — Federal Aviation Administration investigators are expected to travel to western Crawford County Monday to begin their investigation into an aircraft crash north of the borough that killed an Edinboro man on Sunday night.

Crawford County Coroner Scott Schell identified the victim as 70-year-old Harry A. Ross. Schell said Ross died multiple blunt-force trauma and thermal injuries in the crash, which happened in a farm field off Airport Road in Conneaut Township, Crawford County, at about 7:30 p.m. Sunday.

An autopsy will not be performed, but toxicology testing will be done on Ross, Schell said.

The crash happened about a half mile from Merrys Pymatuning Airport. It remained unclear Monday morning if Ross was flying into the airport or had taken off from it.

Linesville firefighters were sent to the area on a report of an aircraft crash and arrived to find heavy smoke and fire coming from the wrecked aircraft, Linesville Fire Chief Bill Mickle said. Pennsylvania State Police investigators were also called to the scene.

Mickle said firefighters would remain at the scene Sunday night and Monday morning to secure it until federal investigators arrived.

http://www.goerie.com




A 70-year-old Edinboro man is dead after his ultralight aircraft crashed nose first into a soybean field in Conneaut Township, Crawford County, and caught on fire.  The crash happened just after 7:30 p.m. Sunday.  

Crawford County Coroner Scott Schell told Erie News Now the man died of multiple blunt force trauma and burns.  He is identified as Harry Albert Ross. His wife has been notified.

Eye witnesses called 911 to report that the plane had just taken off from nearby Merry Field airport, where Ross kept his plane, when it banked left, went into a spiral, crashed and erupted in flames.  The wreckage was found about 300 feet west of Airport Road, about a mile-and-a-half north of Route 6.  

Linesville Firefighters used an all terrain vehicle with water on board to get to the aircraft and put out the fire.  The pilot was the only person on board.

There are no reports yet on what went wrong.  The FAA is expected to investigate.  

The ultralight crashed not far from the site where a small Cub Kit aircraft crashed in December 2015, killing two people.

http://www.erienewsnow.com

When is a medical airlift needed?



BENNINGTON — The recent air transport of an accident victim from Bennington to Albany Medical Center from a landing site in New York prompted the question of why the helicopter didn't utilize the local medical center's helipad.

The answer, said Forest Weyen, executive director of the Bennington Rescue Squad, is that everything depends on the specific factors in each case, all of which go into such decisions. He described a collaborative process for deciding on an airlift that he said has evolved in recent years and led to significant improvements.

The motorcycle rider reportedly sustained serious head and other injuries June 25 in an accident on Hardwood Hill (Route 7A) in Bennington. A determination was made that he should go to the Level I trauma center at the Albany, N.Y., hospital rather than first to Southwestern Vermont Medical Center in Bennington.

Health care and rescue personnel said patients with certain severe injuries would normally only be stabilized at SVMC before being transported to the Albany hospital, or possibly a facility like Dartmouth-Hitchcock Medical Center in Lebanon, N.H., another Level I trauma center.

In Vermont, only University of Vermont Medical Center in Burlington offers Level I emergency care.

If a determination of the need for trauma center care is made, based on established emergency medical services protocols, arrangements can be made to transport the person directly to a Level I center — by air or in an ambulance.

But why not meet the helicopter at the SVMC landing site in Bennington, rather than at a site on the Hoosac School campus in Hoosick, N.Y., about 9 miles away?

While speaking in general terms about the airlift process, Weyen said the patient's condition, the weather, the availability of airlift craft and/or pilots, and whether stabilizing a patient first at SVMC is more advisable than immediate transport to the trauma center all are factors that figure in whether or how to airlift a patient.

Essentially, he said, each certified squad member can make those type of decisions, based on a series of protocols and in communication or consultation with hospital personnel and police dispatchers in the squad's coverage region.

"We do not reject going to the helipad at SVMC: it really depends on each call," Weyen said. "We have actually used and will continue to use the helipad at the hospital when it meets the criteria of the call. SVMC staff and security are great to work with if we need it."

Regarding a decision to begin transporting the victim via ambulance, he added, "If the patient needs to be seen at a trauma center, we will start heading that way [west toward Albany] if a helicopter is still a ways out. The goal is to get that patient to a Level I trauma center as quick as possible, safely. If we are doing everything we can to reduce that time, that is better for the patient."

Another reason that decision would be made, Weyen said, is that "if the helicopter gets cancelled for any reason (weather, mechanical issue, pilot time out, etc.), we are that much closer to the trauma center and definitive care. Keep in mind that the number of patients that we take that way is relatively small. It is for those few patients that need care and capabilities that are not available locally."

Nearly all of the patients the rescue squad transports go to SVMC, including those who are later transported to a Level I center, he said.

Dr. Trey Dobson, a specialist in emergency medicine and chief medical officer at SVMC, said the airlift transport system "works very well. I have been here for 12 years, and we have certainly made improvements together."

Dobson said rescue personnel can schedule a pickup at the medical center's helipad independently, with or without help from ER personnel to stabilize the patient for the flight. In some cases, he said, the ER is notified for that purpose because a patient is having trouble breathing or has another issue that needs to be relieved before they are taken to a Level I center.

He said there is no question that collaboration among emergency medical personnel and others in the region has led to improvements in the airlift process in recent years, and the protocols and practices "are being revised constantly" through an ongoing dialogue.

Another significant benefit, Dobson said, has been a reduction in the number of expensive flights required. He said the protocols have been refined to the point only those flights adding a medical benefit are called in.

Concerning possible landing zones in the region, "we try to keep our options open," Weyen said.

In addition to Hoosac School athletic fields, sites in Pittstown, N.Y., further west on N.Y. Route 7; the Bennington Welcome Center property, a site near Prospect Mountain ski center in Woodford, and other sites in Pownal, the Northshire and the Wilmington area have been identified for possible emergency pickup zones.

Considerations, he said, include whether it is mud season and an open field might be impassable for an ambulance, whether there are utility poles and wires, and whether there is a game or other activity on a school athletic field.

In assessing the patient's injuries or condition, emergency personnel work with a set of established protocols, primarily from the Vermont Statewide Emergency Medical Services Protocols, Weyen said. Those include assessing a patient's vital signs and type or severity of injuries.

In arranging for an airlift, he said rescue squad members get assistance from town or state police dispatchers, who can coordinate with LifeNet of New York or another service for the air transports.

Five or 10 years ago, the current level of planning and coordination "was not as common," Weyen said. "But that is the way health care has evolved."

Steve Anderson, regional business development manager with the LifeNet of New York service, said LifeNet, an Air Methods Corp. program, and DHART, the Dartmouth-Hitchcock Medical Center program, provide air medical care for critically ill or injured patients in Vermont. The LifeNet air base that is primary to the Bennington area is located in Albany County, he said.

Additional support can come from bases in Montgomery and Essex counties in New York, he said, adding that the service has a total of 11 aircraft located throughout New York that are available 24 hours per day, year round.

The helicopters are staffed with trained flight nurses, flight paramedics and an aviation team of EMS pilots and mechanics. At the landing sites, the local rescue personnel hand off the patient to onboard emergency medical personnel.

The average flight time to Albany Medical Center from the Bennington area, about 45 miles, is 17 minutes, Anderson said.

LifeNet only responds when a first responder or physician deems it medically necessary for the patient, he said, adding, "We therefore have flown patients to UVM Health, Dartmouth-Hitchcock, hospitals in the Boston area, Westchester Medical Center and others."

Information about LifeNet is available at www.lifenetny.com/index.html

More information on Vermont emergency protocols can be viewed at www.healthvermont.gov/sites/default/files/EPRIP_2015ProtocolsLinkedLOCKED2015Oct1_000.pdf

http://www.benningtonbanner.com

Efforts to Tackle Icing Problems on Planes Face Setback: International study to say technology isn’t ready to help pilots avoid the most treacherous conditions



The Wall Street Journal
By Andy Pasztor
July 2, 2017 12:52 p.m. ET


Current aircraft technology to warn pilots they are flying toward potentially hazardous icing conditions is inadequate, a new study says, dealing a setback to years of efforts to find new ways to prevent ice crystals from clogging airliner engines and speed sensors.

The joint U.S.-European report slated to be released in August will conclude that cockpit systems still are unable to pinpoint the most treacherous icing conditions in time, according to preliminary summaries and people familiar with specific findings.

Despite years of extensive work by plane makers, equipment suppliers and government researchers, experts have determined that typical weather radar on board jetliners can only provide pilots a few seconds of warning regarding likely locations of risky high-altitude ice crystals. That’s too brief to help crews avoid or otherwise react to such hazards.

Representatives of radar manufacturers, regulators and pilot unions concluded that while it is theoretically possible for longer-range identification of ice crystals if they are large and uniform, that is an unlikely scenario during routine operations. Instead, flight tests revealed that today’s airborne radar systems, by themselves, can’t pinpoint the most hazardous smaller crystals more than a few miles in front of jetliners, according the people familiar with the details. The study group is advocating further flight tests, and industry experts continue to work on alternate solutions that incorporate other sensors.

Summaries of some of the findings already have circulated among industry technical groups and air-safety authorities on both sides of the Atlantic. But earlier this year, members of the study group said they saw little industry interest in continuing to develop performance standards for radar detection of ice crystals.

Ice accumulation can wreak havoc inside modern jet engines or on the tips of airspeed-measuring devices extending from the noses of jets, called pitot tubes. Such incidents are infrequent, but they have caused numerous emergencies in the past two decades and contributed significantly to at least two high-profile commercial airliner crashes.

Speed sensors on an Air France jet headed to Paris from Rio de Janeiro in 2009 iced up and malfunctioned while flying through an area known for strong, high-altitude storms, confusing the cockpit crew. Responding improperly to unreliable airspeed readings, the pilots allowed the plane to slow too much and mistakenly continued to pull up the nose at a sharp angle, resulting in a stall that killed all 228 people.

When airspeed indicators malfunction, autopilots typically kick off and pilots are then forced, at least temporarily, to manually fly the plane. The Air France crash prompted an industrywide reassessment of pitot-tube designs and pilot training to cope with high-altitude aircraft upsets.

Depending on the circumstances, ice buildup also can suddenly shut down engines or reduce their thrust without warning. Powerful thunderstorms can push smaller-than-normal ice particles into the red-hot bowels of engines, where they can accumulate until shedding ice damages rapidly spinning turbine blades or douses ignition sources.

A different type of icing problem—associated with gradual ice accumulation inside fuel systems stemming from flights through particularly cold regions—has been shown to unexpectedly restrict engine power. That is what happened to a British Airways Boeing Co. 777 powered by a pair of Rolls-Royce Holdings PLC engines as it was descending toward London’s Heathrow Airport in 2008. With the runway in sight, the crew couldn’t rev up the engines as required and the plane pancaked into the ground about 1,000 feet short of the strip. The aircraft was destroyed and there were dozens of injuries, but no fatalities.

The full range of icing-related problems during high-altitude flight—including more than a dozen verified instances of dual-engine shutdowns on the same plane—have prompted numerous safety directives over the years by the Federal Aviation Administration and its European counterpart.

The mandates covered installation of improved speed-sensor hardware and updated engine-control software on a wide range of airliner models. Sometimes, regulators have ordered installation of one type of speed sensor but discovered months or years later that a different version was needed. On certain aircraft manufactured by Airbus SE , regulators determined that initial replacement parts failed to demonstrate the required “level of robustness to withstand high-altitude ice crystals.”

Engine makers, including General Electric Co. , similarly have tweaked software over the years to prevent internal ice accumulation from causing temporary engine outages, or “flameouts,” only to find out that additional changes were necessary.

For roughly the first 40 years of the jet age, safety experts didn’t realize how tiny ice crystals could negatively affect engine performance or plug internal fuel lines. And since relatively few of the early jetliners flew over regions known for super-strong thunderstorms, the chances of experiencing such incidents remained extremely low.

But as engine reliability ramped up and aircraft began flying steadily longer routes over water or across polar regions, instances of engine problems stemming from ice crystals increased. For many years after that, however, airplane manufacturers and engine suppliers were hampered in devising solutions partly due to the technical challenges of recreating extreme in-flight conditions in laboratories.

Stretching back to the mid-1990s, the FAA and various engine manufacturers investigated incidents of ice-crystal buildups affecting more than 100 big jets around the world. In 2013, the FAA ordered pilots of Boeing 787 Dreamliners and the largest 747 versions powered by GE engines to avoid certain types of high-altitude thunderstorms and airspace containing tiny ice crystals. The engine maker has said it ultimately developed software revisions to alleviate recognized problems.

For both engines and pitot tubes, icing is a fleeting phenomenon—usually lasting less than a minute—and pilots are trained to avoid drastic maneuvers while they wait for problems to resolve on their own. “For the ice to clear up, it can be just a few seconds,” according to Andrea Boiardi, the top operational safety analyst for the European Aviation Safety Agency. “But sometimes, the overreaction of the pilots is the problem.”

Nonetheless, the latest study’s results are a blow to many safety experts who had been looking for new, more-reliable ways to anticipate icing dangers.

Last month, the FAA proposed a safety directive to ensure that pilots of certain Airbus A300 and A310 aircraft receive warnings of malfunctioning heating elements intended to deice pitot tubes.

Improvements in weather radars have resulted in better information about the size and intensity of storm cells, allowing pilots to more effectively avoid lightning and turbulence. Carl Esposito, a senior Honeywell International Inc. aerospace official, predicts gradual improvement in detection of ice crystals, as well.

If radar data from many airliners is aggregated and fused, the result can provide a detailed picture of weather conditions, including likely icing, for aircraft flying later through the same region. “It might be too soon for your airplane” to react to warning about impending ice crystals, but “it could be plenty of time for the guy behind you,” Mr. Esposito said during an interview at the Paris Air Show last month.

At the same time, “we continue to look and evaluate other atmospheric sensors” to detect ice crystals, Mr. Esposito said.

https://www.wsj.com

U.S. Rescinds Portion of Laptop Ban on Aircraft: Home Security Department eases rules for one airport—in Abu Dhabi—among 10 in Middle East and Africa



The Wall Street Journal
By Robert Wall
July 2, 2017 1:28 p.m. ET


LONDON—The U.S. government has partly rescinded a ban on the use of laptops on some U.S.-bound international flights only days after rolling out demands for enhanced security measures at overseas airports.

Abu Dhabi-based Etihad Airways Sunday was cleared to allow its passengers flying to the U.S. to again use laptops, tablets and other electronics in the cabin, the airline and U.S. Department of Homeland Security said.

The Abu Dhabi airport was one of 10 in the Middle East and North Africa hit in March by a U.S. ban on using certain electronic gadgets in-flight.

The ban remains in place at the other airports, including Dubai, home of Emirates Airline, the world’s largest by international traffic, and Qatar Airways. Emirates Airline and Qatar Airways are rivals with Etihad for the business of connecting passengers via their Mideast hubs between destinations around the world.

The homeland security department called for the ban amid concerns terrorists were trying to smuggle explosives inside a laptop or tablet past security and set off the device in the cabin once the plane is aloft. The department required passengers to either check their devices or leave them at home.

Washington had considered widening the ban to U.S.-bound flights from Europe and other international departure points. European regulators, airlines and airports lobbied the U.S. government to hold off.

Opponents of the widening were concerned it could dent demand for travel and that storing a large number of electronic devices in the cargo area of planes posed safety concerns. Lithium batteries used in many of the devices pose a fire risk.

Last week, Homeland Security Secretary John Kelly said the ban could be widened to airports that fail to adopt more stringent security checks, including enhanced passenger screening. Airports already subject to the restrictions could see those lifted in return for closer checks.

“We commend Etihad for working swiftly to implement these additional measures. Their efforts are a model for both foreign and domestic airlines looking to adopt the new measures,” DHS said.

Officials from the Transportation Security Administration verified the measures put in place in Abu Dhabi and will continue to perform checks.

The Abu Dhabi hub is unusual because it has a so called preclearance facility that allows passengers to clear U.S. customs and immigration before they depart. On landing, passengers are treated like domestic arrivals. Etihad said the security measures associated with the preclearance facility allowed it to quickly satisfy U.S. demands and have the electronics ban lifted.

The electronics ban was one of several headwinds Washington created for Middle East carriers. A ban the Trump administration put in place on immigration from seven Muslim majority countries also dented demand. The ban was later blocked by courts though a more limited version took effect last week.

Etihad said the U.S. is one of its largest markets. It said it flew 203,515 passengers from Abu Dhabi to U.S. destinations in the first four months of the year.

Mr. Kelly said the security requirements will affect 180 airlines operating from 280 airports in 105 countries. It would affect about 325,000 passengers a day on nearly 2,000 flights, DHS officials said.

https://www.wsj.com

Zenith Zodiac CH650B, N650LN: Accident occurred July 02, 2017 at Lazy B Ranch Airport (0P8), Dover, York County, Pennsylvania

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Harrisburg, Pennsylvania

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

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

http://registry.faa.gov/N650LN 

Location: Dover, PA
Accident Number: ERA17TA233
Date & Time: 07/02/2017, 1325 EDT
Registration: N650LN
Aircraft: LAWRENCE O NOLTE ZODIAC CH650B
Aircraft Damage: Substantial
Defining Event: Runway excursion
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Flight Test 

On July 2, 2017, about 1325 eastern daylight time, an experimental amateur-built Zodiac CH650B, N650LN, was substantially damaged during landing at Lazy B Ranch Airport (0P8), Dover, Pennsylvania. The private pilot was not injured. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 test flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the local flight.

According to the pilot, the accident flight was the first flight of the Phase 1 test period for the experimental airplane. During the flight, while on the crosswind leg of the airport traffic pattern for runway 5, the engine lost total power and the pilot noted that there was no fuel pressure indication or electrical system charge. He attempted to restart the engine with the secondary fuel pump, however, the engine would not start. He maneuvered the airplane to land on runway 5 and stated that the airplane touched down longer and faster than "normal due to a no flap condition." The airplane overran the runway, impacted a fence, and came to rest on its nose.

According to a Federal Aviation Administration (FAA) inspector who examined the airplane, the firewall and engine mounts were substantially damaged. In addition, the alternator and main circuit board were tested with no anomalies noted. The electrical wiring was examined on the airplane with no anomalies noted.

According to FAA records, the airplane was issued an experimental airworthiness certificate on December 16, 2016. The two-seat, low wing, monoplane was equipped with a Continental Motors Inc. O-200 series, 100 hp, engine. According to the airframe maintenance logbook, the most recent condition inspection was performed on June 17, 2017, at a total time of 0 hours. At the time of the accident, the airplane had accumulated 0.8 hours. According to the pilot, the airplane was equipped with primary and secondary electrically-driven fuel pumps. The airplane was not equipped with an engine-driven fuel pump. In addition, the flaps were electrically actuated.

The pilot reported the battery that was used on the amateur-built airplane was a lithium motorcycle battery and "not intended for use on aircraft." In addition, he had charged that battery with a charger that was specifically not recommended for use on lithium batteries. Since he was attempting to charge the battery with an incompatible charger, he thought that he probably started the flight with "low battery charge." Then, when the alternator was trying to recharge the battery, it overheated, and the battery subsequently shut down, resulting in a loss of electrical power to the airplane. Furthermore, the airplane was not equipped with a backup battery, which he reported could have prevented the accident if it was installed. Lastly, he stated that there was no mechanical malfunction of the airplane, that there was an electrical problem "due to the use of a battery not designed for this application and improper maintenance on that battery." 

Pilot Information

Certificate: Private
Age: 67, 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: No
Medical Certification: Sport Pilot Unknown
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent: 03/09/2017
Flight Time:  400 hours (Total, all aircraft), 7.3 hours (Total, this make and model), 277.7 hours (Pilot In Command, all aircraft), 0.3 hours (Last 90 days, all aircraft), 0.3 hours (Last 30 days, all aircraft), 0.3 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: LAWRENCE O NOLTE
Registration: N650LN
Model/Series: ZODIAC CH650B NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2016
Amateur Built: Yes
Airworthiness Certificate: Experimental Light Sport
Serial Number: 65-8990
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 06/17/2017, Condition
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection: 1 Hours
Engines: 1 Reciprocating
Airframe Total Time: 0.8 Hours at time of accident
Engine Manufacturer: Continental Motors Inc
ELT:  C126 installed, activated, did not aid in locating accident
Engine Model/Series: O-200 series
Registered Owner: On file
Rated Power: 100 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: THV, 486 ft msl
Distance from Accident Site: 7 Nautical Miles
Observation Time: 1253 EDT
Direction from Accident Site: 203°
Lowest Cloud Condition: Few / 5500 ft agl
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: Light and Variable /
Turbulence Type Forecast/Actual: /
Wind Direction: Variable
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.04 inches Hg
Temperature/Dew Point: 29°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Dover, PA (0P8)
Type of Flight Plan Filed: None
Destination: Dover, PA (0P8)
Type of Clearance: None
Departure Time: 1300 EDT
Type of Airspace:

Airport Information

Airport: LAZY B RANCH (0P8)
Runway Surface Type: Asphalt
Airport Elevation: 450 ft
Runway Surface Condition: Dry
Runway Used: 05
IFR Approach: None
Runway Length/Width: 2600 ft / 100 ft
VFR Approach/Landing: Forced Landing; Full Stop

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:  40.022500, -76.816667 (est)

NTSB Identification: ERA17LA233
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 02, 2017 in Dover, PA
Aircraft: LAWRENCE O NOLTE ZODIAC CH650B, registration: N650LN
Injuries: 1 Uninjured.

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

On July 2, 2017, about 1325 eastern daylight time, an experimental amateur-built Zodiac CH650B, N650LN, was substantially damaged during landing at Lazy B Ranch Airport (0P8), Dover, Pennsylvania. The private pilot was not injured. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 test flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the local flight.

According to the pilot, the accident flight was the first flight of the Phase 1 test period for the experimental airplane. During the flight, while on the crosswind leg of the airport traffic pattern for runway 5, the engine lost total power and the pilot noted that there was no fuel pressure indication or electrical system charge. He attempted to restart the engine with the secondary fuel pump, however, the engine would not start. He maneuvered the airplane to land on runway 5 and stated that the airplane touched down longer and faster than "normal due to a no flap condition." The airplane overran the runway, impacted a fence, and came to rest on its nose.

According to a Federal Aviation Administration (FAA) inspector who examined the airplane, the firewall and engine mounts were substantially damaged.

According to FAA records, the airplane was issued an experimental airworthiness certificate on December 16, 2016. The two-seat, low wing, monoplane was equipped with a Continental Motors Inc. O-200 series, 100 hp, engine. According to the airframe maintenance logbook, the most recent condition inspection was performed on June 17, 2017, at a total time of 0 hours. At the time of the accident, the airplane had accumulated 0.8 hours. According to the pilot, the airplane was equipped with primary and secondary electrically driven fuel pumps. In addition, the flaps were electrically actuated.

The airplane was retained for further examination.




An aircraft made an emergency landing Sunday afternoon in Conewago Township, according to Northern York County Regional Police.

The small plane had a rough landing after experiencing engine problems near the Lazy B Ranch Airport on Bull Road, police said.

Fire officials responded shortly after 1:30, according to Strinestown Community Fire Chief Frosty Wertz.

He said the small private plane was being flown by a man in his late 60s when, after a couple of passes, the plane's engine stopped working mid-air.

Wertz said as the man tried to land the plane down the runway at La-Z-B Airport, "the wind caught him" and crash landed a short distance away.

The plane is registered to Lawrence Nolte of New Oxford, Adams County, according to the Federal Aviation Administration.

Wertz said the plane was "brand new" when it was flown, but was suffered "moderate to extensive front-end damage" as a result of the accident.

He added the aircraft was leaking fuel but did not catch fire.

The pilot, who was the only person in the plane, was uninjured, according to Wertz. 

http://www.yorkdispatch.com