Thursday, August 17, 2017

Former Bahamasair Pilot Admits Hitting Friend With Bottle After Argument At Bar

A former Bahamasair pilot was given an absolute discharge by the chief magistrate despite pleading guilty to striking his friend over the head with a Bud Light beer bottle and damaging his eyeglasses following a heated bar argument and scuffle last month.

Richard Marshall, 65, stood before Chief Magistrate Joyann Ferguson-Pratt facing one charge of assault with a dangerous weapon and one charge of causing damage concerning his July 1 argument with his friend, Godfrey Fernander, at a liquor store on Meadow Street.

During the argument, Marshall struck Mr. Fernander over the head with a Bud Light beer bottle, and also damaged his eyeglasses worth $639.63, according to a summary of facts presented by the prosecution.

According to the prosecution, both Marshall and Mr. Fernander were at the bar/liquor store in question around 3.30pm on July 1 when Mr. Fernander, the virtual complainant in the matter, spoke to Marshall about getting a bag of ice for him.

Marshall sharply retorted by telling Mr. Fernander to suck his ___, according to the prosecution.

A physical altercation followed, and at some point, Marshall approached Mr. Fernander brandishing a beer bottle. Mr. Fernander extended an arm to keep Marshall at bay. Nonetheless, Mr. Fernander was struck on his head with the bottle.

A struggle followed, resulting in Marshall falling down. Mr. Fernander consequently held his friend down, adamantly telling him to stop doing what he was doing.

Mr. Fernander eventually released Marshall, who then attempted to secure another bottle to attack him, according to the prosecutor. It was at this time that Mr. Fernander left to notify the authorities.

The matter was reported and Marshall was subsequently arrested and interviewed, and ultimately charged.

While in police custody, Marshall admitted he was involved in an argument with Mr. Fernander and that they were all drinking and being loud. Marshall agreed with the summary of facts read by the prosecutor yesterday.

As the summary of the facts were read to Chief Magistrate Ferguson-Pratt, however, she mentioned that the entire situation was "very disappointing" and that she did not expect such actions from "a senior man."

Marshall's attorney, Jomo Campbell, in pleading to the chief magistrate to exercise her lenience, said the scuffle was the result of a heated discussion about certain sensitive topics between the two, compounded by both men being "merry" at the time of the incident.

Mr. Campbell noted that his client, a resident of Seabreeze Drive, is a father of two and a grandfather with a clean police record and zero pending matters in any jurisdiction.

Mr. Campbell said his client is "extremely embarrassed" by the situation, and requested that the court be as lenient as possible considering the circumstances.

Nonetheless, Chief Magistrate Ferguson-Pratt said she was "lost for words" in trying to understand how, at "this age and stage," a man who has been both a "model" citizen and Bahamasair pilot could have been involved in such a matter. She also stated her view that Marshall should not drink unadvisedly.

Marshall would has been ordered to pay for the full repair of Mr. Fernander's glasses, however, the court was informed that he had already submitted a payment to Palmdale Optical for Mr. Fernander to have his glasses repaired.

The chief magistrate ultimately stated that it would not be "expedient" to inflict any punishment on Marshall in view of the circumstances, and discharged the former pilot "absolutely".

Marshall consequently thanked the chief magistrate for her lenience and promised her that he would never do it again before leaving the court with family and friends in tow.

Original article can be found here ➤ http://www.tribune242.com

Central Flying Service Marks Milestone

Central Flying Service CEO Dick Holbert watches Chief Flight Instructor Mike Jones and student Kristine Beard finish a historic 475,000 hours of training on Wednesday.  



Central Flying Service of Little Rock on Wednesday marked a key milestone, with its Chief Flight Instructor Mike Jones and student Kristine Beard completing 475,000 hours of flight training at Arkansas' oldest continually operated flight school.

CFS is also the nation's largest fixed base operator, measured by square footage. It is engaged in aircraft sales, charter flying services and aircraft maintenance too.

Its flight school is also one of the nation's longest continually operated flight schools.

CEO Dick Holbert, son of CFS founder Claud Holbert, received an award from the FAA and a National Air Transportation Association Aviation Milestone Award commemorating the hours and 78 years of continuous service to the industry. CFS was one of NATA's earliest members.

NATA Executive Vice President Tim Obitts and FAA Safety Team Program Manager Heather Metzler attended the event. 

Original article  ➤ http://www.arkansasbusiness.com

Rare Alaska hearing probes causes for plane crashes

A packed audience took part in a nine-hour field hearing held by the National Transportation Safety Board in Anchorage on Aug. 17. The hearing, the first in the state since the Exxon Valdez oil spill, was called to examine the continued problem of crashes known as controlled flight into terrain that continue to occur with regularity in Alaska.



Why, in the technological age, are airworthy planes still being flown into the ground in Alaska?

That was the omnipresent question at the National Transportation Safety Board’s Aug. 17 hearing in Anchorage to further its investigation into the crash of Hageland Aviation Flight 3153 on Oct. 2, 2016, just outside of the Western Alaska village of Togiak.

The Hageland Cessna 208 Caravan was en route to Togiak from the nearby village of Quinhagak with a load of mail and one passenger when it crashed high on a mountainside about 12 miles from Togiak, according to representatives from the commuter airline. The controlled flight into terrain, or CFIT, crash killed the passenger and both pilots on impact.

While the number of CFIT accidents in Alaska has generally decreased over the last decade-plus, NTSB officials said leading up to the rare field hearing that they really shouldn’t be happening anymore at all.

Board member Earl Weener stated in a press release that the board traveled to Alaska because most of the witnesses the agency wanted to hear from are here.

However, the NTSB has investigated countless aviation accidents in the state over the years and the inquiry into the Togiak crash was the first investigative hearing the board has held outside of Washington, D.C., in nearly 20 years. It was the first in Alaska since the 1989 Exxon Valdez oil spill.

Weener, who ran the hearing, noted at its outset that the hearing was “strictly a fact-finding mission.”

“The board does not find fault or blame,” he said.

Federal Aviation Administration officials and Hageland leaders testifying under oath before the board stressed throughout the intense, nine-hour day of inquiry that two age-old Alaska themes are often at the root of CFIT crashes in the state: much of rural Alaska still lacks needed infrastructure to give pilots the information they need — in this case for weather reporting and communications —and the daring, “bush pilot culture” is still pervasive amongst the state’s aviators.

According to FAA data, the number of CFIT accidents in Alaska has gone from eight in 2002 and nine in 2003, to an average of four per year by 2016.

The number of CFIT accidents — fatal and nonfatal — involving commuter and flight service operators known as Part 135 has gone from five in 2002 to four in 2004 and has been one or two per year since 2006.

The overall average would be lower if not for a recent spike in incidents that prompted Alaska FAA Flight Standards Manager Clint Wease to issue a letter in May 2016 to Part 135 operations.

According to Wease at the time, CFIT accidents involving Part 135 aircraft in the year before the letter had led to 24 fatalities or serious injuries.

“Many of these CFIT accidents have occurred in aircraft with advanced avionics, which were capable of instrument flight and operated by experienced pilots,” Wease wrote.

His first of several recommendations in the letter was for pilots to operate under instrument flight rules, or IFR, whenever possible.

Hageland Operations Manager Luke Hickerson said in his testimony to the NTSB that about two-thirds of the airports the airline serves don’t have all of the equipment necessary to conduct IFR flights.

According to Hickerson, Hageland has about 7,600 possible “city pairs” in its flight network and its pilots perform roughly 150,000 takeoffs and landings per year on about 55,000 flights.

Erin Witt, Hageland’s chief pilot, estimated that up to 15 percent of the airports the company flies to have no communication capabilities at all.

Hageland serves the numerous villages in the Yukon-Kuskokwim region of the state on behalf of its larger sister airline Ravn Alaska. The communications challenges are often compounded by the fact that the area regularly has low cloud ceilings that are sometimes at less than 1,000 feet, Hageland pilots testified.

Flying an IFR route allows a pilot to fly through and above cloud cover, almost eliminating the risk of CFIT accidents.

“I would love to operate a fleet of IFR aircraft” and fly by instruments all of the time, Witt said.

The alternative is flying below the ceiling under visual flight rules, or flying VFR.

Lacking weather reporting from official equipment such as National Oceanic and Atmospheric Administration automated weather observing systems, or AWOS, common at larger airports, Hageland pilots regularly use FAA weather cameras and call trusted sources in the villages such as state Department of Transportation workers at the airports for current conditions before take-off and, when possible, during a flight, Hickerson said.

The FAA maintains a network of more than 230 weather cameras in Alaska at airports and high-risk points. While they are viewed by small commercial operators across the state, the cameras are geared towards general aviation and information they provide cannot be used as a formal weather report by a commercial pilot.

When questioned by NTSB investigators why a pilot would rely on unofficial weather information, Hickerson responded by saying the pilots are “going from nothing and making something.”

Hageland pilot Natoshia Burdick, who was the safety pilot on a flight about five minutes behind Flight 3153, noted in testimony that a pilot flying in the Yukon-Kuskokwim area is required to get near-immediate clearance from air traffic control in Bethel when requesting to fly IFR and the tower is not always reachable.

“It’s a whole lot easier with the infrastructure that’s out there to go VFR,” Burdick said.

Additionally, pilots on IFR-capable routes may still have to fly below the clouds because many of the village airports do not have de-icing equipment, according to Hickerson.

Flying through clouds and at higher altitudes greatly increases the likelihood that ice will form on the aircraft and when a plane that has flown through icing conditions it cannot take back off without being sprayed down with a glycol solution.

Hageland has developed its own small, portable de-icing sprayer that can be kept in the small aircraft it flies, but with only about five gallons of fluid its usefulness is limited, company representatives testified.

Hickerson said there are reasons CFITs were a serious problem in the Lower 48 up until about 40 years ago.

“I think the technology and infrastructure advancements that have been made in the continental U.S. need to be made here,” he told the NTSB.

Deputy NTSB Director of Aviation Safety John DeLisi said the agency has recommended mandating CFIT avoidance training for all Part 135 pilots — it isn’t currently — while also seeming to commiserate somewhat with the Hageland witnesses.

“It would be great to have that infrastructure and we’re going to do our job to make that point,” DeLisi said in response to Hickerson.

FAA Alaska Region Administrator Kerry Long, who has held the position for about three years, said in an interview that he believes he and his staff have made progress of late in getting key agency personnel from the Lower 48 to visit Alaska and recognize the challenges the aviation industry faces in the state.

Long said a pending report commissioned by the FAA from the RTCA — an aviation technology nonprofit —should highlight Alaska issues for decision-makers in Washington, D.C. He called the lack of weather and navigational infrastructure in parts of Alaska “a pressing issue.”

“We believe that we have developed approaches that have made people more interested in coming up here as well as providing the information in forms that people understand better and this particular RTCA report will fit in with the recommendations that get made to the agency as a whole,” Long said.

He noted the FAA’s funding has been flat for several years as a result of Congress repeatedly passing continuing budget resolutions, which challenges the agencies ability to install new equipment.

“We can ask for it; we can push for it; we can do everything we can but if we can’t deliver we have to try harder,” he added.

Alaska Air Carriers Association Executive Director Jane Dale wrote in an email that despite the facts that 82 percent of Alaska communities are only accessible by air and the FAA encourages Alaska carriers to fly IFR, the state lags in AWOS stations and working ground-based navigational equipment.

“Infrastructure supporting IFR and VFR flights in Alaska is and has been the association’s number one priority for years,” Dale wrote. “This includes improving the availability of weather information in rural Alaska, proactive investment in aviation infrastructure and maintaining the existing infrastructure.”

Flight 3153 crash

Despite the apparent consensus among industry and government regulators at the hearing that Alaska’s aviation infrastructure is insufficient; it does not explain the Togiak accident.

The Quinhagak-Togiak route is IFR capable.

Burdick, a pilot on the trailing Hageland flight that detoured around the mountain before being notified of the crash, said agents at the company’s Operations Control Center led by Hickerson recommended flying IFR that day, but the Flight 3153 pilot chose not to.

Little explains the crash of the flight that had a pilot-in-command to fly the Cessna and a safety pilot tasked with — as the title implies — being a redundant safety check.

Hageland’s right-seat safety pilots are trained to clearly and directly voice any concerns they have with weather conditions or decisions made by the pilot-in-command, the company’s NTSB witnesses testified.

Burdick said when news of the crash made its way to their plane, she and her pilot-in-command attempted to locate the crash site but the 2,500-foot mountain was obscured by clouds below the broader ceiling.

The NTSB may yet find a definitive reason for the Hageland tragedy, but Hickerson and FAA officials said audacious attitudes are still far too prevalent among Alaska pilots, creating a wholly unnecessary danger, particularly among commercial pilots.

Hageland’s operational control agents at the center in Palmer discuss the circumstances surrounding each flight with the pilot before approving, or releasing it, Hickerson said.

An operations manager is involved if any disagreement arises between the pilot and the agent. He emphasized that the operations center is completely removed from the business side of the company.

“There is not pressure on the OCC to ever release a flight,” he said.

The OCC has cancelled more than 3,500 flights since the start of 2016 and turned another 600-plus around due to deteriorating weather, according to Hageland leaders.

Culture shift

Hickerson stressed that “safe, legal, and best practice” is what drives Hageland Aviation.

“It’s a lot easier to write rules and regulations than it is to change hearts and minds and that’s what we’re trying to do right now,” Hickerson said.

He continued: “The idea of turning around 10 years ago was unheard of and shamed not only by other pilots buy by companies as well.”

Wease generally agreed in his testimony, saying a series of Hageland incidents in the 2012-13 timeframe pushed the FAA to uncover what he described as a “poor pilot culture,” that he believes has since been corrected.

The company CEO starts each ground school with a talk to prospective pilots highlighting Hageland’s safety culture, Hickerson said, to illustrate it is truly companywide.

He said the company looks for reckless behavior “in every aspect of pilots’ lives,” because risks don’t announce themselves.

“You’ve got to listen for the whispers in the system,” Hickerson said.

Dale, of the Alaska Air Carriers Association, said the industry group does not agree with the belief that there is still an unsafe pilot culture in the state. Alaska operators “work hard to ensure a culture of safety,” according to Dale.

She again cited a lack of needed equipment in some areas of the state, noting some of the current AWOS and navigational infrastructure is often out of service.

Witt said pilots applying to fly for Hageland are screened with questions related to their decision-making and risk tolerances and about 10 percent of applicants are denied solely on those answers.

To that, FAA Alaska Certificate Office Manager Deke Abbott, who spent most of his career in aviation Outside, said he was taken aback by the adventurous nature of many Alaska pilots.

“We push the airplanes to get where we’re going,” Abbott said to the board, adding that when a pilot makes a decision, the consequences of that decision are ultimately solely the pilot’s responsibility.

“We’re trying to change a 100-year culture,” he concluded.

http://www.alaskajournal.com



Today, Thursday, August 17, the National Transportation Safety Board (NTSB) is looking into the safety of Alaska skies. 

Ravn Air's crash outside of Togiak last October is at the center of the hearing being held in Anchorage. But the NTSB’s investigation goes much further than the accident on the flight from Quinhagak to Togiak, which crashed into Caribou Ridge on October 2, killing all three on board. The NTSB is also looking into the wider issues surrounding the continued persistence of high numbers of accidents involving small planes and air taxis in Alaska.

The Federal Aviation Administration has chosen to back the voluntary "Medallion" program as a solution instead of tighter regulations and requirements, but the stats are stacking up, indicating that voluntary programs may not be enough to make Alaska skies safe.

The hearing will take all day. Typically the NTSB does not look at a single reason for an accident, but at a range of factors that may be involved. The board may take a year to release its findings and their recommendations could change the shape of air travel in rural Alaska.

Story and audio:  http://kyuk.org

Incident occurred August 16, 2017 near Lawrence Municipal Airport (KLWM), North Andover, Essex County, Massachusetts

Newburyport-bound police helicopter, drone nearly collide: Massachusetts State Police seek public's help identifying drone operator



NORTH ANDOVER — A state police helicopter came within seconds of colliding with a drone in the vicinity of Lawrence Municipal Airport on Wednesday morning, according to officials.

The helicopter was flying a training mission from Holliston to Newburyport when it passed through the air space of the Lawrence airport about 11:20 a.m., according to state police. 

While flying at 600 feet, the helicopter’s crew saw what they described as a large drone approach them from the side, flying toward the front of the helicopter.

The drone came within 100 feet of the helicopter, which was flying at about 120 mph.




“It flew across the front of the windshield of the helicopter, they thought it was a bird initially until they came right up on it,” said Maj. Richard Prior, special operations commander with Massachusetts State Police. “The drone itself did drop out from under them, so I’m sure the pilot of the drone saw — you have to observe the helicopter, it’s only 100 feet away — but the helicopter was forced to take evasive action to avoid collision.”

The pilot banked a “hard left” to avoid impact, while the drone had already begun to drop out of the way of the helicopter.

“It’s an awakening moment,” said Russell Phippen, a tactical flight officer and trooper who was on board.



He described the drone as a black and white quad-copter drone, approximately two to three feet long, hovering in the air.

The crew reversed direction and searched for the person who was flying the drone but did not locate anyone, police said. State police cruisers also responded to the area and did not find anyone. The flight crew landed safely back at the Lawrence base.

It is against the law for private drone pilots to fly their craft within five miles of an airport, or to fly at an altitude greater than 400 feet. Private drones heavier than 0.55 pounds must be registered with the Federal Aviation Administration.

Lawrence Municipal Airport manager Michael Miller said drone operation is a concern for anyone involved in aviation, especially around the operation of an airport.

Miller said for the most part, people have been complying with laws that require hobbyist drone operators to inform airports if they plan to fly in an airport’s airspace.

“If you’re within five miles, as a hobbyist recreational, you have to contact the air traffic control tower, and people have been doing that,” Miller said. “They call us when they’re launching, tell us the duration of the flight, and they call us when it has been recovered.”

The operator Wednesday did not notify either the FAA or the Lawrence Municipal Airport of its flight plans, according to Prior.

If the drone had made contact with the helicopter, the windshield would have likely broken and impacted the crew.

“The wind screens ... they’re not like a car windshield that has two pieces of glass with a piece of plastic in the middle,” Phippen said. “That’s a very thin piece of plastic that can break just by dropping something two feet away. A drone, while we’re going at 120 miles an hour, would have come right through the screen.”

Prior said state police obtained helmets with protective masks about a year ago for helicopter crews to use that mitigate the impact of a stray bird.

“In theory, if a bird flies in, with them wearing the mask, it makes them at least be able to fly if the aircraft is still intact,” said Prior. “But a bird’s about a quarter-pound or less,” and the drone that nearly collided with the helicopter on Wednesday was about two pounds. The officers were not wearing the masks Wednesday, as they are usually only used when the doors of the helicopter are open during flight.

Prior said drones can be useful and fun machines if used properly.

“If you’re a recreational user of a drone, have at it. We think they’re a great tool,” Prior said. “We ask people before you take one out, be aware of how high you can go, be aware of your surroundings, check with the FAA.”

The investigation of the incident is ongoing, and Prior advised anyone with information about the drone operator to contact state police in Danvers. Their phone number is 978-538-6020.

Original article ➤ http://www.newburyportnews.com

Firefighters with drones? Grand Rapids seeks input

GRAND RAPIDS, MI - The Grand Rapids Fire Department wants to add drones to its arsenal of tools used to investigate fires and aid in rescues.

After the idea was publicly introduced in January, the department is now ready to move forward with a formal request for the equipment this fall.

First, the city must hold a public hearing due to its policies that govern any time the city adds new surveillance equipment.

That hearing is set for 7 p.m. Tuesday, Aug. 22, in front of the city commission at its regular session.

Fire Department Chief John Lehman told the city commission this week that the drone would not be used on a daily basis.

"There's not someone out there that we're trying to model - we're attempting to be the model for departments in the state of Michigan," Lehman said in an interview with MLive.

The fire department is considering the purchase of an Inspire 1 V2.0 drone, along with the Zenmuse XT Flir thermal imaging camera.

The thermal imaging software would allow firefighters to find hot spots in a fire faster and without putting as many firefighters at risk. A similar technology could also help firefighters in investigating the cause of fires after they are extinguished.

One of the biggest opportunities the department sees for the drone is to assist in water rescues to help locate people, especially in the middle of the night. The drone could also be used to aid in hazmat situations, storm damage assessment and training.

Under the department's policy, the drone would be used to "aid in the department's fire investigation efforts, hazardous materials planning, fire inspections, emergency operations, damage assessment after large scale emergencies and to support the department's training efforts."

The policy also states that drones used by the department "will not be used for surveillance or tracking of individuals or groups of people unless it is directly related to emergency deployments such as fires, fire investigations, damage assessments and rescue missions."

Firefighters will also be required to use the drone in a way that does not violate individuals' rights protecting them against unreasonable search and seizure, according to the policy.

The department would plan to destroy the data captured by the drone unless it is considered to be evidence of a crime, part of an ongoing investigation or otherwise required to be retained by law, under the operating guidelines the fire department has developed.

Data would be stored on the fire department's shared drive in a secure folder only accessible by the fire chief or someone the chief designates, according to the guidelines.

Other departments could ask to use the fire departments drone - but they would have to agree to the terms and conditions of the fire department's guidelines first.

Ten firefighters across the department are now certified drone pilots through the Federal Aviation Administration. Lehman said federal requirements to operate a drone program have been completed.

The drone would require a three-man team to operate: one pilot, one spotter and one person to watch the video feed from the drone.

After the Aug. 22 hearing, the department would next bring a formal request to the commission to start an unmanned aerial vehicle program Sept. 12. Should that vote be successful, the department would then approach the commission's fiscal committee Sept. 26. 

Original article can be found here ➤ http://www.mlive.com

U.S. Army Aviation Museum: AP-2 Neptune kept tabs on enemy



As if it was pulled out of a scene from a James Bond movie complete with covert ops and spy planes, one Army Aviation aircraft played a vital role as the eyes and ears over the skies of Vietnam.

The Lockheed AP-2E Neptune sits on the western lawn of the U.S. Army Aviation Museum and is one of the largest aircraft in the collection. It served as a signals intelligence aircraft during the Vietnam War, and although it wasn’t the first signals intelligence aircraft to fly during the war, it provided greater capabilities than its predecessors, according to Bob Mitchell, U.S. Army Aviation Museum curator.

“Back during the Vietnam War, the Army Security Agency basically ran an operation where they were using U-8 [Seminole} aircraft to monitor low-power radio transmissions and other signals – it was a very covert program,” he said. “This program was designed to listen for communications in the field to determine what the enemy was doing and be able to monitor that without them knowing it.”

The program was successful in that the Army was able to intercept transmissions and information, but the capability of the U-8 and other aircraft were limited by their size and weight limits, and the Army quickly realized that a larger aircraft was needed, said Mitchell.

“When the mission first started out, they didn’t have a lot of equipment or a lot of capability, so they had a small aircraft. As they got more involved with the mission, they realized that they needed more monitoring devices, better devices and more powerful devices,” he said.

Since the Army didn’t have a large, fixed-wing aircraft of its own, it eventually turned to the Navy, which had been operating P-2 Neptunes for some time as long-range, anti-submarine patrol aircraft.

In 1966, it was decided that the Navy would give the Army 12 P-2s that would be retrofitted to fit the Army’s needs, and they were designated AP-2 Neptunes in the Army inventory.

“Since it was a covert program, the Army didn’t want anyone to know that this aircraft was doing anything special, so they called it an AP-2 Neptune and not an RP-2, which would denote reconnaissance or security,” said the curator. “The only external clues to the role of the aircraft were extended wing tips tanks to house the sensors, extra antenna and a solid nose, of which the original aircraft had a glass nose.”

The plane was also kept painted in the Navy colors and proved to be a very effective surveillance system, able to house much more surveillance equipment, radios and monitoring devices, as well as a crew of up to 15, including pilots and ASA agents.

The program ran from 1965 to 1972, but as the Vietnam War began to wind down and the mission was no longer required, the Army returned the aircraft to the Navy, but the Navy allowed the Army to keep one, which now sits on the lawn of the U.S. Army Aviation Museum.

Original article can be found here ➤ http://www.dothaneagle.com

Beech A36, N48TZ, Gulf Central Aviation LLC: Accident occurred August 17, 2017 near Louisiana Regional Airport (KREG), Gonzales, Ascension Parish, Louisiana

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Baton Rouge, Louisiana

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

Gulf Central Aviation LLC: http://registry.faa.gov/N48TZ

NTSB Identification: CEN17LA328
14 CFR Part 91: General Aviation
Accident occurred Thursday, August 17, 2017 in Gonzales, LA
Aircraft: BEECH A36, registration: N48TZ
Injuries: 2 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 August 17, 2017, about 0927 central daylight time, a Beech A36 airplane, N48TZ, was substantially damaged during a forced landing after departing from Louisiana Regional Airport (REG), Gonzales, Louisiana. The private pilot and flight instructor were not injured. The airplane was registered to and operated by Gulf Central Aviation LLC under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Day visual meteorological conditions prevailed for the local flight, which departed about 0926. 

According to the pilot, the departure occurred on Runway 17, following a normal engine run up and takeoff roll. After climbing to about 150 ft agl, the pilot noticed the airplane was no longer climbing and lowered the nose. Based on his perceptions of a partial engine power loss, the pilot checked the throttle and mixture lever positions, which were both full forward. After maneuvering to avoid trees, the pilot initiated a forced landing into a hay field. During the landing roll, the airplane impacted a small ridge and nosed over, which damaged the engine firewall.



BURNSIDE — A single-engine plane crashed in a hay field north of La. 22 shortly after takeoff mid-Thursday morning in southern Ascension Parish, sheriff's deputies said.

Ascension Sheriff's Chief Deputy Bobby Webre said the Beechcraft Bonanza lost power about 9:40 a.m. Thursday right after taking off from nearby Louisiana Regional Airport, a general aviation airport northwest of La. 22. 

The pilot had to immediately make an emergency landing in the field, Webre said, and it was a good one if not for a ditch in the field that caused the plane to nose forward after touching down. 

Webre said two people were on-board the plane, a pilot and co-pilot, but there were no injuries, no fires and no leaks of fuel or other hazardous materials as a result of the crash.     

The plane had damage to its propeller and engine cowling, Webre said. 

Webre said the field is located north of La. 22 between the Pelican Point subdivision to the north, the Ascension Trace subdivision to the south and between the La. 22/La. 44 intersection and the Word of Life Church.

The crash site also happens to be just down the road from the 5th Ward fire station. Deputies and firefighters responded the crash, Webre said. 

Original article can be found here ➤ http://www.theadvocate.com 






GONZALES – Two people were on a plane that went down in a hayfield in Ascension Parish Thursday, but none sustained serious enough injuries to be taken to the hospital.

The plane went down in a field near Pelican Point Country Club around 9:30.

The plane, built in 1980 by Beechcraft, seats six people.  It is registered to Gulf Central Aviation LLC of Baton Rouge.

The plane had some damage to the nose, authorities said. 

The crash was near the intersection of Highways 44 and 22.

Original article can be found here ➤ http://www.wbrz.com

McDonnell Douglas MD-90, Delta Air Lines, N955DN: Incident occurred August 16, 2017 at Hartsfield–Jackson Atlanta International Airport (KATL), Georgia -and- Incident occurred July 09, 2016 at Tulsa International Airport (KTUL), Oklahoma

Federal Aviation Administration / Flight Standards District Office; Atlanta, Georgia

Delta Air Lines Inc: http://registry.faa.gov/N955DN

Delta Air Lines flight DAL1293: Aircraft, while at the gate, a vehicle struck aircraft. One person on the ground and one person on the aircraft sustained unknown injuries.

Date: 16-AUG-17
Time: 19:34:00Z
Regis#: N955DN
Aircraft Make: MCDONNELL DOUGLAS
Aircraft Model: MD90
Event Type: INCIDENT
Highest Injury: UNKNOWN
Aircraft Missing: No
Damage: UNKNOWN
Activity: COMMERCIAL
Flight Phase: STANDING (STD)
Operation: 121
Aircraft Operator: DELTA AIRLINES
Flight Number: DAL1293
City: ATLANTA
State: GEORGIA







TULSA -- Several passengers voiced their frustrations after a flight from Atlanta to Denver was diverted to Tulsa.

Dylan Doyle was on his way from Atlanta to Denver to see his girlfriend, however; the trip was cut short when Delta flight 1817 was forced to land because 9 people were feeling nauseous. 

"As people started seeing other people freaking out everybody just kind of went into a panic," said Doyle.

"We arrived, assisted with evaluating 12 patients who had complained of or were showing symptoms of carbon monoxide poisoning," said Tulsa Fire Captain Stan May.

One passenger was transported to the hospital for unrelated medical issues, while around 150 other passengers were moved off the plane without their baggage, spending most of the day waiting in the terminal.

“So everyone is just sitting here quarantined and they’re not telling us anything and it’s getting to the point where people, tensions are running high," said Doyle.
   
Firefighters said the source of the carbon monoxide is still unknown. 

“Whether it’s something on the airplane or the airplane itself, but for the safety of the passengers and the crew they’re going to go ahead and continue their travels on another plane," said May.
   
Doyle said although he’s glad he can finally leave the airport, he wishes the situation was handled better. 

“It’s just one of those situations where it just kind of wreaks of them trying to cover their own behind, like a lawsuit or something," said Doyle. 

Passengers were put on a different plane late Saturday night.

Officials say the original plane will be taken to the maintenance to figure out the source of carbon monoxide within the next couple of days. 

Delta told 2 Works For You the safety and security of their customers is their top priority. 

Story and video:  http://www.kjrh.com

Beechcraft 200 King Air, N411BL, Butler Aviation Inc: Incident occurred August 16, 2017 at Houma–Terrebonne Airport (KHUM), Terrebonne Parish, Louisiana -and- Accident occurred December 10, 2009 at Lambert-St. Louis International Airport (KSTL), Missouri

Federal Aviation Administration / Flight Standards District Office; Baton Rouge, Louisiana

Butler Aviation Inc: http://registry.faa.gov/N411BL


Aircraft on takeoff roll, struck a bird. Landed without incident.


Date: 16-AUG-17

Time: 15:10:00Z
Regis#: N411BL
Aircraft Make: BEECH
Aircraft Model: BE200
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: TAKEOFF (TOF)
City: HOUMA
State: LOUISIANA

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; St Ann, Missouri

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

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

Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf

Registered Owner: Butler Aviation Inc

Operator: Butler Aviation Inc

NTSB Identification: CEN10LA076
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Thursday, December 10, 2009 in St. Louis, MO
Probable Cause Approval Date: 05/28/2010
Aircraft: BEECH 200, registration: N411BL
Injuries: 7 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 reported that the landing gear failed to extend prior to landing. His attempts to manually extend the landing gear in accordance with the manual extension procedure from the airplane flight manual were not successful. He subsequently executed an emergency gear-up landing. A postaccident inspection revealed that the emergency gear engagement handle was not in the engaged position. When the handle was engaged, subsequent movement of the extension lever manually lowered the landing gear. Further examination revealed that the landing gear motor circuit breaker was open (popped). The landing gear motor and circuit breaker were located under the cabin floor aft of the forward wing spar. When the circuit breaker was reset and electrical power applied to the airplane, the landing gear was successfully extended using the normal procedure.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to properly follow the manual landing gear extension procedure, resulting in a gear-up landing.

On December 10, 2009, at 1856 central standard time, a Beech model 200 airplane, N411BL, piloted by an airline transport pilot, was substantially damaged during an emergency gear-up landing on runway 24 (7,602 feet by 150 feet, concrete) at Lambert-St. Louis International Airport (STL), St. Louis, Missouri. The pilot reported that the landing gear failed to extend properly on initial approach. His subsequent attempts to lower the landing gear with the manual extension procedure were unsuccessful. The flight was being conducted under 14 Code of Federal Regulations Part 135 on an instrument flight rules flight plan. Night visual meteorological conditions prevailed. The pilot and 6 passengers on-board were not injured. The flight departed Charles B. Wheeler Downtown Airport (MKC), Kansas City, Missouri. The intended destination was STL.

The pilot stated that he attempted to lower the landing gear on final approach about six miles from the runway. He reported that when he selected gear down nothing happened. He attempted to cycle the landing gear a few times with no effect. The pilot subsequently executed a missed approach in order to troubleshoot the problem. His efforts to lower the landing gear normally were not successful. The pilot stated: “I then followed the check list for gear malfunction and manual gear extension. I pulled the gear circuit breaker, pulled the lever out, rotated it 90 degrees clock wise to engage the system and started pumping. I felt no pressure as I was pumping; I pumped about 40 or 50 times.” During several low approaches, air traffic controllers confirmed that the landing gear was not extended. The pilot then set-up up for and executed a gear up emergency landing. The pilot and passengers exited through the main cabin door.

A post accident inspection revealed that the landing lever was in the down position, the extension lever was unstowed, and the emergency engagement handle was in the down position (not engaged). Movement of the extension lever at that time did not produce any corresponding movement of the landing gear torque shafts. The engagement handle was subsequently pulled up and rotated to lock it in the engaged position. At that time, movement of the extension lever produced corresponding movement in the torque shafts. In that configuration, with the airplane supported on jacks, manual extension of the landing gear was successful.

Further examination revealed that the landing gear motor circuit breaker was open (popped). The circuit breaker was located adjacent to the motor under the cabin floor panel, aft of the forward wing spar. The circuit breaker was reset and electrical power was applied to the airplane. The landing gear was operated using both the normal and manual systems with no anomalies observed.

The airplane flight manual provided a procedure for manual extension of the landing gear. The procedure noted: Establish 130 knots airspeed, pull (open) the landing gear relay circuit breaker on the pilot’s sub-panel, place the landing gear handle in the down position, lift and turn the emergency engagement handle to engage the system, and pump the extension lever until all three green gear down instrument panel lights are illuminated.

Maintenance records indicated that the most recent continuous airworthiness phase inspection was completed on August 25, 2009. At the time of the accident, the airframe total time was approximately 9,648 hours, with 9,670 total cycles.

Cessna 172S Skyhawk, N2439Z, Fair Weather Flying LLC: Incident occurred August 16, 2017 at Norwood Memorial Airport (KOWD), Norfolk County, Massachusetts

Federal Aviation Administration / Flight Standards District Office; Boston, Massachusetts

Fair Weather Flying LLC: http://registry.faa.gov/N2439Z

Aircraft went off the runway and struck a sign.

Date: 16-AUG-17
Time: 12:51:00Z
Regis#: N2439Z
Aircraft Make: CESSNA
Aircraft Model: C172
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: UNKNOWN (UNK)
City: NORWOOD
State: MASSACHUSETTS

Bombardier CL-600-2D24, GoJet Airlines, N304PQ: Incident occurred August 16, 2017 at John F. Kennedy International Airport (KJFK), New York

Federal Aviation Administration / Flight Standards District Office; New York, New York

http://registry.faa.gov/N304PQ

GoJet Airlines flight GJS4264: Aircraft on taxi to the ramp, struck the wing of a parked aircraft, N181GJ Bombardier CL600, Endeavor EDV3965 flight. No injuries. Damage to be determined.

Date: 16-AUG-17
Time: 18:56:00Z
Regis#: N304PQ
Aircraft Make: BOMBARDIER
Aircraft Model: CL600
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: COMMERCIAL
Flight Phase: TAXI (TXI)
Aircraft Operator: GO JET AIRLINES
Flight Number: GJS4264
City: NEW YORK
State: NEW YORK

McDonnell Douglas MD-88, Delta Air Lines, N964DL: Incident occurred August 16, 2017 at John F. Kennedy International Airport (KJFK), New York

Federal Aviation Administration / Flight Standards District Office; New York, New York

http://registry.faa.gov/N964DL

Delta Air Lines, flight DAL401: Aircraft on taxi on ramp. Wingtip collided with a vehicle. No injuries reported. Damage to be determined.

Date: 16-AUG-17
Time: 21:25:00Z
Regis#: N964DL
Aircraft Make: MCDONNELL DOUGLAS
Aircraft Model: MD88
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: COMMERCIAL
Flight Phase: TAXI (TXI)
Operation: 121
Aircraft Operator: DELTA AIRLINES
Flight Number: DAL401
City: NEW YORK
State: NEW YORK

Piper PA-32R-300, N38523, Drake Enterprises of Lincolnton North Carolina LLC: Incident occurred August 16, 2017 in Taylorsville, Alexander County, North Carolina




Federal Aviation Administration / Flight Standards District Office; Charlotte, North Carolina

Drake Enterprises of Lincolnton North Carolina LLC

http://registry.faa.gov/N38523

Aircraft force landed in a field.

Date: 17-AUG-17
Time: 00:05:00Z
Regis#: N38523
Aircraft Make: PIPER
Aircraft Model: PA32
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: TAYLORSVILLE
State: NORTH CAROLINA



A pilot that was operating a single-engine aircraft has made a forced landing in a field this week.

The incident occurred on Wednesday evening, August 16, 2017.

The Times has received a report from the scene which stated the plane was very quiet as it approached the area of Hopewell Church Road and Sulphur Springs Road. A motorist was at the intersection and observed the plane touch briefly on a hill west of Sulphur Springs Road, bounced up, clipped a tobacco barn, touched down on the road surface, and then bounced along into the hay field owned by Harold Bebber, east of Sulphur Springs Road, adjacent to Hopewell Church Road.

A motorist and his passenger then rushed to the airplane to assist the occupant. They found the pilot unconscious and extricated him from the plane, which had very little damage. They placed him in the bed of their pickup until he regained consciousness. Authorities were then summoned. The pilot is believed to have suffered only minor injury.

It was observed at the scene that the extent of damage to the airplane was a visible dent in one wing and partially buckled landing gear.

A crew with Atlanta Air Recovery, of Griffin, GA, consisting of Caleb Stephens and Todd Thaxton, was on the scene Friday afternoon to dismantle the plane and transport it to Georgia.

The Federal Aviation Authority (FAA) lists the event as an “incident” and describes the plane as a 1977 Piper fixed wing single-engine aircraft.

Drake Enterprises, of Lincolnton, NC, is latest at the registered owner of the airplane.

Mr. Stephens added the plane is a Piper Lance.


https://www.taylorsvilletimes.com





ALEXANDER COUNTY, NC (WBTV) - No one was injured when a small plane force landed in Alexander County late Wednesday.

The fixed wing single-engine plane force landed in a hay field after the engine went out.

The pilot aboard the plane walked away without any serious injuries. The plane did not sustain serious damages and the nose gear remained intact. 

NTSB is expected to investigate the crash Thursday. 

Drake Enterprises of Lincolnton is the registered owner of the plane, according to the FAA registry. 


Story and video: http://www.wbtv.com