Thursday, August 03, 2017

Aerostar RX8, N5294Q, Skyline Hot Air Balloons LLC: Accident occurred October 10, 2015 in Albuquerque, New Mexico

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

NTSB Identification: CEN16LA030 
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 10, 2015 in Albuquerque, NM
Probable Cause Approval Date: 08/28/2017
Aircraft: AEROSTAR RX8, registration: N5294Q
Injuries: 1 Serious, 2 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.

After 50 minutes of flight, the commercial pilot landed the balloon and waited for his ground handling crew to arrive. One passenger exited the basket and the pilot and second passenger remained in the basket. When the ground crew arrived, the second passenger and pilot were beginning to exit the basket when a gust of wind pushed the envelope and basket over to a 45° angle. The pilot asked the passenger to hold on and began pulling the envelope deflation line. After a few seconds, the wind shifted and rotated the basket. The pilot and passenger were tossed out of the basket onto the ground. The passenger fell, resulting in a fracture of her shoulder.

The nearest weather reporting facility, located about 15 nautical miles from the accident site, reported wind at 12 knots. The pilot reported that the wind was variable at 3 knots and gusting to 14 knots. The pilot's delay in pulling the vent line completely and deflating the balloon envelope likely made the balloon uncontrollable when the wind gusted. The pilot stated that he should have had the passenger sit down in the bottom of the basket and should have had the ground crew person release the line when the wind shifted.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's delay in deflating the balloon envelope completely after landing, which resulted in a loss of control due to a wind gust.

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Albuquerque, New Mexico

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

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

Skyline Hot Air Balloons LLC: http://registry.faa.gov/N5294Q

NTSB Identification: CEN16LA030
14 CFR Part 91: General Aviation
Accident occurred Saturday, October 10, 2015 in Albuquerque, NM
Aircraft: AEROSTAR RX8, registration: N5294Q
Injuries: 1 Serious, 2 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.

On October 9, 2015, about 0840 mountain standard time, a Aerostar RX8 Balloon, N5294Q, registered to the pilot, encountered a gust of wind after landing. Of the three occupants, the pilot and one passenger were not injured and one passenger sustained serious injuries. The local personal flight was being conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and a flight plan was not filed. The flight originated from the Albuquerque International Balloon Fiesta Park, Albuquerque, New Mexico, about 0750.

The pilot stated that after about 50 minutes of flight, he landed the balloon and waited for his ground crew to arrive. One passenger exited the basket and the second passenger remained in the basket. When the ground crew arrived, the second passenger and pilot were beginning to exit the basket when a gust of wind pushed the envelope and basket over at a 45-degree angle. The pilot told the passenger to hold on and began pulling the envelope deflation red line. After a few seconds, the wind shifted 90-degrees and pushed the envelope and rotated the basket 90 degrees. The pilot and passenger were tossed out of the basket onto the ground. The passenger fell on her right shoulder and struck her head on the burner frame. She was transported to the hospital by ambulance and treated for a fracture of the right shoulder.

About the time of the accident, the nearest weather reporting facility, Albuquerque International Sunport, Albuquerque, New Mexico, located about 15 nautical miles from the accident site, reported wind from 080 degrees at 12 knots. The pilot reported on NTSB Form 6120 that the winds were variable at 3 knots and gusting to 14 knots.

The pilot offered a safety recommendation in the submitted NTSB Form 6120. He stated that he should have had the passenger sit down in the bottom of the basket and should have had the ground line ground crew person release the line when the wind shifted.

Seeley Lake Drone Incursion Leads To Federal Investigation

The drone pilot allegedly responsible for temporarily shutting down aerial firefighting operations on the Rice Ridge Fire near Seeley Lake Wednesday is now the subject of a federal investigation.

The U.S. Forest Service is working in conjunction with the Federal Aviation Administration and U.S. Department of Justice to determine if charges are warranted.

Rice Ridge fire spokesman Mark De Gregorio says law enforcement takes these cases very seriously.

“We’re done messing around with it, quite honestly.”

It’s illegal to fly drones in closed air spaces around fires. Authorities say people could get killed if one of the machines crashed into a helicopter rotor, or a low-flying airplane’s engine.

De Gregorio says no one now has an excuse to behave so recklessly.

“There’s been a campaign now for over two years to inform people that it’s illegal to fly a drone in a fire traffic area," He says. "Now it’s time to start enforcing it, and that’s what we’re doing."

He says Wednesday’s drone incursion stalled aerial firefighting operations over the Rice Ridge Fire for 15 to 20 minutes.

“For the firefighters it’s frustrating cause we’re trying to protect people’s lives and property. and when you have somebody who does something like that for their own purposes, it’s a selfish thing to do and it puts people at risk,” De Gregorio says.

A Forest Service Law Enforcement Officer and a Missoula County Sheriff’s Deputy responded to yesterday’s drone incident in Seeley Lake. No arrests were made, but a joint federal investigation is now underway. Violators could face stiff fines and penalties.

According to the National Interagency Fire Center there have been at least 18 public drone incursions nationally, most of which resulted in the temporary shutdown of aerial firefighting efforts.

Story and audio  ►  http://mtpr.org

Beechcraft 19 Musketeer Sport, N2013G: Accident occurred August 29, 2015 near Dexter Regional Airport (1B0), Penobscot County, Maine

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

NTSB Identification: ERA15LA334
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 29, 2015 in Dexter, ME
Probable Cause Approval Date: 08/28/2017
Aircraft: BEECH B19, registration: N2013G
Injuries: 1 Serious, 1 Uninjured.

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

The student pilot and flight instructor had flown for about 30 minutes before landing and conducting a subsequent takeoff. The instructor stated that, during the initial climb, the engine experienced a partial loss of power. He conducted a forced landing to a field during which the airplane impacted trees, resulting in substantial damage to the engine firewall, fuselage, and left wing. Examination of the engine revealed no evidence of any preimpact mechanical anomalies.

The flight instructor calculated that the total distance required to clear a 50-ft obstacle during the takeoff was 1,300 ft; however, postaccident calculations based on performance data in the airplane’s flight manual indicated a required takeoff distance of about 1,700 ft. Given that there were 30-ft-tall trees located 50 ft beyond the departure end of the 1,250-ft-long turf runway, it is likely that the airplane had insufficient distance available for takeoff and initial climb to clear the trees.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The flight instructor’s inadequate preflight planning, which resulted in collision with trees and terrain during takeoff.



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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Portland, Maine

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

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

http://registry.faa.gov/N2013G

NTSB Identification: ERA15LA334
14 CFR Part 91: General Aviation
Accident occurred Saturday, August 29, 2015 in Dexter, ME
Aircraft: BEECH B19, registration: N2013G
Injuries: 1 Serious, 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.

On August 29, 2015, about 0830 eastern daylight time, a Beech B19, N2013G, was substantially damaged when it impacted trees and terrain near Dexter Regional Airport (1B0), Dexter, Maine. The flight instructor sustained serious injuries and the student pilot was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the local instructional flight, operating under the provisions of 14 Code of Federal Regulations Part 91. The flight was originating at the time of the accident.

According to the flight instructor, the airplane initially departed Old Town Airport (OLD), Old Town, Maine, around 0800. There, he and the student pilot had performed a preflight inspection together with no anomalies noted. The student pilot noted that there was about 43 gallons of fuel in the airplane and drained all three sump points with no evidence of water found in the fuel tanks. The engine oil level was at 6 quarts, which was within limits, as was the drop of engine rpm during the magneto check in the engine run-up.

After taking off from runway 22, the flight proceeded toward 1B0. After about 30 minutes, the airplane overflew the runway, fuel tanks were switched, and the airplane landed uneventfully on runway 34. After landing, the flaps were fully retracted and the carburetor heat was secured. The fuel boost pump remained on.

According to the flight instructor, "We had already calculated the ground roll and 50' clearance and found that we had the length necessary with reasonable margin for error based on temperature, and expected performance and were anticipating to be off the ground in no more than 700' and clear a 50' obstacle by around 1,300'.". After taxiing to runway 25, the student pilot commenced the takeoff roll at the threshold with full power; oil pressure, fuel pressure, and temperature were "normal." In addition, the throttle, mixture, and carburetor heat were checked to be in their correct full forward positions.

According to the flight instructor, with the student pilot at the controls, the airplane lifted off the turf runway, about 600 ft down the runway. The climb was "normal" until about 50 or 60 ft above the runway, and just as the airplane was approaching the departure end the flight instructor noticed that the engine power "suddenly" dropped by 200 rpm, and that the airplane was no longer climbing. The flight instructor took the controls and saw a slight clearing ahead and to the left. He turned the airplane in a 10° bank toward the clearing, and it started slowly sinking into a tree line.

Just before the airplane hit the first tree, the instructor extended the flaps in an attempt to clear it. The propeller was still turning as the instructor heard it cut through the 50-ft tree, although "it could have been wind-milling." The instructor believed the propeller then stopped spinning entirely, the airplane descended into a second tree, and tumbled to the ground.

According to the flight instructor, the airplane was manufactured in 1978. It was equipped with a Lycoming O-320 series, 150-hp, engine. The most recent annual inspection was performed July 21, 2015. According to a Federal Aviation Administration (FAA) inspector, the airframe had accumulated 5,168 total hours of operation at the time of the accident. According to the airplane's type certificate data sheet, its maximum gross weight was 2,150 pounds. The flight instructor reported that the airplane's weight at the time of the accident was 2,000 pounds.

The 0853 recorded weather observation at Bangor International Airport (BGR), Bangor, Maine, located about 22 nautical miles southeast of the accident location, included wind from 210° at 3 knots, visibility 10 miles, overcast clouds at 25,000 ft agl, temperature 17°C, dew point 14°C, and an altimeter setting of 30.17 inches of mercury.

1B0 was located 3 miles east of Dexter, Maine, at an elevation of 533 feet msl. It had two runways designated as 16/34 and 7/25. Runway 16/34 was an asphalt runway, which was 3,008 ft-long by 75-ft-wide. Runway 7/25 was a turf runway, which was 1,250 ft long and 120 ft wide. There were 30 ft-tall trees located about 50 feet beyond the departure end of runway 25.

The airplane came to rest inverted about 400 feet from the departure end of runway 25. The firewall, left wing, and fuselage were substantially damaged. Fuel was noted draining from the wings. The propeller remained attached to the crankshaft. One propeller blade remained straight and the other blade was bent aft about 30°. An examination of the engine by an FAA inspector revealed no obvious mechanical anomalies with the engine.

The carburetor icing probability chart from Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin CE-09-35 Carburetor Icing Prevention, June 30, 2009, showed a probability of serious icing at glide power at the temperature and dew point reported at the time of the accident.

According to manufacturer published performance information, assuming a takeoff weight of 2,150 pounds, the total ground roll required to take off on a grass surface at sea level with calm wind and a temperature of 15°C was 1,105 ft, and the total distance required to clear a 50 ft obstacle was 1,710 ft. The total ground roll required to takeoff on a grass surface at sea level with calm wind at 25°C was 1,220 ft, and the total distance required to clear a 50 ft obstacle was 1,886 ft.

Certified eyes in the sky: Midlothian Police Support Services Commander McKinney and Midlothian Firefighter Happel receive drone pilot certifications



MIDLOTHIAN — With the theoretical training wheels removed, three members of the Southern Regional Response Group took to the skies over Midlothian in search of a body, bomb and certification.

OK, so the body and bomb were just as theoretical as training wheels attached to a DJI Inspire 1, Mavic or Phantom 4 Pro. The certification, however, was very much real and very much in each of their sights. According to Gene Robinson, referred to as the “grandfather” of UAV flight and owner behind Wimberley-based Drone Pilots, Inc., the three did an “outstanding job” and passed with, literal, flying colors.

Robinson is a former general aviation pilot in the United States Air Force and programmer analyst. His program helps to train law enforcement agencies on the proper techniques of drone search and rescue, FAA regulations and how to work as a team using real-world application.




He previously told the Mirror that the Drone Pilots, Inc. mobile unit spent five years creating a standardized, 100-hour training regimen. The course concludes with a hands-on test — which is what Midlothian Police Support Services Commander Cody McKinney and Midlothian Firefighter Michael Happel recently completed at Mockingbird Nature Park.

“There are little things that will really make you a pro team,” said Robinson as the three completed the identification of a “bomb” hidden within a grove of trees in roughly 45 minutes, “but, overall, I think you all did an outstanding job.”

McKinney explained the trio now has “a basic understanding and a working knowledge of the capability of the drone and the multifaceted ideas and uses for them, so it is not just a hobby.”

“We are using these for a purpose. We are using them for search and rescue,” he continued. “We are using them to serve the community in case we have a mass causality or a lost child. There are a lot of implementations for this technology and these devices. It is fascinating, to be honest.”

During the field test, the three members of the Southern Regional Response Group (SRRG) had to demonstrate a working knowledge of maintaining a clean and secure cockpit (the area around the landing zone and drone base), utilize in-flight skills, respond to media or law enforcement requests and work together as a cohesive team.

And they had to do so while tasked with completing two objectives that were not given until minutes before takeoff: finding a bomb and body hidden within the park.

In addition to the job at hand, the SRRG was also surprised with an over-anxious sheriff demanding updates, a visit from the FAA, loss of video and an encounter with a low-flying aircraft.

Frank Buell, one of the three from Drone Pilots, Inc. administering the assessment, stated, “This is the ultimate test. Everything that can go wrong will go wrong during this test.”

“You have so many different things going on,” McKinney explained. “Not only are you responsible for flying and keeping the drone in the air but you are also trying to watch the camera and block out any distractions that are outside from people who want to know what is going on. Then you are also in the mindset of ‘I have to find this person’ so there is always a sense of urgency that puts you in a rush but you are also trying to be thorough. I like this practical application because now you can see what it is that you need to work on. Verbal communication is always the biggest thing.”

SCENARIO 1

The Ellis County Sheriff’s Office requested the SRRG to put a drone in the air to locate a 27-year-old male reported missing 24 hours prior near E. Wyatt Street. The male required medication and was believed to be lost or unconscious. He was also last seen walking in “something orange” in a general direction of a finger point to the northwest by Robinson.

After receiving the intelligence, McKinney briefed the team, and the three went to work utilizing the Inspire 1 on a predetermined flight path set by one of the team members en route to the scene using GPS coordinates. The Inspire is the largest of the three aircraft purchased by the Midlothian Police Department using funds largely from obtained through busts or seizures.

A short time after putting the drone into the air, McKinney informed the overbearing sheriff, a role played by Robinson, that the body had been located and that he appeared to be unconscious. McKinney then supplied the exact coordinates for the ground team to recover the individual.

“There were a couple of little odds and ends there, but those will clean up with experience,” said Robinson with a thumbs up.

SCENARIO 2

With Happel prepared to man the sticks of the Mavic Pro, the smaller and more nimble of the three MPD drones, the team set out in search of a bomb thought to be at the end of the property located near a scorekeeper’s box.

Approximately 450 feet from the cockpit and 3:42 into the flight, Mckinney noticed “something interesting” just as the Mavic dipped below a tree line and the team lost visual. The team then quickly decided to return to base and switch to the Phantom 4 Pro.

After a brush with a demanding FAA representative, the team identified the bomb roughly 42 minutes into the mission and after just over 11 minutes of flight time. The Phantom returned to the LZ 45 seconds later to a round of “nice job” and “well done.”

“I like the way they teach and they teach real-world applications,” McKinney said. “They have done it. There is not any other teams or organizations that I have found who offer that and they put their name on it with a policy and procedure. They will stand behind you. If you train their way after they teach you their way then they will back you and that’s great.”

Story and photo gallery ► http://www.waxahachietx.com

Bell 47G-3B-1 Sioux, N4002G, Ewing Flying Services LLC: Accident occurred August 03, 2015 in Camden, Wilcox County, Alabama

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

NTSB Identification: ERA15LA296 
14 CFR Part 91: General Aviation
Accident occurred Monday, August 03, 2015 in Camden, AL
Probable Cause Approval Date: 08/28/2017
Aircraft: BELL 47G 3B 1, registration: N4002G
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 airline transport pilot was repositioning the helicopter in preparation for spraying operations the next day. He reported that, about 1/2 mile from the intended off-airport landing area, while at an altitude of 300 ft above ground level, the helicopter’s cyclic control became very stiff, consistent with a hydraulic system failure. He continued the approach to the landing zone, which was a cleared area of forest that contained brush, fallen trees, and dirt mounds. During the approach, he unsuccessfully attempted to follow the procedure to relieve hydraulic system control pressure, which included turning off the hydraulic system switch, but was unable to remove his hands from the controls and also maintain control of the helicopter. He ultimately elected to land without turning off the hydraulic system switch. During the landing, a portion of the helicopter’s agricultural spray boom contacted the trees and brush, and the helicopter yawed to the left. The helicopter then began to oscillate as its skids contacted the uneven ground and obstructions before it ultimately rolled over, impacted the ground and caught fire. Fire damage to the engine and hydraulic system components precluded a postaccident examination, and its mode of failure could not be determined. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A failure of the helicopter's hydraulic flight control systems for reasons that could not be determined due to the fire damage, and the pilot's inability to turn off the hydraulic system to relieve control pressure.

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Birmingham, Alabama

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

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

Ewing Flying Services LLC: http://registry.faa.gov/N4002G

NTSB Identification: ERA15LA296
14 CFR Part 91: General Aviation
Accident occurred Monday, August 03, 2015 in Camden, AL
Aircraft: BELL 47G 3B 1, registration: N4002G
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.

On August 3, 2015, about 1600 central daylight time, a Bell 47G-3B-1, N4002G, operated by Ewing Flying Services LLC, was substantially damaged during a loss of control on landing near Camden, Alabama. Visual meteorological conditions prevailed, and no flight plan was filed for the flight which originated in Thomaston, Alabama and was destined for Oak Hill, Alabama. The helicopter was operated under the provisions of 14 Code of Federal Regulations Part 91 as a positioning flight.

The pilot was repositioning the helicopter for spraying operations scheduled to take place the following day. He has been airborne for approximately 20 minutes, and had used 10 gallons of fuel out of the 42 gallons he reported carrying. When he was at 300 feet altitude and about a half a mile out on approach to the off-airport landing zone, the hydraulic system augmenting the controls failed and the cyclic controls became stiff. He braced his left leg under the collective pitch control and grabbed the cyclic with his left hand, but he was unable to cycle the hydraulic system switch with his right hand because the collective control had drifted down, increasing his descent rate. The pilot responded by grabbing the collective and cyclic controls and left the hydraulic switch in the on position. 

He continued the approach into the landing zone, which was a large clearing in a forest. Just prior to touchdown, the agricultural spray boom made contact with trees and brush, and yawed the helicopter to the left. During the touchdown, the heel of the left skid struck a dirt mound, rocking the helicopter forward. Subsequently the toe of the right skid struck the ground, the helicopter began to oscillate, and rolled to the left. The pilot attempted to correct, but the helicopter continued to rollover until it impacted the ground, coming to rest on the left side. After the impact, the pilot evacuated as fuel poured out of the right tank directly into the engine and cockpit area. The fuel ignited and the fire consumed the fuselage and caused significant damage to the transmission, engine and components. The hydraulic pump was extensively damaged by the fire and unable to be inspected.

According to the Federal Aviation Administration (FAA) airworthiness and maintenance records, the helicopter was equipped with a supplemental type certificate for the Soloy Allison 250-CID turbine engine conversion. In addition, the helicopter was equipped with an agricultural spray boom that was mounted under the forward fuselage above the skid and aft of the skid toe. It was approximately 30 feet in length and extended about 12 feet from both sides of the cockpit. The helicopter's most recent 100 hour inspection was performed on February 19, 2015. At the time of the inspection, the airframe had accumulated 13,719.2 hours total time and the engine total time was 2,906.7hours. Additionally, mast, bearing, hub and swashplate maintenance was performed on July 9, 2015 at 13,764.2 hours total time and engine total time of 2951.7. 

According to FAA records, the pilot held commercial and airline transport pilot certificates, with ratings for airplane single engine land, airplane multi engine land, and rotorcraft helicopter. His last flight review was conducted on July 5, 2015 in the same make and model as the accident helicopter, and his most recent second-class medial was issued on May 14, 2015. He reported over 20,000 hours of total flight time, of which, 15,000 hours were in helicopters, and 1,080 in the same make and model as the accident helicopter.

An FAA inspector examined the helicopter at the accident site. According to the inspector, the fuselage, main rotor blades, and tail boom were substantially damaged during the accident sequence and fire consumed the fuselage and damaged the engine and components. The accident site was a forested clearing. The ground in the immediate vicinity was burned, but remnants under the helicopter and in the area around the accident site contained brush, 1-inch diameter branches and immature saplings. In addition, several larger diameter fallen pine trees were near the helicopter. A dirt mound approximately 14 to 18 inches tall and several feet long was 3 feet to the left of the helicopter near the main rotor head. 

According to the Bell Helicopter Flight Manual Model 47, Section 2 Operating Procedures, "Hydraulic boost failure will be evident by feedback forces being transmitted to the cyclic stick when a control motion is made. Feedback forces may not be present or are negligible when the cyclic stick is held fixed or during autorotation. Feed-back forces encountered when moving the cyclic stick will be proportionate in intensity to an envelope of factors directly affected by airspeed, gross weight and climatic turbulence. When hydraulic boost power loss is detected, reduce cyclic control motions to the minimum required to complete the flight…" It also stated, "If jamming of the controls or a condition of the controls tending to override the pilot is experienced, the HYD (hydraulic) SYSTEM switch, located on the instrument panel, should be immediately moved to OFF to relieve hydraulic pressure…" 

According to the FAA Helicopter Flying Handbook; FAA-H-8083-21A, under System Malfunctions & Hydraulic Failure, it states "If hydraulic power is not restored, make a shallow approach to a running or roll-on landing. This technique is used because it requires less control force and pilot workload."

Fort Wayne city police demonstrate drones



Four Fort Wayne city police officers will undergo a nine-day training program to certify them as Federal Aviation Administration remote pilot-in-command officers for two Typhoon H-Pro with Real Sense drones.

"We looked at a lot of different models and we really liked this one because it's a hex platform and it has six blades, it's very stable," Officer James Rowland said. 

The drones were demonstrated Thursday at the Ivy Tech Public Safety Academy on Fort Wayne's southeast side. The pair of drones cost just under $10,000 for the pair. Police say once the drones are in use, they will only be used under the authority of a search warrant, except in select situations. Those incidents include active shooter situations, barricade incidents, missing persons cases, terrorist attacks, natural disasters, geographical and environmental surveys and aerial photography and video images of motor vehicle accident sites. 

Mayor Tom Henry was on hand Thursday for the demonstration. He praised the purchase as a way to assist police in their duties.



"We have a limited number of police officers in an area that is pretty immense," Henry said. "Any time we can add technology to assist them in everything from Amber Alerts to hostage situations, anything we can use to assist them to raise the comfort level of our police department and of those affected is a good thing."

Aerial Support Unit officers will work in teams of two, with one officer assigned as a visual observer to assist with pre-flight, launch and landing procedures, as well as to maintain situational awareness and communications with other on-scene law enforcement personnel. The other team member, known as the remote pilot in command, will pilot the drone. 

The Fort Wayne Police Department will expand the unmanned aircraft system in the future to include nighttime mission capabilities. 

Story and photo gallery  ►  http://www.journalgazette.net

Piper PA-46-310P Malibu, N9133G: Accident occurred March 01, 2015 at Roberts Field Airport (KRDM), Redmond, Deschutes County, Oregon

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

NTSB Identification: WPR15LA137 
14 CFR Part 91: General Aviation
Accident occurred Sunday, March 01, 2015 in Redmond, OR
Probable Cause Approval Date: 09/06/2017
Aircraft: PIPER PA 46-310P, registration: N9133G
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 private pilot reported that, about 30 minutes into the private, cross-country flight and while the airplane was cruising at 23,000 ft mean sea level, the engine started running roughly. The pilot noticed that the No. 5 cylinder head temperature (CHT) was lower than normal. He cycled the magnetos and noticed that the engine ran rougher than normal when the left magneto was selected. He then enriched the mixture, and the engine smoothed out. He continued to monitor the engine and adjust the mixture. About 30 minutes later, the engine lost power. The pilot diverted to a nearby airport and attempted to line up for a runway but did not have sufficient altitude. He performed a forced landing to the airport infield, which resulted in the nose landing gear collapsing and structural damage to the wing spar. 

Postaccident examination of the engine did not reveal any anomalies that would have precluded normal operation. During an engine test run up to full power, the only anomaly noted was that the No. 5 CHT was 50 to 70° lower than all the other cylinders. However, the lower CHT likely would not cause a loss of engine power.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A loss of engine power during cruise flight for reasons that could not be determined because postaccident examination of the engine did not reveal any anomalies that would have precluded normal operation.

On March 1, 2015, at 0940 Pacific standard time, a Piper PA-46-310P, N9133G, executed a forced landing into Roberts Field Airport, Redmond, Oregon, after a loss of engine power. The airplane was registered to, and operated by, the private pilot under the provisions of 14 Code of Federal Regulations, Part 91. The pilot was not injured, and the airplane sustained substantial damage to both wings. Visual meteorological conditions prevailed, and an instrument flight plan had been filed. The flight originated from Oak Harbor, Washington, at 0800.

The pilot reported that he was cruising at 23,000 feet mean sea level (msl) when he noticed the engine running a bit rough as he passed Portland, Oregon. He noticed that the number 5 cylinder head temperature (cht) was lower than normal. The pilot cycled the magnetos and noticed that the engine ran rougher than normal when the left magneto was selected. The engine smoothed out when he enriched the mixture. He continued to monitor the engine and adjusting the mixture. About 30 minutes later engine power completely dropped off. The pilot diverted to Roberts Field, Redmond, Oregon, using his GPS for navigation. About 2 miles out he acquired the airport visually, and attempted to line up for a runway but did not have enough altitude. He performed a forced landing into the airport infield. The landing resulted in a collapsed nose landing gear, and wing spar damage at both main landing gear mounts.

On March 3, 2015, an airframe and power plants (A&P) mechanic examined the airplane under the supervision of a Federal Aviation Administration (FAA) inspector. He reported on the airframe structural damage, and that he found no obvious reason for the loss of engine power. The airplane was then relocated to a facility in Greeley, Colorado, for further examination.

The airplane was equipped with a EDM 930 engine data monitoring system. On April 14 the data from the EDM 930 was downloaded and sent to the NTSB Investigator-in-Charge (IIC). The data showed that about 25 minutes before the loss of engine power the number 5 cylinder head temperature (cht) started to trend about 50°F below its previous steady temperature (300°F), and then fluctuate twice between 300°F – 250°F during the last 12 minutes. The exhaust gas temperature (egt) remained steady for cylinder number 5 throughout the record. All the remaining cylinders exhibited steady egt and cht values.

On May 13, 2015, the NTSB IIC, and a technical representative from the engine manufacturer examined the airplane. A fuel sample was taken from the fuel strainer. The fuel sample was light green in color and tested negative for water or kerosene/jet fuel contamination. Results of a chemical analysis confirmed that the sample was chemically consistent with 100LL avgas. The engine was examined externally, the cylinders bore scoped, sparkplugs inspected, internal magneto timing verified, and internal continuity confirmed by rotating the propeller/crankshaft. The number 5 cylinder fuel injection nozzle was removed, examined, and found to be in good condition with no blockages. An external fuel tank was plumbed into the right-wing fuel outlet and an external priming pump placed inline. The engine started on the first attempt, ran smoothly at idle, magneto checked performed, and the engine was run up to red line producing full power. No anomalies were noted during the engine run other than that the number 5 cylinder head temperature was notably 50°-70°F cooler than all the other cylinders.

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Hillsboro, Oregon
Continental Motors Inc; Mobile, Alabama

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

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

http://registry.faa.gov/N9133G

NTSB Identification: WPR15LA137
14 CFR Part 91: General Aviation
Accident occurred Sunday, March 01, 2015 in Redmond, OR
Aircraft: PIPER PA 46-310P, registration: N9133G
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.

On March 1, 2015, at 0940 Pacific standard time, a Piper PA-46-310P, N9133G, executed a forced landing into Roberts Field Airport, Redmond, Oregon, after a loss of engine power. The airplane was registered to, and operated by, the private pilot under the provisions of 14 Code of Federal Regulations, Part 91. The pilot was not injured, and the airplane sustained substantial damage to both wings. Visual meteorological conditions prevailed, and an instrument flight plan had been filed. The flight originated from Oak Harbor, Washington, at 0800.

The pilot reported that he was cruising at 23,000 feet mean sea level (msl) when he noticed the engine running a bit rough as he passed Portland, Oregon. He noticed that the number 5 cylinder head temperature (cht) was lower than normal. The pilot cycled the magnetos and noticed that the engine ran rougher than normal when the left magneto was selected. The engine smoothed out when he enriched the mixture. He continued to monitor the engine and adjusting the mixture. About 30 minutes later engine power completely dropped off. The pilot diverted to Roberts Field, Redmond, Oregon, using his GPS for navigation. About 2 miles out he acquired the airport visually, and attempted to line up for a runway but did not have enough altitude. He performed a forced landing into the airport infield. The landing resulted in a collapsed nose landing gear, and wing spar damage at both main landing gear mounts.

On March 3, 2015, an airframe and power plants (A&P) mechanic examined the airplane under the supervision of a Federal Aviation Administration (FAA) inspector. He reported on the airframe structural damage, and that he found no obvious reason for the loss of engine power. The airplane was then relocated to a facility in Greeley, Colorado, for further examination.

The airplane was equipped with a EDM 930 engine data monitoring system. On April 14 the data from the EDM 930 was downloaded and sent to the NTSB Investigator-in-Charge (IIC). The data showed that about 25 minutes before the loss of engine power the number 5 cylinder head temperature (cht) started to trend about 50°F below its previous steady temperature (300°F), and then fluctuate twice between 300°F – 250°F during the last 12 minutes. The exhaust gas temperature (egt) remained steady for cylinder number 5 throughout the record. All the remaining cylinders exhibited steady egt and cht values.

On May 13, 2015, the NTSB IIC, and a technical representative from the engine manufacturer examined the airplane. A fuel sample was taken from the fuel strainer. The fuel sample was light green in color and tested negative for water or kerosene/jet fuel contamination. Results of a chemical analysis confirmed that the sample was chemically consistent with 100LL avgas. The engine was examined externally, the cylinders bore scoped, sparkplugs inspected, internal magneto timing verified, and internal continuity confirmed by rotating the propeller/crankshaft. The number 5 cylinder fuel injection nozzle was removed, examined, and found to be in good condition with no blockages. An external fuel tank was plumbed into the right-wing fuel outlet and an external priming pump placed inline. The engine started on the first attempt, ran smoothly at idle, magneto checked performed, and the engine was run up to red line producing full power. No anomalies were noted during the engine run other than that the number 5 cylinder head temperature was notably 50°-70°F cooler than all the other cylinders.

Loss of Engine Power (Total): Lancair IV-P, N420M; fatal accident occurred August 03, 2017 near McClellan Airfield (KMCC), Sacramento County, California

Dr. Marshall Michaelian


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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Sacramento, California

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/N420M

Location: Rio Linda, CA
Accident Number: WPR17FA179
Date & Time: 08/03/2017, 1503 PDT
Registration: N420M
Aircraft: Michaelian Lancair IV-TP
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 3, 2017, at 1503 Pacific daylight time, an experimental, amateur-built Lancair IV-TP, N420M, was substantially damaged when it was involved in an accident near Rio Linda, California. The commercial pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

An onboard GPS and avionics unit captured data from the accident flight; the airplane departed Auburn Municipal Airport (AUN), Auburn, California, about 1455. The pilot established the airplane on a heading of about 195° toward the destination of San Carlos, California and began to climb. The pilot contacted air traffic control and requested visual flight rules flight following to the destination, and when the controller advised the pilot that the airplane had been identified on radar, the pilot did not respond. The controller then saw the airplane turn and descend toward McClellan Airfield (MCC), Sacramento, California; no further communications were received from the accident pilot. (See Figure 1).

Figure 1: Flight Track Showing Diversion

Data showed that, at 1459:17, the fuel pressure began to rise from about 40 pounds per square inch (psi) to 43 psi. A few seconds later, after reaching 6,492 ft mean sea level (msl), the airplane pitched down and banked to the left, reaching 25° nose down and 36° left wing down. At 1459:24, torque and N1 (gas generator speed) were at 64% and 95%, respectively, and 15 seconds later, began to decrease consistent with the engine producing idle power. During that time, the oil pressure dropped from about 31 to 15 psi and fuel flow was reduced from 46 to 16 gallons per hour; the interstage turbine temperature decreased from 1,118°F to 786°F.

At 1459:53, the oil pressure increased to 28 psi and the voltage began to slowly decrease from 28 volts, consistent with the generator turning off and the airplane being powered by the standby alternator. The N1 stabilized about 65%, and the engine torque dropped to about 8%. At 1501:41, N1 began to decrease again and reached 0 about 15 seconds later, with a simultaneous decrease in oil pressure and ITT. At 1502:00, the aircraft banked about 40° to the left, aligning with runway 16 at MCC.

During the last 38 seconds of the flight, the airplane lost about 425 ft of altitude while slowing from 125 knots (kts) to 89 kts. During this time, the engine torque and N1 were 0, while the propeller rpm consistently slowed from 1,746 to 948. The next data point, 1 second later, depicted the airspeed as 0, and several parameters showed discontinuities consistent with impact.

Witnesses saw the airplane flying south along 28th Street toward MCC at low altitude. The airplane then made a sharp turn to the right and disappeared into the trees.

After the accident, the pilot's family listened to the radio transmissions for the final portion of the flight and they stated that they heard the pilot make three radio transmissions, the second of which was not discernable aside from the airplane's registration number. The third transmission was (presumably) the pilot acknowledging a controller's directions to squawk a discrete code by pressing the microphone; the pilot did not report an emergency or convey that he was in distress. 

Pilot Information

Certificate: Commercial
Age: 71, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 10/01/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 02/01/2016
Flight Time:  (Estimated) 7300 hours (Total, all aircraft) 

The pilot's personal flight records were not recovered. On his last application for a medical certificate, the pilot reported 7,000 total hours of flight experience. 

Aircraft and Owner/Operator Information

Aircraft Make: Michaelian
Registration: N420M
Model/Series: Lancair IV-TP
Aircraft Category: Airplane
Year of Manufacture: 2004
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: LIV 071
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 08/04/2016, Condition
Certified Max Gross Wt.:
Time Since Last Inspection: 61 Hours
Engines: 1 Turbo Prop
Airframe Total Time: 934.7 Hours at time of accident
Engine Manufacturer: Diemech Turbines
ELT: Installed
Engine Model/Series: M601D
Registered Owner: Pilot Proficiency Inc.
Rated Power: 750 hp
Operator: On file
Operating Certificate(s) Held: None

The Lancair IV-TP was an experimental, amateur-built airplane constructed mainly of composite materials The pilot purchased the kit directly from Lancair International Inc., in November 1995. The airplane received a special airworthiness certificate in the experimental category in September 2004. The logbook entry on August 4, 2016, stated that "a list of discrepancies and unairworthy items" were provided to the airplane's owner. This list, and the mechanic who performed the inspection, could not be located after the accident. The pilot recorded that he replaced the starter/generator in July 2016 at a total time of 868.0 hours.

Engine and Propeller

The Diemech M601D engine is a two-spool engine comprising a gas generator that drives a power turbine, which drives a reduction gearbox. The gas generator compressor consists of two axial flow stages and one centrifugal stage. Inlet air enters the compressor section radially just forward of the accessory section and travels forward through the compressor. The exiting compressor air enters an annular combustor to mix with fuel for the combustion process. The gas generator turbine nozzles then direct the expanded flowpath gases to the gas generator turbine, which directs the exiting gases to the power turbine for the final power extraction before exiting the engine forward of the compressor inlet.

The power turbine drives the propeller system by means of the reduction gearbox. The accessory gearbox, which is located on the aft end of the engine drives all engine accessories by a direct shaft coming from the compressor spool. Typical engine accessories are the main fuel pump, fuel control unit, starter/generator, hydraulic pump, and the propeller governor, which is driven by the reduction gearbox located at the front of the engine.

The oil system is a circulatory pressure system with an integral oil tank incorporated into the accessory gearbox. This system provides lubrication for all areas of the engine and oil pressure for the torque meter and propeller pitch control.

The powerplant was controlled by three sets of levers. The power lever controlled the power output of the engine and the propeller blade angles in Beta and reverse. The propeller lever controlled the propeller speed via the primary propeller governor and emergency propeller feathering. The condition lever actuated the fuel shutoff valve and, if an emergency circuit was on, controlled engine power.

The propeller was equipped with an overspeed governor on the cylinder front face, which featured an internal spring-loaded weighted valve. Centrifugal forces of the propeller rpm act on the weighted valve, and once the spring pressure is overcome, the valve opens, allowing oil from the low pitch area in the hub to the drain until the rpm decreases to correspond with speed setting.

The airplane was not equipped with an emergency electric propeller feather pump; thus, emergency feathering could be activated by moving the propeller lever onto the feather stop. However, this required the gas generator portion of the engine to still be operating, since the gas generator drove the main oil pump and provided oil pressure to the propeller for pitch control and emergency feathering. However, when an engine loses power for any reason, the gas generator section quickly stops rotating and there is no engine oil pressure available to feather the propeller. With no engine power to turn the propeller, it will quickly stop rotating, making the counterweights and aerodynamic pressure on the rotating blades the only driving force available to feather the propeller. Unless the pilot immediately moves the propeller conditioning lever into the feather stop when the engine loses power, the propeller will effectively be locked at the blade pitch that was selected at the time of the engine failure.

Fuel System

The airplane was last fueled on July 29. According to the refueling technician, the pilot requested that the airplane be refueled to capacity, and the records indicated he purchased 103 gallons of Jet A. The technician recalled filling both of the wing tanks; he noted that the pilot rarely filled the belly tank. Onboard data indicated that the right and left fuel tanks each contained about 20 gallons of fuel before the flight, but the total amount of fuel onboard was unknown.

The fuel system comprised two 56-gallon wing tanks and a 36-gallon belly tank; all tanks fed into a 24-gallon header tank. From the header tank via an electric boost pump, the fuel passed through a filter and continued by the fuel pressure sensor and then the fuel flow sensor to the fuel control unit (FCU). The fuel pressure and flow rate displayed on the instrument panel were based on what the pressure header tank supplied to the FCU. The header tank was equipped with a vent line.

The airplane was equipped with a VR Avionics Fuel System Management (FSM), which was designed to automatically select the fuel tank with the lowest quantity as the feeder tank. In an effort to equalize the fuel level, the tank would be switched to the lowest when an imbalance of 3 gallons was reached. The system additionally monitored the fuel pumps and fuel pressure, providing the pilot with an annunciation if the levels were low. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KMCC, 77 ft msl
Distance from Accident Site: 2 Nautical Miles
Observation Time: 2155 UTC
Direction from Accident Site: 178°
Lowest Cloud Condition: Clear
Visibility:   10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 240°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.87 inches Hg
Temperature/Dew Point: 37°C / 7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: AUBURN, CA (AUN)
Type of Flight Plan Filed: VFR
Destination: SAN CARLOS, CA (SQL)
Type of Clearance: VFR Flight Following
Departure Time: 1454 PDT
Type of Airspace:

Airport Information

Airport: MC CLELLAN AIRFIELD (MCC)
Runway Surface Type: Concrete
Airport Elevation: 76 ft
Runway Surface Condition: Dry
Runway Used: 16
IFR Approach: None
Runway Length/Width: 10599 ft / 150 ft
VFR Approach/Landing:  Forced Landing; Straight-in

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 38.703889, -121.401667 

The accident site was in the back yard of a residence located at the corner of two streets. Powerlines were located 190 ft north of the wreckage with two support structures (wood poles) on both sides of the street about 73 ft apart. A powerline about 190 ft from the main wreckage exhibited several bends in the center area consistent with airplane impact. (See Figure 2)

Figure 2: Accident Site

The airplane came to rest upright on level terrain oriented on an approximate 100° magnetic heading. The main wreckage, which comprised a majority of the airframe and engine, was located about 1.3 nautical miles (nm) from the approach end of runway 16 at MCC.

The airframe remained relatively intact and the cockpit sustained minor crush damage. The throttle was between the mid- and full-throttle positions; the propeller lever was at feather and the condition lever was mid-range. The throttle quadrant retention clip was displaced and the throttle lever was slightly bent. It could not be determined if the clip displacement was the result of cockpit deformation at impact.

The generator switch was selected to "on," and the generator circuit breaker was out. The air conditioner switch was "on."

Fuel System

According to the recorded airplane data, the fuel pressure remained relatively stable through the flight. After the accident, the left and right fuel pumps were selected to "auto" and the center pump was selected to "off." During post-accident examination, the fuel line was detached from the FCU and the system was activated. Upon activation of the boost pump, about 20 gallons of fluid was pumped from the header tank at a flow rate of about 70 gph, consistent with normal operation.

An external examination revealed that the FCU had sustained impact damage, and whether there was air in the system could not be determined. Functional testing of the FCU and hydromechanical system revealed no anomalies that would have prevented normal operation. The mechanical fuel pump was removed and disassembled, revealing that its shaft was intact. There was no evidence of excessive wear or pre-impact damage that would have prevented normal operation.

Engine Examination

The engine was removed and placed in a test cell for operational testing. The engine started normally. The propeller was cycled twice from fine to feather pitch to purge the propeller piston cavity of air. After an initial idle period, the engine power was increased to 85% N1. Acceleration and deceleration behavior were acceptable, with no indications of hesitation, stall, or flameout.

The examination revealed no evidence of pre-impact mechanical malfunction or failure that would have precluded normal operation.

Propeller Examination

The propeller was generally intact and clean. The spinner was not present. When one blade was rotated around its span axis, all other blades rotated in unison, consistent with internal mechanical integrity. There was no evidence of positive blade twisting along the span axis, which is normally observed when the propeller is being driven with engine power at impact. The leading edges of all the blades, although abraded from normal use, displayed no evidence of soft or hard body impact damage. A geometric analysis of shear damage to the bearing ring concluded that the blades were at the minimum flight angle (low pitch stop) of about 18° to 20°, or fine pitch. The emergency condition of the blades during an engine problem should be feather, or 90°; the dual-acting propeller was not equipped with an internal feathering spring.

Propeller Governor

An external visual examination revealed that the propeller governor was undamaged. Oil was seen exiting the mounting flange passages. The accident airplane was not equipped with an emergency electric propeller feathering pump. According to Lancair, there was no requirement or installation guidance for such a system.

The airplane was equipped with a VR Avionics Turbine Starter Limiting/Monitoring System (TSLM). It was designed to act as a start sequence controller, an engine protection limiter, and an engine monitor/recorder. Data from the unit indicated that the pilot did not attempt to restart the engine during the flight. 

Medical And Pathological Information

The County of Sacramento Coroner, Sacramento, California, completed an autopsy on the pilot. The cause of the pilot's death was listed as blunt force injuries. Atherosclerotic disease was reported as a finding, with up to 70% and 60% stenosis in the left anterior descending branch and right coronary arteries, respectively. An area of fibrosis, confirmed by microscopic exam, was also reported, consistent with a remote myocardial infarction. No other significant natural disease was identified. These findings placed the pilot at some increased risk for a sudden cardiac event, including a heart attack or arrhythmia. First responders reported that the pilot stopped breathing shortly after being extricated from the wreckage.

Toxicology testing performed at the FAA's Forensic Sciences Laboratory was negative for carbon monoxide and ethanol. The results were positive for Atorvastatin and Pioglitazone.






















































NTSB Identification: WPR17FA179
14 CFR Part 91: General Aviation
Accident occurred Thursday, August 03, 2017 in Rio Linda, CA
Aircraft: Michaelian Lancair IV-TP, registration: N420M
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 August 03, 2017, at 1503 Pacific daylight time, a single-engine experimental Michaelian Lancair IV-TP, N420M, impacted a residential area in Rio Linda, California following a loss of engine power while on approach to Mc Clellan Airfield, Sacramento, California. The commercial pilot, the sole occupant, was fatally injured; the airplane was substantially damaged. The airplane was registered to Pilot Proficiency Inc., and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The personal flight departed from Auburn Municipal Airport, Auburn, California at 1455 with a planned destination of San Carlos Airport, San Carlos, California. Visual meteorological conditions prevailed and a flight plan had not been filed; the pilot was receiving flight following advisories.

Located in the wreckage was a Garmin GPSMAP 396, battery-powered portable GPS receiver. The unit stores date, route-of-flight, and flight-time information; all recorded data is stored in non-volatile memory.

Recorded data plots were recovered for the time frame that matched the anticipated flight track of the airplane departing from Auburn. The track indicated that the airplane departed from runway 25 about 1455. After becoming airborne, the airplane climbed and headed toward San Carlos on a heading of about 220 degrees. At 1459:28, with the airplane about 6,800 ft msl, the airplane began a gradual descent and shifted to a 240-degree heading. The airplane continued in the direction while cruising between about 215-200 kts until 1502:02 when the airplane made a left turn to adjoin the final approach leg to runway 16 at Mc Clellan Airfield.

The last six hits of the flight track occurred over 35 seconds from 1502:06 to 1502:41. During that time the speed increased from 130 kts to 91 kts and the altitude decreased about 510 ft. The last recorded point placed the airplane approximately 790 feet north-northeast of the accident site at 155 feet msl.

Numerous witnesses observed the airplane flying south along 28th street toward Mc Clellan Airfield at a low altitude. The airplane suddenly made a sharp turn to the right and disappeared into the trees.

The accident site was in a backyard of a residence located on the corner of U street (east-west oriented) and 28th street (north-south oriented). Powerlines were located 190 ft north of the wreckage with two support structures (wood poles) on both sides of 28th street (south side of U street), at a distance of 75 ft apart. The lines had been separated from the west structure attach fittings (35-ft high) but remained attached to the east structure (about 50 ft high). The upper powerline had several bends in the center area consistent with the airplane having made contact with the wire.



RIO LINDA (CBS13) — The wreckage of Thursday’s deadly small plane crash was removed from the backyard of a Rio Linda home on Friday.

The pilot killed in that crash is being remembered for his giving-spirit and passion for flying.

Dr. Marshall Michaelian died when his plane crash-landed in a backyard a mile from the McClellan Air Field Thursday.

Crews hoisted the wreckage from the small plane—backwards from its final crash landing spot in a backyard.

The airplane’s tail battered, its wings sawed off, its propellers bent

The FAA reports the plane was bound for San Carlos from Auburn when investigators believe the pilot attempted an emergency landing at McClellan Airfield.

Air traffic recordings describe the initial crash aftermath.

“We got a downed aircraft out here.”

“Can you let us know if you can see anything? They’re a mile out from the runway right on the approach in.”

The pilot, oral surgeon Marshall Michaelian is shown in photos on his dental practice website with his Lancair plane that he was flying when he crashed.

Michaelian was a volunteer for “Angel Flight” and had flown 28 missions, flying children with burn scars and hearing impairments to special needs camps in his plane.

“It’s sad, it’s very sad,” Auburn pilot Kenton Kiaser said.

Kiaser had recently befriended Michaelian.

He says Michaelian’s Lancair, a high-performance plane, was the envy of the airport.

“He had quite a bit of experience with the hours he had, and he had built the airplane that he was flying,” Kiaser said.

NTSB crews removed the plane from the crash site and will deconstruct it at a wreckage warehouse.

“I’ll do a teardown examination, where I’ll thoroughly look at the engine,” NTSB investigator Zoe Keliher said.

An NTSB preliminary investigation report is expected to be released next week. A full crash report will take a year.







The National Transportation Safety Board says Marshall Michaelian was flying from Auburn Municipal Airport with a destination of San Carlos south of San Francisco.

Witnesses told the Sacramento Sheriffs Department they saw his single-engine plane hit a power pole and trees before crashing into the yard of a home at the corner of 28th and U Streets in Rio Linda. Michaelian was pronounced dead at the scene.

The  Sacramento County Coroner has not released a cause of death.

Michaelian was flying a Lancair IV P. Lancair sells planes in kits to be assembled by people at their homes.

According to the National Transportation Safety Board, 28 Lancair planes have crashed since 1989, 11 of the crashes resulted in a fatality.

Six of the 28 crashes involved an IV P model.

The NTSB says failure to maintain sufficient speed was the cause of half of the IV P crashes.

The Federal Aviation Administration requires home-built aircraft be certified and pass annual airworthiness inspections.

The Federal Aviation Administration says a homebuilt aircraft must first receive an airworthiness certificate which can be obtained after 40 hours of flight time that prove it is "controllable."

Even with a certificate, pilots may not fly over populated areas unless they are in the process of landing at or taking off from airports.

Homebuilt aircraft must undergo the same annual or 100 flight-hour, whichever comes first, inspections as aircraft with standard airworthiness certificates.

FAA and NTSB inspectors are reviewing the crash.


http://www.capradio.org

The pilot of a small home-built airplane died when when the aircraft crashed into the yard of a Rio Linda home Thursday afternoon.

Sgt. Tony Turnbull, Sacramento County sheriff’s spokesman, said deputies responded to a report of a plane crash about 3 p.m. on property at 28th and U streets.

The pilot, the only person on board, was unresponsive. Sacramento Metropolitan Fire Department personnel provided medical aid, but the man was pronounced dead at the scene.

Turnbull said the plane did not damage any structures and no one else was injured.

The plane was a single-engine, home-built Lancair IV-P, according to Ian Gregor, a spokesman for the Federal Aviation Administration.

Tunbull said no information was available on where the flight originated or where the plane was headed. Witnesses reported that the plane was southbound at a low altitude, and it clipped power lines and trees as it came down on the property, he said.

The name of the pilot has not been released.

An investigation will be conducted by the FAA and the National Transportation Safety Board.

Turnbull said 28th Street is closed between Elverta Road and Elkhorn Boulevard, and U Street is closed between 26th and 30th streets.


RIO LINDA, Calif. (KCRA) — A pilot died Thursday afternoon after his small plane crashed into a Sacramento County neighborhood, the Sacramento County Sheriff's Department said.

The pilot was the only person on board the plane at the time.

The plane crashed into the backyard of a Rio Linda home near 28th and U streets, the Sacramento Metro Fire Department said. The scene is just north of McClellan Airfield.

The FAA said the plane -- a single-engine, home-built Lancair IV-P aircraft -- crashed for unknown reasons.

The incident will be investigated by the FAA and the NTSB.

A small power outage was reported in the area due to the plane crash. Aerial video from LiveCopter 3 shows downed power lines and trees at the crash scene.