Sunday, July 2, 2017

North Wing Sport, N492XB: Fatal accident occurred July 01, 2017 in Chelan, Washington

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

Federal Aviation Administration / Flight Standards District Office; Seattle, Washington

Aviation Accident Preliminary Report - National Transportation Safety Board:

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.

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

UPDATE 10:30am  

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 Bonnie Wallace of Central Point, OR.    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.

Original post

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.

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.

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.

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: 

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, and any friends and family who want to contact investigators about the accident should email

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.

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.

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.

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

More information on Vermont emergency protocols can be viewed at

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.

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.

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 Preliminary Report - National Transportation Safety Board:

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

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.

Crosswinds Flying Club at Central Illinois Regional Airport (KBMI), Bloomington, McLean County, Illinois

Crosswinds still flying high after 50 years

Brian Arends, right, spend time with his 11-month-old daughter Maggie during the Crosswinds Flying Club's open house at Central Illinois Regional Airport (KBMI) in Bloomington, McLean County, Illinois. Brian Arends is the secretary of the club, which is celebrating its 50th year. 

BLOOMINGTON — Celebrating the 50th anniversary of a flying club calls for something special, so Craig Cullen, chairman of the Crosswinds Flying Club, and five other pilots did just that.

On the evening before the club's celebratory open house at Central Illinois Regional Airport in June, they used three of Crosswinds' four planes to make 50 take-offs and 50 landings for the 50 years of the Bloomington-based club.

And they turned it into a fundraiser, collecting about $1,500 for St. Jude Children's Research Hospital.

Bill Wyze, a flight instructor and Ozark Airlines pilot, organized the club in 1967 with one Piper Cherokee, according to club member Mark Rayburn. Now the club has four Piper airplanes.

The 30-member club is diverse in age and backgrounds. Most are local professionals, living within 30 miles of Bloomington-Normal, said board member Brian Arends of Mahomet.

Crosswinds Flying Club treasurer Charlie Bates, left, prepares a meal to deliver to the Central Illinois Regional Airport tower operators during the Crosswinds Flying Club's open house June 17tth in the airport's EAA hangar.

Arends is a John Deere dealer in Gibson City. Cullen teaches math education at Illinois State University. The club also includes a few commercial pilots, doctors, engineers, an insurance agent and someone who drives a garbage truck. The youngest is 18 and several are in their 60s, said Arends.

What they have in common is a love of flying.

Being part of a club “makes it a lot more fun,” said Cullen. “You have friends you wouldn't have known without flying.”

Arends said getting together to swap flying stories is part of the fun.

For example, there was the time Arends flew to Tuscaloosa, Ala., to watch the football team from his alma mater, Texas A&M, play the University of Alabama. The airport is “definitely smaller” than CIRA and “nothing goes on there — except when there's a home football game,” said Arends.

He was a bit rattled when he found himself with “12 planes … lined up to go into this small airport,” he recalled.

Paul Krueger holds a plaque that the  Crosswinds Flying Club received from the Bloomington-Normal Airport Authority, commemorating the club's 50 years.  Paul Krueger is one of the club's directors.

The air traffic controller told him to come in behind the three planes directly in front of him, then quickly get off the runway and roll onto the grass.

“It was a learning experience,” he said.

Cullen likes using the club planes to visit his family in the Chicago area or his wife's family in the St. Louis area. It doesn't necessarily save time, he said, but “it makes the travel more enjoyable.”

But even travel closer to home can be enjoyable.

“Just flying into Bloomington-Normal at night and seeing all the lights in beautiful,” said Cullen. “And watching a sunset from the air, you get a new perspective.”

The shared “genuine love of flying” is part of the club's “formula for success,” said Arends. When something is needed, there is always someone to pitch in, he said.

Cullen said other reasons for the club's success is the low “buy-in” and stable dues, with the inclusion of flight time each month to encourage members to fly.

“We're open to new members,” said Cullen. “It's a great group to be part of.”

For each plane to which members want access, they pay a $500 “buy-in,” explained Cullen. Buy-in for a student pilot is $250, he said. Base level dues are $75 a month plus $90 for two hours of flight time, which can be banked up to 24 hours. Additional flight time costs $45 to $80, depending on which plane is used, plus the cost of fuel.

The inclusion of flight time in the monthly fees is designed to “encourage our members to fly,” said Cullen, noting it is a matter of safety.

“We want people in our club to be flying,” he said. “You need to fly sometime to be proficient.”

Although the club is diverse in age and professions, it has few female members. That's more a reflection of society than a lack of welcome from the club.

A 2015 article in Air & Space, a Smithsonian publication, noted that only 4.2 percent of U.S. pilots with an “other-than-student” pilot certificate were women.

As someone who teaches future math teachers, Cullen sees the same problem in in STEM fields – science, technology, engineering and math. But with increased efforts nationally to encourage more women in STEM, Cullen hopes there is a spillover effect.

“I look forward to a future when we have more women pilots,” he said.

Lancair 320, N825D: Accident occurred October 22, 2013 at Flying W Airport (N14), Lumberton Township, Burlington County, New Jersey

Aviation Accident Final Report - National Transportation Safety Board:

Investigation Docket - National Transportation Safety Board:

Aviation Accident Data Summary - National Transportation Safety Board:

NTSB Identification: ERA14CA016
14 CFR Part 91: General Aviation
Accident occurred Tuesday, October 22, 2013 in Lumberton, NJ
Probable Cause Approval Date: 02/13/2014
Aircraft: DENISAR RICHARD A LANCAIR 320, registration: N825D
Injuries: 2 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot initially reported that the airplane landed "a little hard" and he performed a go-around. During the second landing, the right main landing gear collapsed and the airplane departed the right side of the runway. In a subsequent statement, he described the first landing as a "bounce" and suggested a phenolic block in the airframe landing-gear support structure had failed, which resulted in the gear collapse and substantial damage to the airplane. Examination of the wreckage and photographs by a Federal Aviation Administration (FAA) aviation safety inspector revealed that an aluminum landing gear bracket as well as the surrounding structure failed due to impact and overload.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A hard landing by the pilot, which resulted in overload failure of landing gear components and surrounding structure.

Accident Investigation Bureau trains 20 police officers on how to secure aircraft crash sites

The Accident Investigation Bureau (AIB) has completed the training of the first batch of 20 police officers on how to secure air crash sites.

Mr. Olumide Osineye, the bureau’s General Manager, Security and Industries, told newsmen on Sunday in Lagos that the training was aimed at educating police officers on the importance of securing crash sites.

He said the training, which took place at the AIB’s headquarters at the Murtala Muhammed Airport (MMA), Lagos, had officers drawn from the Airport Command and Special Protection Unit of the Ikeja Police Command.

Osineye said the second batch of the training exercise would commence in Abuja in the next one week, noting that it would help to curb the tampering of accident investigative evidences in the country.

He said the exercise would further enhance the performance of accident investigators in the bureau in case of an accident.

Osineye said: “When an accident occurs, the wreckage is a very important entity and there are items of the aircraft that need to be preserved.

“Experience has shown that most of our police officers are just pulled from anywhere without any background or awareness on accident investigation.

“The danger is that when you are not aware, you will just do to the best of your limits, but when you are aware, you know the rudiments, you know the procedures and what should be avoided, protected and preserved.

“So, the main benefit is that this category of people will be able to control an accident site so that there will not be any tampering with the evidences or critical items like the Flight Data Recorder and Voice Data Recorder and other relevant items that can help in investigation of an accident.”

According to him, the initiative is the brainchild of the Commissioner of AIB, Mr Akin Olateru, who insisted that police officers must be adequately trained to support accident investigation.

Osineye explained that the training was also put together to provide aviation security awareness to police officers as well as  explain the roles of the police at aircraft accident sites.

He said the trainees had been constituted into a team to serve as a part of the AIB’s investigative team in case of any accident as first responders.

Lancair 360, N15EG: Accident occurred August 12, 2013 at Hopkins Field Airport (KAIB), Nucla, Montrose County, Colorado

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah

Aviation Accident Final Report - National Transportation Safety Board:

Investigation Docket - National Transportation Safety Board:

Aviation Accident Data Summary - National Transportation Safety Board: 

NTSB Identification: CEN13LA488
14 CFR Part 91: General Aviation
Accident occurred Monday, August 12, 2013 in Nucla, CO
Probable Cause Approval Date: 04/23/2014
Aircraft: GRIFFITH E/BOYD W E LANCAIR 360, registration: N15EG
Injuries: 1 Uninjured.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

The pilot stated that, shortly after departure for a cross-country flight, he noticed that the airplane’s left main landing gear had not retracted. He cycled the landing gear two or three times, but he believed the left main landing gear remained down. After the last landing gear cycling, he reported that he saw three green lights, indicating that all three landing gear were in the down position, so he decided to land. Just after touchdown, the airplane slid to a stop. Although the pilot reported that the landing gear were extended and subsequently collapsed upon landing, examinations indicated that the gear were fully retracted upon touch down.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to extend the airplane’s landing gear before landing.

On August 12, 2013, about 0700 mountain daylight time, a kit-built Lancair 360 airplane, N15EG, experienced a gear-up landing at the Hopkins Field Airport (KAIB) near Nucla, Colorado. The private rated pilot, sole occupant, was not injured. The airplane was substantially damaged. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight that operated without a flight plan. The flight originated from KAIB prior to the accident.

According to the pilot, after departure, he raised the airplane's landing gear and noticed that the left main gear had not retracted. He cycled the gear 2 or 3 times, but the left gear still appeared down. After the last cycling of the gear, he saw three green lights, indicating that all three landing gear were down and locked, so he decided to land. Just after touchdown and without warning, all three landing gear collapsed and the airplane slid to a stop off the right side of the runway. 

The FAA inspector, who responded to the accident site, examined the airplane and reported that the airplane had sustained substantial damage to the rudder. The inspector added that based on the marks on the gear doors, it appeared the landing gear were in the retracted position during the landing.