Sunday, September 10, 2017

Cessna 172 Skyhawk, N5703A: Accident occurred September 10, 2017 at Cavanaugh Bay Airport (66S), Coolin, Bonner County, Idaho

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

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

Location: Coolin, ID
Accident Number: GAA17CA526
Date & Time: 09/10/2017, 1444 PDT
Registration: N5703A
Aircraft: CESSNA 172
Aircraft Damage: Substantial
Defining Event: Loss of lift
Injuries: 1 Serious, 3 None
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis

The pilot reported that he completed a normal landing to the south at a grass airstrip near a lake that was surrounded by 75-ft-tall pine trees. He added that he and his passengers ate lunch at the airstrip, and during that time, he noticed "mostly calm" wind with an "occasional gust from the south." The pilot further reported that, due to the runway gradient, he decided to take off downhill to the north because the wind sock was indicating a calm wind.

He reported that, during the soft field takeoff, the takeoff roll was normal, but that, about 100 ft above ground level, he noticed that the "climb had slowed" and the "airspeed was dropping." The pilot lowered the nose, the airplane "descended quickly," and then touched down on the runway with about 30 ft remaining. Subsequently, the airplane overran the runway, crossed a road, and impacted a dumpster and trees.

The fuselage and both wings sustained substantial damage.

The pilot reported that the airplane was 25 lbs under maximum gross weight.

The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

An automated weather observation station (AWOS) 13 nautical miles from the accident site, reported, about the time of the accident, wind from 240° at 6 knots. A review of four hourly AWOS recordings, south and east of the accident site, around the time of the accident, revealed that the wind was variable from the southwest to west at 5 to 10 knots, gusting 15 to 18 knots. The pilot reported that the takeoff was on runway 33. The calculated density altitude was 3,700 ft. According to the Federal Aviation Administration (FAA) density altitude Koch Chart, the airplane would have likely experienced a 32% decrease in the normal climb rate and a 50% increase in the normal takeoff distance.

The FAA's Pilot's Handbook of Aeronautical Knowledge, FAA-H-8083-25B, contained a section titled, "Effect of Obstructions on Wind," which stated in part:

"Another atmospheric hazard exists that can create problems for pilots. Obstructions on the ground affect the flow of wind and can be an unseen danger. Ground topography and large buildings can break up the flow of the wind and create wind gusts that change rapidly in direction and speed. These obstructions range from man-made structures, like hangars, to large natural obstructions, such as mountains, bluffs, or canyons. It is especially important to be vigilant when flying in or out of airports that have large buildings or natural obstructions located near the runway.

The intensity of the turbulence associated with ground obstructions depends on the size of the obstacle and the primary velocity of the wind. This can affect the takeoff and landing performance of any aircraft and can present a very serious hazard."

It is likely that, during the initial climb in high-density altitude conditions, the airplane encountered a quartering tailwind gust as the airplane climbed above the trees, which resulted in a loss of lift and an inability to gain altitude during the initial climb. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's decision to take off in high-density altitude and gusting quartering tailwind conditions, which resulted in a loss of lift and an inability to gain altitude during the initial climb. 

Findings

Aircraft
Altitude - Attain/maintain not possible (Cause)

Personnel issues
Decision making/judgment - Pilot (Cause)

Environmental issues
Tailwind - Decision related to condition
Crosswind - Decision related to condition
Gusts - Decision related to condition
High density altitude - Decision related to condition
Tree(s) - Contributed to outcome

Factual Information

History of Flight

Initial climb
Other weather encounter
Loss of lift (Defining event)
Abnormal runway contact
Landing-landing roll
Runway excursion

Pilot Information

Certificate:Private
Age: 63, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 12/16/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 04/05/2016
Flight Time:  (Estimated) 325 hours (Total, all aircraft), 176 hours (Total, this make and model), 289 hours (Pilot In Command, all aircraft), 21 hours (Last 90 days, all aircraft), 9 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)
  
Pilot-Rated Passenger Information

Certificate: Private
Age: 71, Male
Airplane Rating(s): 
Seat Occupied: Right
Other Aircraft Rating(s): 
Restraint Used: 4-point
Instrument Rating(s): 
Second Pilot Present: Yes
Instructor Rating(s): 
Toxicology Performed: No
Medical Certification: None None
Last FAA Medical Exam: 
Occupational Pilot: No
Last Flight Review or Equivalent: 01/01/1987
Flight Time: (Estimated) 1008 hours (Total, all aircraft), 115 hours (Total, this make and model), 945 hours (Pilot In Command, all aircraft), 0 hours (Last 90 days, all aircraft), 0 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)
  
Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N5703A
Model/Series: 172 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1956
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28303
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 06/08/2017, Annual
Certified Max Gross Wt.: 2200 lbs
Time Since Last Inspection:  
Engines: 1 Reciprocating
Airframe Total Time: 2810 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: C91  installed, not activated
Engine Model/Series: O-300
Registered Owner: On file
Rated Power: 145 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSZT, 2131 ft msl
Observation Time: 2155 UTC
Distance from Accident Site: 16 Nautical Miles
Direction from Accident Site: 140°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 23°C / 3°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 6 knots, 240°
Visibility (RVR): 
Altimeter Setting: 30.21 inches Hg
Visibility (RVV): 
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Coolin, ID (66S)
Type of Flight Plan Filed: None
Destination: SPOKANE, WA (SFF)
Type of Clearance: VFR
Departure Time: 1445 PDT
Type of Airspace: Class G

Airport Information

Airport: CAVANAUGH BAY (66S)
Runway Surface Type: Grass/turf
Airport Elevation: 2484 ft
Runway Surface Condition: Dry
Runway Used: 33
IFR Approach: None
Runway Length/Width: 3100 ft / 120 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious, 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 3 None
Latitude, Longitude: 48.518611, -116.822222 (est)

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Spokane, Washington


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

http://registry.faa.gov/N5703A

NTSB Identification: GAA17CA526
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 10, 2017 in Coolin, ID
Aircraft: CESSNA 172, registration: N5703A
Injuries: 1 Serious, 3 Uninjured.

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

The pilot reported that he completed a normal landing to the south at a grass airstrip, near a lake and surrounded by 75 ft. tall pine trees. He added that he and his passengers ate lunch at the airstrip, and during that time, he noticed "mostly calm" wind with an "occasional gust from the south." The pilot further reported that, due to the runway gradient, he decided to takeoff downhill to the north, as the windsock was indicating a calm wind.

During the soft field takeoff, he reported that the take-off roll was normal, but about 100 ft. above ground he noticed that the "climb had slowed" and the "airspeed was dropping." The pilot lowered the nose, the airplane "descended quickly," and touched down on the runway with about 30 ft. remaining. Subsequently, the airplane overran the runway, crossed a road, and impacted a dumpster and trees.

The fuselage and both wings sustained substantial damage. 

The pilot reported that the airplane was 25 lbs. under maximum gross weight. 

The pilot did not report that there were any preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

An automated weather observation station (AWOS), about the time of the accident, 13 nautical miles from the accident site, reported wind from 240° at 6 knots. A review of four, hourly AWOSs, south and east of the accident site, around the time of the accident, recorded wind variable from the southwest to westerly direction, at 5 to 10 knots, gusting 15 to 18 knots. The pilot reported that the takeoff was on runway 33. The calculated density altitude was 3,700 ft. According to the Federal Aviation Administration density altitude Koch Chart, the airplane would have likely experienced a 32% decrease to the normal climb rate, and a 50% increase to the normal takeoff distance. 

The Federal Aviation Administration's Pilot's Handbook of Aeronautical Knowledge, FAA-H-8083-25B, contains a section titled "Effect of Obstructions on Wind" which stated in part:

"Another atmospheric hazard exists that can create problems for pilots. Obstructions on the ground affect the flow of wind and can be an unseen danger. Ground topography and large buildings can break up the flow of the wind and create wind gusts that change rapidly in direction and speed. These obstructions range from man-made structures, like hangars, to large natural obstructions, such as mountains, bluffs, or canyons. It is especially important to be vigilant when flying in or out of airports that have large buildings or natural obstructions located near the runway.

The intensity of the turbulence associated with ground obstructions depends on the size of the obstacle and the primary velocity of the wind. This can affect the takeoff and landing performance of any aircraft and can present a very serious hazard."




COOLIN, Idaho - A Cessna 172 with four people onboard crashed while taking off from the Cavanaugh Bay Airport around 2:45 p.m. on Sunday near the south banks of Priest Lake.

The Spokane pilot and his three passengers walked away from the crash with minor injuries.

The pilot told KXLY he encountered windshear (a phenomenon that can affect a plane's airspeed) during takeoff. He declined to provide any further comments.

Witnesses described seeing a plane struggling to takeoff. At one point, the plane pitched 90 degrees, struck its wing on the pavement and slid across Cavanaugh Bay road on its nose. The Cessna came to a stop feet away from a propane tank and several buildings. 

"The fact that they walked out of there alive was amazing," said Gena Costa, who was bartending in a restaurant nextdoor to the crash site. Employees and customers rushed to help those inside. Costa said one man had a cut on his head.

"I'm so happy that they are alive," said Costa. "To see the actual collision and crash in front of your eyes, it's just crazy. How did they live?"

Story and video ➤  http://www.kxly.com




COOLIN, Idaho -  Firefighters are investigating after a small plane crashed near Priest Lake in Coolin, Idaho, Sunday afternoon.

Coolin Fire Chief Peggy Smith reports four people were in the plane when it crashed trying to take off from a grass air strip at Cavanaugh Bay. Smith says there were minor injuries as a result of the crash, but no one was taken to the hospital. 

The plane landed nose down up against a fence.

The cause of the crash is still under investigation Sunday.

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

American Airlines grounds plane after scorpion hitches a ride

A scorpion on board a plane caused the cancellation of an American Airlines flight at Sacramento International Airport this morning, according to airline officials.

More than 100 passengers were told of the scorpion as they lined up at the gate for the 10:40 a.m. flight, said Jim Zuber, a passenger on the flight. The flight crew was trying to decide what to do, he said.

The Boeing 737 had been in Phoenix, Ariz. the night before, said American Airlines spokesperson Leslie Scott.

“The flight was canceled because we want passengers and crews to feel comfortable,” she said.

According to the Mayo Clinic, scorpion stings hurt but are rarely life-threatening. Most stings do not require treatment among adults, but children are at risk for complications.

It is unknown if the scorpion is still on board so the plane will go to a maintenance facility in the Dallas Fort Worth area to be fumigated, Scott said.

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

Lake LA-4-200, N80125: Incident occurred September 10, 2017 in Gordonsville, Virginia

Federal Aviation Administration / Flight Standards District Office; Richmond, Virginia

Aircraft force landed in a field.

Harry Shannon dba Amphibians Plus

 http://registry.faa.gov/N80125

Date: 10-SEP-17
Time: 23:30:00Z
Regis#: N80125
Aircraft Make: LAKE
Aircraft Model: LA4
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: GORDONSVILLE
State: VIRGINIA





LOUISA COUNTY, Va. (WVIR) -  A pilot and his family are safe after their plane crashed this evening along Route 15 in Louisa County.
    
A pilot from New York and his family came crashing down around 7:30 p.m. on September 10. 

Emergency responders on the scene say the engine failed in the family's plane, and they had to perform an emergency landing.

"As the pilot came into the field, he did an excellent job of landing in this field right here. You can see the only damage that occurred was to the fence right here. He has to be commended for keeping the plane under control and bringing it in safely," said Michael Schlemmer, Louisa County fire captain. 

The family of four was flying from Buffalo, New York to Greene, North Carolina when the pilot says he was having engine trouble.

Emergency crews say the pilot was trying to land the plane at a nearby airport, but it began to go down.

The plane crashed in a field and then bounced into a fence.

Everyone on-board the plane escaped without injuries, and no one was hurt on the ground.

Original article can be found here ➤ http://www.nbc29.com

Without option to "flightshare," students left high and dry relying on traditional airlines: Out-of-state students would largely benefit from having more flight opportunities

Following Labor Day, many students’ Instagram and Twitter feeds are awash with travel photos. Images of sandy beaches and the bright lights of Vegas are posted to advertise just how much out-of-town fun people are having.

However, for some, it seems impossible to travel that far and that often for leisure. The costs associated with driving and flying are too high, and this problem is further exacerbated for out-of-state students, who are almost guaranteed two cross-country trips to go home for Christmas and the summer. 

This problem could have been easily resolved through the concept of "flightsharing," which was birthed from the minds of Alan Guichard and Matt Voska a few years ago when they founded Flytenow. However, the Federal Aviation Administration (FAA)'s regulations proved too costly. 

Flytenow aimed to help private pilots trim down the cost of flying while opening up a unique and inexpensive method of transit.Unfortunately for Flytenow, these FAA regulations were based on faulty logic, and now the ruling is essentially irreversible.

The service would work like a digital bulletin board for pilots, where they can also post their pre-scheduled flights. On Flytenow, pilots can also maintain public profiles containing information about their credentials and aircraft.

They also can include a price per seat, which, due to FAA regulations banning them from turning a profit, would almost always be cheaper than flying commercial.

The wonderful thing about this service, besides the cost, is the convenience. Never again would you be subject to the pat downs and gropes of the TSA. No longer would you have to navigate large crowds in sprawling airports. Instead, just fly into the small, private airfields that are three times as plentiful as public ones. This means more direct flights, and flying closer to your destination than previously possible.

“(Whether the flight is) cheaper or more expensive, people would definitely want to fly into a place that is closer to home,” Andrew Fox, a sophomore economics major at ASU, said.

Brennan Garnett, a junior accountancy major, saw specific benefits for his social life. 

“I have friends in Irvine, California that I would love to visit, but there is no cheap way to do so," Garnett said. "A flight sharing service would be interesting and helpful.”

The bottom line is, this company, or any other that could offer a similar service with more competitive pricing, would benefit a large part of the population, especially out-of-state students who travel a lot and are not necessarily enrolled in an airline rewards program.

I say “would have” because Flytenow is no longer in operation, despite it being a novel idea that meets a common demand. This is because the FAA arbitrarily decided in 2015 that they should not exist.

The FAA argues that programs like Flytenow pose a safety issue that prevents them from green-lighting flight sharing services, which would be compelling if their enforcement was not entirely arbitrary. 

While it is illegal to post flight details on a digital bulletin board called Flytenow, it is not illegal to do so on a digital wall with Facebook. Pilots can just use physical bulletin boards, or any other type of advertising that occurs offline, so the flight-sharing company should pose no new safety issues. 

The FAA does not want private pilots flying with people that are not friends and acquaintances. Yet, they do not actually stop that from happening, as a physical bulletin board can attract anyone capable of reading and paying for a seat.

Michael Pearson, a lawyer with expertise in aviation law, spoke about the inconsistencies in the FAA's reasoning. 

“I don’t see any legitimate rationale and I think it slows down trade and impinges transportation," Pearson said. "I think it’s an artificial barrier and it should be removed. It would reduce the price of flight so you’re gonna get Airlines for America ... and in fact the National Business Aviation Association may come out against it (flightsharing), because what they’re gonna try to do is protect the box, protect their livelihood.” 

The fact is, this decision by the FAA does nothing more than enforce a soft monopoly on behalf of commercial airlines and private charters, showing that our government is more concerned with protecting corporate interests than the citizens’ well-being. 

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

SES Bets on New Fleet of Smaller, Flexible Boeing Satellites: Move toward cheaper design reflects industry uncertainty about demand for global internet connectivity

SES Chief Executive Karim Sabbagh, shown in 2015, said the satellites will add capacity and replace some bandwidth now provided by big, high-flying spacecraft.




The Wall Street Journal
By Robert Wall in London and  Andy Pasztor in Los Angeles
Sept. 10, 2017 3:03 p.m. ET


Satellite-services provider SES SA on Monday intends to announce a deal for a new fleet of smaller, easily reprogrammable Boeing Co. satellites, reflecting widespread industry uncertainty about demand for global internet connectivity.

The Luxembourg-based company, the world’s largest commercial communication satellites operator, is opting for a less-expensive, lower-altitude design to seek an edge in the intensifying battle to beam web access to remote regions. SES expects to spend more than $1 billion on the seven Boeing satellites and associated ground systems. Each satellite is projected to cost less than half the amount for the biggest, high-altitude versions.

Like other parts of the satellite industry, SES faces depressed prices for its current offerings and also has been hurt by growing competition from legacy rivals, as well as anticipated challenges from aggressive startups with deep pockets.

The new spacecraft, significantly smaller and more flexible than older models, are slated to be put into orbit starting in 2021. They will be deployed primarily to serve mobile users in developing regions, but with prospects for such markets still unclear, SES seeks to maximize its maneuvering room and reduce capital expenditure risks.

Chief Executive Karim Sabbagh said the satellites will add capacity and replace some bandwidth now provided by big, high-flying spacecraft that need replacement. Indicating that the emphasis on smaller spacecraft built to be swiftly reconfigured in orbit is gaining momentum, he said the constellation will be “radically different” from traditional concepts because it is designed to be “more flexible and scaleable.”

In an interview, Mr. Sabbagh said the principle of smaller satellites, optimized to seamlessly supplement each other as customers and markets change, is “what we have been missing for three decades in our industry.”

The move comes at a time cash flow and profitability for operators is under pressure, so they generally have been reticent to make investments in large, more-expensive satellites that have traditionally dominated the telecommunications segment. Advisory firm Euroconsult says big satellites have experienced a “dramatic downsizing of traditional pricing” for their primary services.

At the same time, an abundance of available bandwidth and questions about the future direction of the market have contributed to a protracted and sharp drop in orders for big satellites, some of which can cost about $400 million to build, launch and insure.

Such procurement contracts have slumped 50% below historic levels, with Boeing and Space Systems Loral, a unit of Canada’s  MacDonald Dettwiler and Associates Ltd. , among the satellite makers that have laid off staff in recent years. Industry officials said manufacturers, SES and a big chunk of its competitors are all considering smaller, less costly models.

Budding rivals are focusing on launching swarms of hundreds—or even thousands—of still-smaller satellites to pipe fast, inexpensive connectivity to remote locations. This increasingly contested segment includes OneWeb Ltd., the startup backed by European aerospace heavyweight Airbus SE and Japanese internet and telecommunications giant SoftBank Group Corp.

Entrepreneur Elon Musk and his high-profile Space Exploration Technologies Corp., commonly called SpaceX, are actively planning to compete. Google parent Alphabet Inc. also has publicly expressed interest in providing space-based web links.

At the same time, long-time rival Inmarsat PLC is positioning its Global Xpress constellation of traditional, high-altitude satellites to connect planes with high-capacity internet. Intelsat SA and ViaSat Inc. also are developing ever larger, more-powerful spacecraft to reduce customer access costs. Yet industry experts increasingly emphasize the benefits of faster connections and enhanced productivity from hybrid constellations such as the one SES favors, featuring a blend of high-earth orbit and lower-positioned satellites.

The company’s next-generation spacecraft are designed to beam highly tailored signals to serve many more but smaller customers, according to Steve Collar, another senior SES official.

Both Intelsat and Canada’s closely held Telesat, another major operator with 15 satellites, have made modest moves to embrace lower-orbit satellites to target similar market segments.

SES, which built its reputation with top-of-the-line satellites hovering 23,000 miles above a specific point on the globe, initially increased its bet on smaller spacecraft last year. It acquired the 49.5% in O3b Networks Ltd. it didn’t already own in a $710 million transaction.

The latest decision doubles down on the strategy of targeting O3b’s network for growth. The additional satellites are being designed to be more powerful than O3b’s existing models, enabling SES to tap fast-growing mobile and transportation markets. “We can build a mobile network in a country without having to lay any fiber,” according to Mr. Collar.

O3b already operates 12 spacecraft with plans to loft eight more in the next two years. Funds for all the satellites already are incorporated in SES’s long-term spending blueprint.

SES last year announced plans to launch a big satellite to provide aviation coverage over busy trans-Atlantic routes. But Mr. Collar said the expanded constellation of smaller spacecraft would cover 80% of the globe.

The market to deliver in-flight Wi-Fi is expected to grow rapidly, with some estimates showing connections to roughly 17,000 commercial aircraft by 2021, versus less than 7,000 today. Some current offerings have failed to attract as many passengers as anticipated, however, largely because they remain capacity constrained and the connectivity is relatively slow.

For his part, Mr. Sabbagh said SES isn’t abandoning big satellites entirely despite the growing investment in O3B. He said the company still plans one-for-one replacements for some of its big spacecraft, which can remain in use for 15 years or more. But he emphasized the downsized versions require only a “fractional investment” of what a traditional fleet would cost.

Original article can be found here ➤ https://www.wsj.com

Prosecutors: Man Flew Plane To Ohio For Sex With 13-year-old

CLEVELAND (AP) — Authorities say a 34-year-old California man has been indicted after flying a company plane to Ohio to have sex with a 13-year-old girl during a business trip.

The Cuyahoga County Prosecutor’s Office says Ryan Johnson, of Camarillo, California, drove a rental car to a planned rendezvous with the teen Aug. 30 but was instead arrested by police and members of the Ohio Internet Crimes Against Children Task Force.

Johnson was indicted Friday on charges that include importuning and attempted unlawful sexual conduct with a minor.

Prosecutors say Johnson had explicit online conversations and sought nude photos from someone he thought was the teen and that he planned to meet her for sex during a business trip to Akron.

A message seeking comment was left Saturday with Johnson’s attorney.

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

False fire alarm causes evacuation at Mineta San Jose International Airport (KSJC)

SAN JOSE — Travelers evacuated a terminal at Mineta San Jose International Airport on Sunday morning in response to an apparently false fire alarm.

Airport officials said the alarm was triggered on the airport tarmac around 11:30 a.m., sounding an alarm in Terminal B and prompting travelers to briefly evacuate.

The alarm came from a station on the tarmac in an area not accessible to the general public, said airport spokeswoman Rosemary Barnes.

“We believe it was someone working on the tarmac,” Barnes said.

Barnes said firefighters investigated and found no evidence of fire. A tweet from the  airport said that the “Initial finding is fire warning intentionally activated.”

“At this time, we have everyone back in the terminal and are focused on getting everything back to normal,” she said.

Barnes did not have an estimate on how many travelers “self-evacuated” upon hearing the alarm. She added that only Terminal B was affected, and that a fire door between the two terminals closed as a result of the false alarm.

Passengers in the Southwest terminal were startled by the alarm and an announcement over loudspeakers that there was an emergency and they needed to evacuate. With the security doors shut, some congregated by a stairwell exit but those who went in came back out, finding no egress.

People did not appear to be panicking, but were getting frustrated when police showed up. A sound was heard, like the door was being rammed open, and then people began to file out.

Barnes said one outbound Alaska Airlines flight was delayed by about 15 minutes because of the alarm, but other flights were not affected.

Less than a month ago, travelers in Terminal A were delayed after a security scare involving unsecured baggage prompted authorities to re-screen every passenger.

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

Gulfstream Aerospace jets find safe haven at Fort Smith Regional Airport (KFSM)



The Fort Smith Regional Airport has become a safe haven for over a dozen Gulfstream Aerospace aircraft flown in last week from Savannah, Ga., for protection from Hurricane Irma.

Heidi Fedak, director of corporate communications for Gulfstream, said by phone Saturday that pilots ferried the aircraft to the Fort Smith airport starting Wednesday after the company’s “severe weather action team” made arrangements.

“It’s unusual, or at least not typical, to see that many Gulfstreams in one spot unless there is a big event like a conference or something,” Fedak said. “We still have some at our facility that either can’t be flown yet or are in service. It’s a balancing act to not leave any of the aircraft outside during a hurricane.”

The arrival of the gleaming Gulfstream aircraft was enough to prompt a post on the airport’s Facebook page. The ensuing chatter from local airplane geeks on other channels was topped off with an aerial shot from a local photographer.

Several of the aircraft still have a protective green coating that signals that are just off the assembly line. The green coating is sanded off before a final paint job, Fedak noted.



Last year, during Hurricane Matthew, Gulfstream sent many of their aircraft to an airport in Alabama, she added. Pilots with Gulfstream flew the jets into Fort Smith beginning Wednesday. They were then ferried back for more planes.

According to a Federal Aviation Administration database, the aircraft’s N-numbers indicate there are several G500s and G550s, as well as a G400 and G450, and at least one G600 on the tarmac next to TAC Air.

And according to Gulfstream’s website, the G600 has a long-range cruise speed of Mach 0.85, or about 652 mph, and the ability to fly an “unrivaled 4,800 nautical miles/8,890 kilometers at a high-speed cruise of Mach 0.90.” Along with the Gulfstream G650ER, Gulfstream G650 and the “all-new Gulfstream G500,” the G600 shares a maximum operating speed of Mach 0.925, or about 709 mph. The new G500 and G600 were unveiled to the public in 2014, according to an article in AOPA Magazine.

The G500 has a base price of about $43.5 million, while the G600 goes for about $54.5 million pending options, the AOPA article adds.

“The G500′s nonstop reach connects distant cities such as Istanbul to Cape Town, South Africa; Los Angeles to London; and San Francisco to Tokyo,” the Gulfstream Aerospace website notes.

A Gulfstream product support semi-truck and trailer was also seen at the Fort Smith airport Saturday, but it was more likely the trailer was full of water bottles headed for Houston as assistance to recovery efforts after Hurricane Harvey, Fedak said.

In addition to the manufacturing facility and service center at Savannah, Gulfstream Aerospace has service centers at Brunswick, Ga., and West Palm Beach, Fla. All of the facilities were closed Thursday with plans to reopen Monday, Fedak said.

Gulfstream delivered about 130 mid- and large-cabin aircraft to customers last year. The Savannah facility employs about 10,000 people.

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

Aerodynamic Stall / Spin: Raytheon G36 Bonanza, N7215J; fatal accident occurred September 09, 2017 in Benicia, Solano County, California

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Oakland, California
Continental Motors; Mobile, Alabama
Textron Aviation; Wichita, Kansas
 
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/N7215J 

Location: Benicia, CA
Accident Number: WPR17FA200
Date & Time: 09/09/2017, 1413 PDT
Registration: N7215J
Aircraft: RAYTHEON AIRCRAFT COMPANY G36
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 9, 2017, about 1413 Pacific daylight time, a Raytheon Aircraft Company G36 airplane, N7215J, sustained substantial damage when it impacted terrain in Benicia, California about 9 miles northwest of the Buchanan Field Airport (CCR), Concord, California. The private pilot and passenger were fatally injured. The airplane was registered to Vallee Development Corporation and the pilot was operating the airplane as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed for the cross-country flight. The flight originated from CCR about 1406 and was destined for California Redwood Coast-Humboldt County Airport, Arcata-Eureka, California.

Radar data revealed that the airplane departed from CCR on a northwest heading, which was consistent with its intended destination. The first few minutes of the data showed the airplane in a climb. The surface winds in the area were about 330° at 12 knots, which would give the airplane about a 12-knot headwind during climb out. The airplane continued the climb to a maximum altitude of about 2,500 ft mean sea level (msl).

The last two minutes of the data revealed that the airplane's ground speed began to decrease as the airplane was nearing its level off altitude. During the last 15 seconds of data, the airplane's ground speed further decreased. At 1412:29, when the airplane was at an altitude of 2,400 ft msl, the ground speed was 69 knots; at 1412:32, the airplane was still at an altitude of 2,400 ft msl, but the ground speed had decreased to 56 knots. At 1412:42, the time of the last data return, the airplane's ground speed was 55 knots and the airplane's altitude had decreased by 600 ft to 1,800 ft msl, at a descent rate of about 3,600 ft per minute. In addition, the radar data showed that the airplane had entered a sharp right turn.

The Federal Aviation Administration (FAA) issued an alert notification for the airplane at 1926 after a family member reported that the airplane was overdue. A search ensued, and the Civil Air Patrol located the airplane wreckage the next morning near the top of a hillside in Benicia, California.

Pilot Information

Certificate: Private
Age: 67, Male
Airplane Rating(s): Single-engine Land
Seat Occupied:Left 
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed:Yes 
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 05/06/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 528 hours (Total, all aircraft), 2.7 hours (Total, this make and model)

The pilot held a private pilot certificate with an airplane single-engine land rating. The pilot had received a high-performance airplane endorsement on March 18, 2003, and a complex airplane endorsement on May 8, 2015. He also held a third-class airman medical certificate issued on May 6, 2017, with no limitations. A review of the pilot's logbook revealed that he had accumulated about 528 hours of total flight experience. Most of the pilot's flight time was logged in Piper PA-28 and Cessna C-182 airplanes. He had logged 3 flights, for a total duration of 2.7 hours, in the accident airplane. The three flights occurred in July 2017, with the accident pilot operating as the pilot-in-command and no dual time was logged that may have indicated flight training.

The passenger held a student pilot certificate and a third-class medical certificate dated February 21, 2003. The passenger did not reapply for the medical certificate after it expired and did not receive a pilot's license. 

Aircraft and Owner/Operator Information

Aircraft Make: RAYTHEON AIRCRAFT COMPANY
Registration: N7215J
Model/Series: G36 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2006
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: E-3715
Landing Gear Type: Retractable - Tricycle
Seats:
Date/Type of Last Inspection: 12/03/2016, Annual
Certified Max Gross Wt.: 4000 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 1535.6 Hours as of last inspection
Engine Manufacturer: Continental
ELT: C91A installed, not activated
Engine Model/Series: IO-550B-39B
Registered Owner: On file
Rated Power: 300 hp
Operator: On file
Operating Certificate(s) Held: None 

The Raytheon Aircraft Company G36 was a six-seat, low-wing, retractable-gear airplane, that was manufactured in 2006. The G36 is a variant of the Beechcraft Bonanza 36 airplane.

The airplane was powered by a Continental IO-550-B39B engine with a three-bladed constant speed propeller. The engine was modified with a Tornado Alley Turbo, turbonormalizer system (under Supplemental Type Certificate SA5223NM), which was installed on September 19, 2008. The airplane's maintenance records showed that the most recent airframe annual inspection was completed on December 3, 2016, with a Hobbs meter time of about 1,536 hours. The most recent engine inspection occurred on August 14, 2017; at that time, the Hobbs meter time was about 1,600 hours.

According to the Beechcraft Model G36 Bonanza Pilot's Operating Handbook and FAA Approved Airplane Flight Manual, the airplane's stall speed at an airplane weight of 3,600 pounds and flaps up, was 68 knots indicated airspeed (KIAS) at a 0° bank angle, and 73 KIAS at a 30° bank angle. Using calibrated airspeed reflected about the same stall speeds in the chart.

The Airplane Flight Manual Supplement -550, for airplanes with engines that have the turbonomalizer system installed, increased the airplane's takeoff gross weight to 4,000 pounds. The manual supplement stated that the performance of airplanes equipped with the turbonormalizer system "is equal to or better than the performance listed in the original flight manual." The manual supplement also stated that when operating the airplane at the increased weights authorized, the pilot should expect a decreased rate of climb of up to 13% and to increased stall speeds of up to 7%.

The airplane's most recent weight and balance form was not located during the investigation, and the airplane's weight and balance at the time of the accident could not be determined. Paperwork submitted to the FAA's Aircraft Registration Branch in April 2017, when the pilot purchased the airplane, showed that the airplane's maximum gross weight was 4,000 pounds, and that the useful load was 1,209 pounds.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: CCR, 26 ft msl
Distance from Accident Site: 9 Nautical Miles
Observation Time:1353 PDT 
Direction from Accident Site:155° 
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling:None 
Visibility (RVR):
Wind Speed/Gusts: 12 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 330°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.96 inches Hg
Temperature/Dew Point: 30°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: CONCORD, CA (CCR)
Type of Flight Plan Filed: None
Destination: ARCATA/EUREKA, CA (ACV)
Type of Clearance: None
Departure Time: 1406 PDT
Type of Airspace: Unknown 

The 1353 weather observation at CCR, (about 20 minutes before the accident occurred) indicated the following conditions: wind 330° at 12 knots, visibility 10 statute miles, sky clear, temperature 30°C, dew point 17°C, and an altimeter setting of 29.96 inches of mercury. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 38.106667, -122.126111 (est) 

The airplane came to rest on top of a mesa on flat terrain with dense vegetation at an elevation of about 587 ft msl. The fuselage was in an upright position on a magnetic heading of about 125°. Most of the fuselage and engine were contained within an area that measured about 8 ft long, 4 ft wide, and 1 ft deep. The engine was partially buried in the ground. All major structural components of the airplane were located within the wreckage debris area.

The airplane damage and ground signatures were consistent with a wings-level, nose-down, high angle-impact with terrain.

The airplane's wings remained attached to the fuselage but sustained significant compression damage. The leading edges of both wings were crushed aft to the spar. The left and right leading- edge skins, and the main fuel bladders, were ruptured and their fragments were scattered about 170 ft in front of the airplane. The front and bottom portions of the wing tip tanks sustained compression damage corresponding to about a 60° nose-down impact angle. The landing gear and flaps were retracted.

Flight control cable continuity was confirmed from all flight control surfaces to the forward floor assembly area. The elevator trim remained attached to the respective sprocket, and the left and right actuators indicated a position of about 2° to 3° tab up.

The empennage and cabin roof had been removed by first responders. The empennage was separated from the fuselage about 2 ft forward of the vertical stabilizer. The rudder and elevators were attached at all their respective attachment points.

The engine sustained impact damage and was separated from its mounts. The propeller separated at the crankshaft, just aft of the propeller flange, and was located near the engine in the wreckage debris area. Two of the three blades were bent aft about mid-span and two of the three blades exhibited twisting. A hole was observed in the right section of the crankcase between cylinders Nos. 1 and 3 that was consistent with impact forces. All of the accessories mounted on the rear of the engine sustained damage.

The airframe and engine were further examined at the Plain Parts facility in Pleasant Grove, California. The examination revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. 

Medical And Pathological Information

An autopsy of the pilot was performed by the Solano County Sheriff's Office, Fairfield, California. The autopsy determined that the pilot's cause of death was "multiple blunt force injuries."

Toxicology testing was performed on the pilot and passenger at the FAA Forensic Sciences Laboratory. The results for the pilot and the passenger were negative for tested drugs. The testing identified ethanol and propanol in the pilot's muscle and liver samples. The testing also identified ethanol in the passenger's brain and muscle samples.

The ethanol detected in the pilot's muscle and liver samples had differing concentrations. Additionally, the presence of propanol, an alcohol produced postmortem along with ethanol and other alcohols, in the pilot's sample's suggested that some or all of the alcohol present was from sources other than consumption. The small amounts of ethanol detected in the passenger's samples also suggested that some or all of the alcohol present was from sources other than consumption.

Additional Information

According to the FAA's Handbook of Aeronautical Knowledge, "true airspeed (TAS) is calibrated airspeed (CAS) corrected for nonstandard altitude and temperature…therefore, for a given CAS, TAS increases as altitude increases. A pilot can find TAS by two methods. The most accurate method is the use of a flight computer…A second method, which is a rule of thumb, provides the approximately TAS. Simply add 2 percent to the CAS for each 1,000 ft of altitude." The handbook also states that the groundspeed is "the actual speed of the airplane over the ground. It is TAS adjusted for wind. Groundspeed decreases with a headwind and increases with a tailwind."

On the accident flight the groundspeed on the last radar return, at an altitude about 2,500 ft, was 55 knots. Adjusting the groundspeed for about a 12-knot headwind would make the TAS about 67 knots. A calculation using the atmospheric pressure, temperature, and airplane's speed, revealed that the CAS was about 5 knots slower than the TAS. Therefore, CAS was estimated to be about 62 knots at the last return.

The FAA's Airplane Flying Handbook, states "transition to a complex airplane, or high-performance airplane, can be demanding for most pilots without previous experience. Increased performance and complexity both require additional planning, judgement, and piloting skills. Transition to these type airplanes, therefore, should be accomplished in a systematic manner through a structured course of flight training by a qualified flight instructor."


Six SD data cards associated with a Garmin G1000 system were located at the accident site. The cards were provided to the NTSB's Vehicle Recorders Division for potential data download. In addition, an engine temperature sensor found at the accident site was provided to the Vehicle Recorders Division to determine if the sensor contained non-volatile memory and could be a source of engine data for the investigation. Some of the SD cards could be read, but they contained data that were not pertinent to the investigation. The engine sensor was not capable of recording data.

NTSB Identification: WPR17FA200
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 09, 2017 in Benicia, CA
Aircraft: RAYTHEON AIRCRAFT COMPANY G36, registration: N7215J
Injuries: 2 Fatal.

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

On September 9, 2017, about 1413 Pacific daylight time, a Raytheon Aircraft Company G36, N7215J, sustained substantial damage when it impacted terrain about 9 miles northwest of the Buchanan Field Airport (CCR) Concord, California. The private pilot and passenger were fatally injured. The airplane was registered to Vallee Development Corporation and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan had been filed for the cross-country flight. The flight departed CCR about 1408, and was destined for Arcata Airport, Arcata/Eureka, California. 

The Federal Aviation Administration (FAA) issued an Alert Notice (ALNOT) for the missing airplane after a family member reported that the flight was overdue. A search ensued and the wreckage was located near the top of a hillside by the Civil Air Patrol the following morning.

Examination of the accident site by the National Transportation Safety Board, investigator-in-charge, revealed that all the major components of the airplane were contained within a confined area. The airplane was recovered to a secure facility for further examination.

Preston Vallee, far right, is shown in a photo from high school. He attended Arcata High and graduated in 1991.


When the program coordinator for the Humboldt County airport in McKinleyville got a call stating an aircraft was missing she got a bad feeling. Emily Jacobs knew it was Terry Vallee’s plane but she didn’t know his co-pilot was his son, her friend from elementary school in Arcata.

“I found out the next day,” Jacobs said.

The flight crashed Sept. 10 and left not only a father and son dead, but also left two holes in the community.

“It’s been devastating for all of us,” Jacobs said.

Terry Vallee, 67, was said to have worn many hats at Lima’s Pharmacy in Eureka. Although Terry Vallee’s co-workers said it was too early to discuss his death, they remembered him as a community member who was a friend to all in his life.

His son, Preston Vallee, 42, grew up in Humboldt County and graduated from Arcata High School in the class of 1991.

Jacobs recalled cheering for him as a cheerleader while he played basketball. Preston Vallee began learning to fly about 15 years ago and Terry Vallee flew as long as she can remember.

“Nobody knows what happened and why the aircraft failed,” Jacobs said.

According to Ian Gregor, a Federal Aviation Administration spokesman, a preliminary report focused on what was found in the wreckage will be released by the National Transportation Safety Board within seven to 10 days after the incident.

“It usually takes the NTSB months if not over a year to determine a probable cause for an accident,” Gregor wrote in an email. “The NTSB is the lead investigative agency. The FAA is a party to the investigation.”

Fourth District Supervisor Virginia Bass is the former sister-in-law of Terry Vallee. She said that while she isn’t a blood relative, he would always make her feel that way. She remembered always seeing a Terry Vallee around the community and the large smile he carried.

“No matter when I saw him, it felt like I was always part of the family,” Bass said.

Around 11 p.m. Sunday, Bass said she received a call from her ex-husband telling her the news that Terry and Preston Vallee were the pilots in the crash. She said when you hear about these things you never think it’s going to be someone you know, until it is.

“That’s not what I was expecting” said Bass, who remembered Terry Vallee as a “bundle of happiness.”

Bass also remembered Preston Vallee as a well-loved community member, although she said he didn’t know him too well. She said she always looked at Preston Vallee as a role model for her kids when they were younger.

“There’s going to be a big piece missing for the community,” Bass said.


http://www.times-standard.com

BENICIA, Calif. --  Officials are investigating after a father and his son died in a small plane crash near Benicia in Solano County on Saturday.

A 67-year-old man and his 43-year-old son were the only two people on board.

A ground team located the plane early Monday morning in Solano County north of Benicia, Civil Air Patrol officials said.

The Beechcraft BE-36 airplane took off from Buchanan Field Airport in Concord Saturday afternoon on its way to Arcata-Eureka Airport in McKinleyville, but had not landed by Saturday night.

The Civil Air Patrol was activated Saturday night to search for the aircraft.


Story and video ➤  http://abc7news.com



BENICIA, Calif. (KTVU) - A father and son were killed when a small plane crashed in Benicia on Saturday, according to officials.

Terry Vallee, 67, of Arcadia, and Preston Vallee, 42, were identified as the passengers on board. The crash site was discovered on Sunday.

A spokesman for the FAA says a single-engine Beechcraft BE36 crashed sometime Saturday after departing from Buchanan Field in Concord. The FAA says the passengers were on their way to the Arcata-Eureka Airport.

Story and video ➤  http://www.ktvu.com



BENICIA- A small plane that left the Bay Area heading to the Arcata-Eureka Airport crashed killing a father and son.

The single engine Beechcraft BE 36 took off from Buchanan Field in Concord on Saturday and was in the air for about ten minutes before crashing in Benicia.

The plane was found Sunday morning.

Terry Vallee, 67 of Arcata and 43 year-old Preston Vallee of Concord both died in the crash.

The cause is under investigation by the  Federal Aviation Administration and National Transportation and Safety Board.

Original article can be found here ➤ http://kiem-tv.com

BENICIA, Calif. (KCRA) —  A father and son were killed after their plane crashed in Benicia Saturday, the Solano County Sheriff’s Office said.

Terry Vallee, 67, of Arcata, and Preston Vallee, 43, of Concord, were identified as the two people on board when the plane crashed Saturday.

The plane was found Sunday.


The plane was flying from Buchanan Field in Concord to Arcata-Eureka Airport Saturday when it crashed for unknown reasons, the Federal Aviation Administration said.


The Federal Aviation Administration and the National Transportation and Safety Board will investigate.


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


Preston Riley Vallee

Preston Riley Vallee a loving father, brother, uncle and son left us way too soon, while flying home to Humboldt with his father. Preston was born on October 24th, 1973 to Terry and Mary Vallee. He spent his childhood with his sister Kelly and brother Mark on the family farm that his parents built from the ground up. Preston was a member of the Arcata Bottom 4-H and Arcata FFA and raised pigs, dairy heifers, and sheep. During that time, Preston accomplished the feat of winning all four Round Robins in Humboldt County and then went on to compete in and win the California State Fair Master Showmanship contest. Preston attended Arcata High School and was a multi-sport athlete, participating in soccer and wrestling for all four years. After high school, Preston attended California State University Chico, where he received a Bachelor's Degree in Accounting. He was a member of the University's waterski team, serving as captain. He loved those years at Chico, making both life long friends and many of his most cherished memories including his enduring friendship with his fiance Ida Arne. During Preston's high school and college years, he spent every summer working construction with his cousin David Jackson. This inspired Preston to pursue a Masters in Construction Management at Chico State in 1998. In the year 2000 Preston established Vallee Construction. During those 17 years, Preston put his heart and soul into his work. His attention to detail, strong work ethic, integrity and warm friendly manner, enabled him to build an extremely successful business that brought him so much pride. Preston always enjoyed a challenge and loved to have fun. He had a passion for big toys starting in his early years with 3-wheelers, then moving into 4-wheelers, boats, jeeps, trucks, and most recently heavy equipment. Preston worked extremely hard and his greatest accomplishments were his three children, family, friendships and Vallee Construction. His generosity, gentle soul, stubbornness, and kind heart were expressed in everything he did. Preston is joined in death by his father, Terry Vallee. He is preceded by grandparents George Vallee, and Gerald and Claire Jackson. Preston Vallee is survived by his fiance Ida Arne and his three children Colton, Elly, and Scout. His mother Mary Vallee. His grandmother Bette Vallee. His sister and brother-in-law, Kelly and Tad Miller and his brother and sister-in-law, Mark and Theresa Vallee. His nieces and nephews, Sydney, Grace, Bryce, Cade, Katie, Aaron and Jessica. Preston's passion for life was exemplified in everything he did, from summers spent on Trinity Lake to traveling, hunting, camping, skiing, wakeboarding, surfing, and most recently being a Dad. Preston always put his love for family at the top of his priority list. Preston has touched so many lives in his short 43 years. He will be missed by each and everyone one of them. A combined service to celebrate the lives of Preston and his father will be held on Saturday, September 23rd at Redwood Acres Fairgrounds in Eureka, California from 3 to 7pm. A Celebration of Life will also be held at the Oakhurst Country Club in Clayton, California on September 29th from 3-6pm. In lieu of flowers, Preston's business partners have created a college trust for his three children.


Terry Dale Vallee


Terry Dale Vallee; a loving husband, father, brother, son and most of all ..."the best Papa", left us way too soon while flying home to Humboldt with his son Preston. Terry was born December 27, 1949 in Los Angeles, California to George and Bette Vallee. Terry had ten brothers and sisters and spent his childhood and adult years in Eureka, California. He attended Saint Bernard's Catholic School through high school; graduating in 1968. It was during his junior year that he met the love of his life, Mary Jackson. Terry's childhood memories always included stories at the Excelsior house and camping at Trinity Lake. After high school, Terry spent his first year of college at Carroll College in Montana. He then returned to Eureka and finished his degree in Biology at Humboldt State University. In 1971, Terry and Mary were wed. Soon came their children Kelly, Preston, and Mark. After holding several jobs, Terry decided to follow in his family's footsteps and pursue a career in accounting. To do this he studied to become a CPA and got his first break at David L. Moonie & Co.. He then advanced his career by becoming Controller at Humboldt Land Title Company where he spent 15 years. It was then that he became involved in the Realtors Association and the Eureka Rotary. Terry worked endlessly to develop the home and property on Warren Creek in which he and Mary had always dreamed of raising their children. He enjoyed attending his kids' soccer games, wrestling matches, and Arcata Bottom 4-H events. Terry was very proud that his children competed in 4-H and FFA competitions around the state and that all of his children received college degrees. Terry was a bit of a thrill seeker! After the kids graduated and moved out he began to pursue those interests. He got his pilot's license and joined the Civil Air Patrol where he was named Commander. Next came racing cars at Redwood Acres with the "Rat Pack", followed by the purchase of his Harley. During all his thrill seeking days, Terry and Mary enjoyed traveling together. They made a 3 week trip to Europe celebrating their 40th wedding anniversary. They visited various places around the states, where he loved taking his wife fly fishing. Terry retired from Lima's Pharmacy in 2015 after working as their controller for 15 years. He moved onto his next adventure by purchasing some property in the east bay in an effort to move closer to his young grandchildren. It was there that he spent countless hours running equipment to get the property ready to build. While working alongside Preston at the property and helping at Vallee Construction, he and Preston become inseparable. Family was the most important part of Terry's life. His proudest moment was when his first grandchild, Sydney, was born. In total Terry had 10 grandchildren. He absolutely loved spending time with each of them. He enjoyed watching Sydney and Grace show their animals, watching Katie play soccer and Aaron play football. He looked forward to the adventurous nights in the treehouse with Bryce, Cade and Colton. He playing tirelessly, outside in the yard, with his youngest granddaughters Elly and Scout. He was the wild and crazy papa that never said "no". Terry is joined in death by his son Preston Vallee. He is preceded in death by his father George Vallee, brother-in-law Tony Chess, and nephew Matthew Chess. Terry is survived by his wife Mary Vallee, their two children Kelly and husband Tad Miller and their son Mark and wife Theresa Vallee. His ten grandchildren: Sydney and Grace Miller, Bryce and Cade Vallee, Colton, Elly, and Scout Vallee, and Katie, Aaron, and Jessica Foster. His mother Bette Vallee and his siblings Lonnie (Ramona), Jon (Cathy), Georgianna, Tom (Jane), Liz (Bruce), Nancy (Mike), Chris (Deanna), Gabe, Paul, and Stephanie (Ed) and many nieces, nephews, and cousins. A combined service to celebrate the lives of Terry and his son will be held on Saturday, September 23rd at Redwood Acres Fairgrounds in Eureka, California from 3 to 7pm. In lieu of flowers, Preston's business partners have created a trust for Terry's three grandchildren.