Tuesday, October 10, 2017

Super Petrel, Ormond Beach, Florida: Cities around the country sought the manufacturer



A light-sport, amphibious aircraft, called Super Petrel, is now being sold at Ormond Beach Municipal Airport, and city and business leaders are hoping the company eventually manufactures the planes here. The local operation, Super Petrel USA, is the U.S. headquarters of Scoda Aeronautica, of São Paulo, Brazil, which has sold 350 of the planes around the world.

At a Chamber of Commerce ribbon cutting for the company Oct. 10, President Rodrigo Scoda said the company “desires and hopes” to move the assembly operation here but it depends on the success of sales in the U.S.

The airplanes cost about $175,000 and require less training than the standard general aviation airplane. It can also run on automotive gasoline, which is less expensive than aviation fuel.

Jerry Angley, of the Ormond Beach Civil Air Patrol, summed up the attraction of the plane by saying, “It’s just fun to fly.”

The company has operated in a large hangar at the airport for about a year, and the business headed up by Ormond Beach resident Roger Helton, chief executive officer, who was introduced to the Scoda Aeronautica management by city Economic Director Joe Mannarino.

Helton worked for 15 years as a corporate pilot, 20 years for UPS and has been active with the Civil Air Patrol.

“I retired 10 years ago and I’ve been working ever since,” Helton said.

The local staff also includes a sales director and a pilot.

When a plane is sold, it is delivered to Ormond Beach from Brazil, and the customer can pick it up or it can be flown to them. A purchase includes training. Helton said they sold two of the aircraft when they attended the Sun and Fun Air Show in Lakeland.

Mannarino said many cities around the country were vying for the business and Ormond Beach was fortunate to be selected.

Mayor Bill Partington attended the ribbon cutting to show the city’s appreciation.

“Thank you for bringing this bold new business venture to Ormond Beach,” he said, speaking to Petrel management.

In other airport developments, Mannarino said the extension of the east-west runway to 1,000 feet to allow larger planes is still in the plans, and it’s now in an environmental study phase. He said the planes would take off toward the west, away from the neighborhoods, for noise abatement. The city also is planning to develop 138 more acres at the airport. Part of this development would be to add roads for direct access from the surrounding business park to the airport. 

Original article ➤ https://www.ormondbeachobserver.com

Shooter fired 'incendiary' rounds at fuel tank: McCarran International Airport (KLAS), Las Vegas, Clark County, Nevada



(CNN)   Las Vegas gunman Stephen Paddock fired special "incendiary" bullets at a 43,000-barrel fuel tank in what investigators believe was an attempt to cause an explosion, two law enforcement sources told CNN.

Those types of rounds, meant to ignite what they hit, were found inside Paddock's room at the Mandalay Bay Resort and Casino and near the fuel tank a short distance away on the grounds of McCarran International Airport, the sources said.

Authorities have previously disclosed that Paddock fired at the tank and struck it with two rifle rounds, when he opened fire on the crowd below from his 32nd floor hotel room on October 1. They had not disclosed that he used incendiary rounds to fire at the tank, which contains jet fuel.

The sources, briefed on the investigation but not authorized to speak publicly, said the incendiary rounds were recovered in an area near the tank.
It is unclear if the rounds that struck the tank were also of the incendiary variety. Chris Jones, an airport spokesman, said he was unaware of any rounds being recovered other than those that struck the tank.

Paddock, 64, killed 58 people and wounded close to 500 others attending the Route 91 Harvest Festival in the deadliest mass shooting in modern US history. He was found dead from a self-inflicted gunshot wound in his hotel room.

Airport officials last week downplayed the potential of an explosion being caused by gunfire, noting that jet fuel is designed to withstand a brief exposure to flame without igniting.

"Contrary to speculation, there is almost zero likelihood gunfire damage could trigger a fire or explosion at a commercial fuel storage facility," an airport statement dated October 5 read. The statement did not reference an incendiary bullet or say whether it would have made a difference.

The new detail about the ammunition is one of several pieces of information that investigators are attempting to put together to determine Paddock's specific intent, precisely how he carried out the attack, and whether he intended to survive.

Investigators also recovered tracer rounds from Paddock's room. Those rounds produce a flame when fired and allow the shooter to follow the bullet's path for more precise aim, according to the sources, who requested not to be named because they are not authorized to speak publicly about such details. There is no evidence the tracer rounds were used during the attack, the sources said.

Investigators also found "survival gear" in Paddock's room, including bulletproof vests and a breathing apparatus, the sources said.

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

Sheriff calls for more protection of fuel tanks targeted by shooter: McCarran International Airport (KLAS), Las Vegas, Clark County, Nevada



Two large jet fuel tanks near Mandalay Bay “need another layer of protection” in the wake of the deadly mass shooting outside the Strip resort on Oct. 1, Clark County Sheriff Joe Lombardo told the Las Vegas Review-Journal on Tuesday.

The Review-Journal first reported last week that the shooter fired at the 43,000-barrel tanks from his Mandalay Bay room, striking and penetrating one of the tanks, but causing no fire or explosion.

“They’re going to have to develop some sort of shielding mechanism to make sure it doesn’t happen in the future,” Lombardo said in a wide-ranging interview about the mass shooting with the newspaper’s editorial board. “I think we have to act on it.”

Lombardo said the gunman may have tried to create an explosion or diversion when he fired at the tanks before he sprayed the crowd of 22,000 at the Route 91 Harvest country music festival east of Mandalay Bay. Fifty-eight people were killed and nearly 500 were injured, and the shooter later killed himself.

Last week, County Commissioner Chris Giunchigliani said she would seek a security review of the jet fuel tanks the shooter targeted. Several other federal and county elected officials, including newly appointed Commissioner Jim Gibson, whose district includes Mandalay Bay, did not return phone calls last week seeking comment.

The tanks, which provide fuel to nearby private aviation companies, sit on property owned by McCarran International Airport.

Clark County Commission Chairman Steve Sisolak said he talked to Rosemary Vassiliadis, the airport’s director, about the tanks on Monday.

He said Vassiliadis told him she was contacting an “individual” who had previously evaluated the tanks.

“They have someone,” he said. “I’m leaving it in her hands. We continue in Clark County to take all precautions to protect our citizens and our tourists.”

McCarran officials last week confirmed the Review-Journal’s report on the shooter’s targeting of the tanks, which are about 1,100 feet from the Las Vegas Village venue, where the festival was held. Officials said jet fuel is hard to ignite.

Mike Boyd, a Colorado-based aviation consultant said Tuesday that a rifle-caliber bullet, even with a pyrotechnic charge, would not be powerful enough to blow up a jet fuel tank.


Clark County Sheriff Joe Lombardo discusses the Route 91 Harvest festival mass shooting during an exclusive interview with the Las Vegas Review-Journal Tuesday, October 10, 2017


In a statement released late Tuesday, airport spokesman Chris Jones said Lombardo “has not contacted the Department of Aviation with any concerns. Given that, we cannot address whatever points he may have raised with the Review-Journal earlier today. As more information from this investigation is made available, it will be evaluated and we will take action where appropriate.”

“One round penetrated Tank 202, which was partially filled with jet fuel,” the airport said in a statement released last week. “A second round was found lodged within the same tank’s outer steel shell, and did not penetrate. This tank was subsequently evaluated by experts who found no evidence of smoke nor fire.”

The tank was being drained and will be reinspected and repaired, Jones said.

Several airplane hangars belonging to prominent corporations are near the tanks, which are operated by Swissport Fueling, the company that runs the jet fuel operations for the airport.

Stephen Paddock, the 64-year-old shooter from Mesquite, had broken two windows in his 32nd-floor Mandalay Bay suite, one in line with the concert site and the other with a direct view of the fuel tanks, a knowledgeable source told the Review-Journal last week.

Jones said McCarran’s fuel storage system meets all structural and safety requirements set by the National Fire Protection Association.

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

Maule M-7-235 Super Rocket, N81818: Accident occurred October 07, 2017 in Manokotak, Alaska

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska

Aviation Accident Final 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/N81818

Analysis 

The pilot reported that, during takeoff from a beach, a wind gust pushed the airplane down, and he was unable to arrest the descent. Subsequently, the right wing impacted the beach first, then the left wing, the left landing gear collapsed, and the airplane came to a stop.

The airplane sustained substantial damage to both wings.

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

According to the pilot, about the time of the accident, the wind was from 40° at 10 knots, gusting to 18 knots, and visibility was 10 miles. It is unknown from which direction the airplane was departing. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain directional control during takeoff in gusting wind conditions.

Findings

Aircraft
Directional control - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)

Environmental issues
Gusts - Effect on operation

Factual Information

History of Flight

Takeoff
Other weather encounter
Loss of control in flight (Defining event)
Landing gear collapse
Collision with terr/obj (non-CFIT)

Location: Manokotak, AK
Accident Number: GAA18CA006
Date & Time: 10/07/2017, 1430 AKD
Registration: N81818
Aircraft: MAULE M 7
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

The pilot reported that during takeoff from a beach, a gust of wind pushed the airplane down, and he was unable to arrest the decent. Subsequently the right wing impacted the beach first, then the left wing, the left landing gear collapsed, and the airplane came to a stop.

The airplane sustained substantial damage to both wings.

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

According to the pilot the weather about the time of the accident was wind from 40° at 10 knots, wind gusts at 18 knots, and visibility of 10 miles. Its unknown which direction the airplane was departing. 

Pilot Information

Certificate: Airline Transport
Age: 36, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 03/27/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 09/05/2017
Flight Time:  (Estimated) , 8450 hours (Pilot In Command, all aircraft), 125 hours (Last 90 days, all aircraft), 75 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: MAULE
Registration: N81818
Model/Series: M 7 235
Aircraft Category: Airplane
Year of Manufacture: 1987
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 4047C
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 09/04/2017, 100 Hour
Certified Max Gross Wt.: 2500 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3434 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C126 installed, not activated
Engine Model/Series: O-540-33A5
Registered Owner: On file
Rated Power: 235 hp
Operator: On file
Operating Certificate(s) Held: On-demand Air Taxi (135) 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: PAMB, 52 ft msl
Observation Time: 2208 UTC
Distance from Accident Site: 18 Nautical Miles
Direction from Accident Site: 59°
Lowest Cloud Condition: Scattered / 300 ft agl
Temperature/Dew Point: 3°C / 3°C
Lowest Ceiling: Broken / 1700 ft agl
Visibility:  8 Miles
Wind Speed/Gusts, Direction: 11 knots/ 18 knots, 40°
Visibility (RVR): 
Altimeter Setting: 29.7 inches Hg
Visibility (RVV):
Precipitation and Obscuration: Light - Rain
Departure Point:  DILLINGHAM, AK (DLG)
Type of Flight Plan Filed: None
Destination: Manokotak, AK
Type of Clearance: None
Departure Time: 1300 AKD
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries:  2 None
Latitude, Longitude:  58.830000, -159.531944 (est)

Rutan Long-EZ, N966EZ: Fatal accident occurred July 27, 2021 and Accident occurred October 07, 2017

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.

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona
Lycoming Engines; Williamsport, Pennsylvania 
Location: Tucson, AZ 
Accident Number: WPR21FA288
Date & Time: July 27, 2021, 07:13 Local
Registration: N966EZ
Aircraft: Borom Long-EZ 
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General aviation - Personal

On July 27, 2021, about 0713 mountain standard time, an amateur-built experimental Long-EZ airplane, N996EZ, was substantially damaged when it was involved in an accident near Tucson, Arizona. The pilot was fatally injured, and the pilot rated passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A preliminary review of ADS-B data indicated that the airplane departed from Ryan Airfield Airport (RYN), Tucson, Arizona, on a northerly track. Subsequently, the airplane turned left to the west and after a few miles, to a southerly heading. About 12 miles from the airport, the airplane maneuvered and completed three 360° turns. The airplane then turned to an easterly heading toward RYN. The last recorded data was at 0713, consistent with the airplane on approach to runway 6R.

The pilot contacted the RYN tower controller about 12 miles southwest of the airport and requested a practice power off landing. The pilot was instructed to make a straight in approach and report a two-mile final. The pilot reported a two-mile final and was cleared to land on runway 6R. Subsequently, the airplane impacted terrain about 500 ft short of the runway and came to rest inverted.

The rear seat pilot rated passenger stated that the pilot extended the speed brake during the approach because he was high in altitude. He further stated that the pilot became fast on several occasions on final and then became slow on short final. He told the pilot to add power but could not determine if the airplane would make the runway because of the poor visibility from the rear seat. He stated that the airplane sank, struck the ground hard, and then nosed over.

Witnesses stated that the airplane looked low on the approach. Additionally, review of surveillance video from nearby businesses revealed that the airplane impacted terrain in a relatively flat attitude but shortly thereafter, nosed over and flipped inverted.
The airplane was recovered to a secure facility for further examination. 

Aircraft and Owner/Operator Information

Aircraft Make: Borom
Registration: N966EZ
Model/Series: Long-EZ
Aircraft Category: Airplane
Amateur Built: Yes
Operator: On file 
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC 
Condition of Light: Day
Observation Facility, Elevation: KRYN,2418 ft msl
Observation Time: 07:45 Local
Distance from Accident Site: 1 Nautical Miles
Temperature/Dew Point: 26°C /19°C
Lowest Cloud Condition: Clear 
Wind Speed/Gusts, Direction: / ,
Lowest Ceiling: None
Visibility: 10 miles
Altimeter Setting: 30.09 inches Hg 
Type of Flight Plan Filed: None
Departure Point: Tucson, AZ 
Destination: Tucson, AZ

Wreckage and Impact Information

Crew Injuries: 1 Fatal, 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 
Aircraft Fire: None
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude: 32.139081,-111.18254 (est)

Those who may have information that might be relevant to the National Transportation Safety Board (NTSB) investigation may contact them by email witness@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov. You can also call the NTSB Response Operations Center at 844-373-9922 or 202-314-6290.
 
Marcus Borom

July 2021

This is not the weather pattern I had become accustomed to in Arizona. Our past monsoons provided clear skies in the morning and thunderstorms in the afternoon. Every day provided good flight hours in the morning with reasonable temperatures below 90 degrees. Climate change has altered that. The best time I see ahead is Tuesday morning with a possible narrow window of opportunity. The end of the month looms ahead. Without a valid BFR, I cannot legally fly my plane. -Marcus Borom


Marcus Borom
July 14, 2021

All set for my BFR.  [for any non-pilots reading this, BFR is a required, biennial flight review]  

Six AM.  Clouds are threatening in the NE, but radar showed that the storm cells were moving to the SE, away from the airfield.  Maybe my flight will still be a go. Then it started to drizzle, and I moved Daedalus II back into the hangar.  Since the beginning of July, my neighborhood has received 2.7 inches of rain.  Tucson is evidently no longer in a drought.  Even though the rain is an inconvenience, it is welcomed – except for the flash-flooding.

My CFI (certified flight instructor) showed up at the appointed time of 6:30 AM.  My CFI also was awarded the Distinguished Flying Cross.  I hope he doesn’t expect that sort of performance from me.

As the morning moved on, the weather got really nasty, and the storm cells turned over the airfield (see attached radar photo).  Even though there were brief periods of calm, I suggested that we reschedule.  My CFI gave me kudos for good judgement.  That is one positive step toward completing my BFR, which will be scheduled for some time next week.

June 2019












Aviation Accident Final Report - National Transportation Safety Board 

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona

Investigation Docket - National Transportation Safety Board:

Location: Tucson, Arizona
Accident Number: WPR18LA003
Date & Time: October 7, 2017, 10:30 Local
Registration: N966EZ (A1); N15664 (A2)
Aircraft: BOROM MARCUS P LONG EZ (A1); Piper PA 28-180 (A2) 
Aircraft Damage: Substantial (A1); Minor (A2)
Defining Event: Midair collision 
Injuries: 1 None (A1); 2 None (A2)
Flight Conducted Under: Part 91: General aviation - Personal (A1); Part 91: General aviation - Personal (A2) 

Analysis

Two airplanes, a Long EZ and a Piper PA-28, collided in midair while in the traffic pattern about 1 mile northwest of the airport. The Long EZ pilot reported to the air traffic control (ATC) tower about 9 miles north of the airport that he was inbound for a full-stop landing. The controller instructed the Long EZ pilot to make left traffic to runway 6L and to report 2 miles on the 45° to runway 6L, which the pilot acknowledged. About 1 minute later, the Piper pilot reported about 8.5 miles northwest of the airport that he was inbound for a full-stop landing. He was instructed to enter a left base for runway 6L, which he acknowledged.

The controller then instructed the Long EZ pilot to make a left 360° turn for traffic, which the pilot acknowledged. He then cleared the Long EZ to be “number two” to land on runway 6L, following a Cessna on a left base. The Long EZ pilot acknowledged his clearance.

Shortly thereafter, two garbled transmissions were made. The controller then asked who was requesting runway 6R; the Long EZ pilot responded that he was not requesting runway 6R but wanted to confirm that traffic was landing on runway 6R. The controller stated that he had a Cessna on short final for runway 6L and a Piper Cherokee on about a 1-mile final for runway 6R. The Long EZ pilot transmitted that he had the wrong traffic in sight and that he now had the other landing traffic in sight on final. The controller told the Long EZ pilot to follow the traffic just over the numbers on runway 6L. 

The Long EZ pilot stated that while he was on downwind, he saw a Piper “passing rapidly directly above” him from the right. According to the Piper pilot, he began his turn for a left base to the runway when he noticed an airplane coming toward him from downwind. He further stated that he attempted to avoid the other airplane but that his airplane's landing gear struck the Long EZ. Both airplanes declared an emergency and landed uneventfully. The Long EZ sustained substantial damage to the left rudder, and the Piper sustained minor damage to the landing gear assembly.

The pilots of both airplanes had the final authority for the operation of their airplanes and were required to see and avoid other airplanes. Further, although no specific ATC separations were applicable during the visual flight rules pattern operation, the controller was still required to be vigilant for traffic conflicts, provide traffic information and issue traffic advisories when necessary, and establish a safe traffic sequence to the runway.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The failure of both pilots to see and avoid the other airplane while maneuvering in the traffic pattern, which resulted in a midair collision.

Contributing to the accident was the controller's failure to provide adequate traffic information, issue necessary traffic advisories, and establish a safe traffic sequence for airplanes under his control in the Class D airspace.

Findings

Personnel issues (A1) Monitoring other aircraft - Pilot
Personnel issues (A1) Issuing instructions - ATC personnel
Personnel issues (A2) Monitoring other aircraft - Pilot
Personnel issues (A2) Issuing instructions - ATC personnel

Factual Information

On October 7, 2017, about 1024 mountain standard time, an experimental, amateur-built Long EZ airplane, N966EZ, and a Piper PA-28-180 airplane, N15664, sustained substantial damage and minor damage, respectively, when they were involved in an accident near Tucson, Arizona. The pilot of the Long EZ and the pilot and passenger of the Piper were not injured. Both airplanes were operated as Title
14 Code of Federal Regulations (CFR) Part 91 personal flights.

According to the air traffic control (ATC) tower transcript, at 1019:31, the Long EZ pilot reported to the RYN ATC tower, that he was over Wasson Peak, about 9 miles north of RYN, and was inbound for a full-stop landing. The controller instructed the pilot to make left traffic to runway 6L and to report 2 miles on the 45° to runway 6L. The Long EZ pilot acknowledged the transmission. At 1020:26, the Piper pilot reported about 8.5 miles northwest of RYN and that he was inbound for a full-stop landing. He was instructed to enter a left base for runway 6L. The Piper pilot acknowledged the transmission.

At 1021:33, the controller instructed the Long EZ pilot to make a left 360° turn for traffic west of him that was turning for a base. The Long EZ pilot acknowledged the transmission and said he was making the turn. He was then cleared to be “number two” to land on runway 6L, following a Cessna on a left base. The Long EZ pilot acknowledged his clearance.

Shortly thereafter, a garbled transmission was made, to which the controller replied, "uh got step[ped] on there say again." Another garbled transmission was made. The controller then asked who was requesting runway 6R; the Long EZ pilot responded that he was not requesting runway 6R but wanted to confirm that traffic was landing on runway 6R. The controller stated that he had a Cessna on short final for runway 6L, followed by a Long EZ, and a Piper Cherokee on about a 1-mile final for runway 6R. The Long EZ pilot transmitted that he had the wrong traffic in sight and that he now had the other landing traffic in sight on final. The controller told the Long EZ pilot to follow the traffic just over the numbers on runway 6L.

In a postaccident statement, the Long EZ pilot reported that while he was on downwind, he saw a Piper “passing rapidly directly above” him from the right. The Piper pilot indicated in a postaccident statement that he began his turn for a left base for runway 6L when he noticed an airplane coming toward him from downwind. The Piper pilot stated that he attempted to avoid the other airplane but that his airplane's landing gear struck the Long EZ; the airplanes were about 1 mile northwest of RYN when they collided in midair. At 1024:39, the Piper pilot declared an emergency and advised the controller that a midair collision had occurred. The Long EZ pilot also declared an emergency, and both airplanes landed uneventfully at RYN. The Long EZ sustained substantial damage to the left rudder, and the Piper sustained minor damage to the landing gear assembly.

Title 14 CFR 91.113 states that “[w]hen weather conditions permit, regardless of whether an operation is conducted under instrument flight rules [IFR] or visual flight rules [VFR], vigilance shall be maintained by each person operating an aircraft so as to see and avoid other aircraft.” In addition, the Federal Aviation Administration (FAA) Airplane Flying Handbook states the following:

All pilots must be alert to the potential for midair collision and impending loss of separation. The general operating and flight rules in 14 CFR part 91 set forth the concept of "See and Avoid." This concept requires that vigilance shall be maintained at all times by each person operating an aircraft regardless of whether the operation is conducted under IFR or VFR.…Most of these accidents/incidents occur within 5 miles of an airport and/or near navigation aids.

The handbook further states, "Pilots should remain constantly alert to all traffic movement within their field of vision, as well as periodically scanning the entire visual field outside of their aircraft to ensure detection of conflicting traffic.".

Regarding ATC rules and procedures, FAA Joint Order (JO) 7110.65 X, chapter 3, Airport Traffic Control—Terminal, section 1, paragraph 3-1-1, Provide Service, stated the following:

Provide airport traffic control service based only upon observed or known traffic and airport conditions. NOTE-- When operating in accordance with CFRs, it is the responsibility of the pilot to avoid collision with other aircraft. However, due to the limited space around terminal locations, traffic information can aid pilots in avoiding collision between aircraft operating within Class B, Class C, or Class D surface areas and the terminal radar service areas, and transiting aircraft operating in proximity to terminal locations.

FAA JO 7110.65 X, paragraph, 3-8-1, Sequence/Spacing Application, stated, “Establish the sequence of arriving and departing aircraft by requiring them to adjust flight or ground operation, as necessary, to achieve proper spacing.” In addition, FAA JO 7110.65 X, paragraph 3-1-6, Traffic Information, stated, “Describe the relative position of traffic in an easy to understand manner, such as ‘to your right’ or ‘ahead of you.’” 

History of Flight

Approach-VFR pattern downwind (A1) Midair collision (Defining event)
Approach-VFR pattern base (A2) Midair collision

Pilot Information (A1)

Certificate: Private 
Age: 83, Male
Airplane Rating(s): Single-engine land Seat Occupied: Front 
Other Aircraft Rating(s): None Restraint Used: 4-point
Instrument Rating(s): None 
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With waivers/limitations 
Last FAA Medical Exam: August 3, 2017
Occupational Pilot: No
Last Flight Review or Equivalent: May 24, 2017
Flight Time: (Estimated) 1247 hours (Total, all aircraft), 1093 hours (Total, this make and model), 1219 hours (Pilot In Command, all aircraft), 17 hours (Last 90 days, all aircraft), 6 hours (Last 30 days, all aircraft)

Pilot Information (A2)

Certificate: Private 
Age: 47,Male
Airplane Rating(s): Single-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Unknown 
Last FAA Medical Exam:
Occupational Pilot: UNK 
Last Flight Review or Equivalent:
Flight Time: (Estimated)

Passenger Information (A2)

Certificate: 
Age: 48, Male
Airplane Rating(s): 
Seat Occupied: Right
Other Aircraft Rating(s): 
Restraint Used:
Instrument Rating(s): 
Second Pilot Present: No
Instructor Rating(s): 
Toxicology Performed: No
Medical Certification: 
Last FAA Medical Exam:
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information (A1)

Aircraft Make: BOROM MARCUS P
Registration: N966EZ
Model/Series: LONG EZ NO SERIES 
Aircraft Category: Airplane
Year of Manufacture: 1986 
Amateur Built: Yes
Airworthiness Certificate: Experimental (Special) 
Serial Number: 966
Landing Gear Type: Retractable - Tricycle 
Seats: 2
Date/Type of Last Inspection: June 15, 2017 
Condition Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 1093 Hrs at time of accident 
Engine Manufacturer: LYCOMING
ELT: C91 installed, not activated 
Engine Model/Series: O-320 E2G
Registered Owner:
Rated Power: 150 Horsepower
Operator: On file
Operating Certificate(s) Held: None

Aircraft and Owner/Operator Information (A2)

Aircraft Make: 
Piper Registration: N15664
Model/Series: PA 28-180 180 
Aircraft Category: Airplane
Year of Manufacture: 1972
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: 28-7305113
Landing Gear Type: 
Tricycle Seats:
Date/Type of Last Inspection: Unknown
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 
Engine Manufacturer: LYCOMING
ELT: 
Engine Model/Series: O&VO-360 SER
Registered Owner: 
Rated Power:
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: DMA,2704 ft msl
Distance from Accident Site: 149 Nautical Miles
Observation Time: 09:58 Local
Direction from Accident Site: 264°
Lowest Cloud Condition: Clear 
Visibility: 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 90° 
Turbulence Severity Forecast/Actual:  / N/A
Altimeter Setting: 29.92 inches Hg
Temperature/Dew Point: 27°C / -10°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Globe, AZ (P13) (A1); CHANDLER, AZ (CHD) (A2)
Type of Flight Plan Filed: None (A1); None (A2)
Destination: TUCSON, AZ (RYN) (A1); Tucson, AZ (RYN) (A2)
Type of Clearance: Unknown (A1); Unknown (A2)
Departure Time: 10:00 Local (A1); 09:35 Local (A2)
Type of Airspace: Class D (A1); Class D (A2)

Airport Information

Airport: RYAN FIELD RYN
Runway Surface Type: Asphalt
Airport Elevation: 2418 ft msl
Runway Surface Condition: Dry
Runway Used: 06L 
IFR Approach: None
Runway Length/Width: 4900 ft / 75 ft 
VFR Approach/Landing: Traffic pattern

Wreckage and Impact Information (A1)

Crew Injuries: 1 None 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 32.142223,-111.174446 (est)

Wreckage and Impact Information (A2)

Crew Injuries: 1 None 
Aircraft Damage: Minor
Passenger Injuries: 1 None 
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None 
Latitude, Longitude: 32.142223,-111.174446 (est)

Beech 35-C33 Debonair, N7DU, Debonair LLC: Incident occurred October 09, 2017 at Montgomery-Gibbs Executive Airport (KMYF), San Diego, California

Federal Aviation Administration / Flight Standards District Office; San Diego, California

Aircraft on landing, struck the propeller.

Debonair LLC:  http://registry.faa.gov/N7DU

Date: 09-OCT-17
Time: 00:11:00Z
Regis#: N7DU
Aircraft Make: BEECH
Aircraft Model: BE35
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: SAN DIEGO
State: CALIFORNIA

Air Creation Clipper 582S, N5138J: Incident occurred October 08, 2017 in Ramona, San Diego County, California -and- Accident occurred April 08, 2009 at Anacortes Airport (74S), Skagit County, Washington

Federal Aviation Administration / Flight Standards District Office; San Diego, California

http://registry.faa.gov/N5138J

Aircraft force landed in a field.

Date: 08-OCT-17
Time: 15:59:00Z
Regis#: N5138J
Aircraft Make: AIR CREATION
Aircraft Model: CLIPPER 582S
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: NONE
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: RAMONA
State: CALIFORNIA

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

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

NTSB Identification: WPR09CA186
14 CFR Part 91: General Aviation
Accident occurred Wednesday, April 08, 2009 in Anacortes, WA
Probable Cause Approval Date: 06/22/2009
Aircraft: AIR CREATION CLIPPER 58, registration: N5138J
Injuries: 1 Minor, 1 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 the experimental weight-shift-control light sport aircraft (trike) experienced a partial loss of engine power during initial climb. The pilot noticed that the engine's throttle went to an idle setting upon climbing to a maximum height of 50 feet above the runway. The pilot made a forced landing on grass-covered terrain adjacent to the runway and the airplane collided with the airport's perimeter chain link fence. One of the trike's fabric wings was ripped over a foot-long span, and the cockpit enclosure was cracked. The pilot reported that no maintenance had been performed on the airplane since he purchased it about 2 months prior to the accident. According to the pilot, although the propeller continued rotating when the engine power loss occurred, insufficient power was produced to sustain flight. A Federal Aviation Administration inspector who examined the trike and interviewed the pilot reported that the trike's throttle is accessible to occupants located in both the front and rear seats. In his statement, the pilot opined that during takeoff the throttle was inadvertently retarded by the passenger in the front seat.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The partial loss of engine power due to the passenger's inadvertent movement of the engine throttle control.

The experimental weight-shift-control light sport aircraft (trike) experienced a partial loss of engine power during initial climb. The pilot reported that he noticed the engine's throttle went to an idle setting upon climbing to a maximum height of 50 feet above the runway. Thereafter the trike descended, and the pilot made a forced landing on grass-covered terrain adjacent to the runway. As the trike decelerated, it collided with the airport's perimeter chain link fence. The private pilot was not injured, and the passenger sustained a minor injury. One of the trike's fabric wings was ripped over a foot-long span, and the cockpit enclosure was cracked. 

The pilot reported to the National Transportation Safety Board investigator that no maintenance had been performed on the trike since he purchased it about 2 months prior to the accident. According to the pilot, although the propeller continued rotating when the engine power loss occurred, insufficient power was produced to sustain flight.

The Federal Aviation Administration coordinator who examined the trike and interviewed the pilot reported that the trike's throttle is accessible to occupants located in both the front and rear seats. The pilot opined that during takeoff, he did not notice that the throttle was inadvertently retarded by the passenger in the front seat.

Cessna 210G Centurion, N67EC: Incident occurred October 09, 2017 at Chino Airport (KCNO), San Bernardino County, California

Federal Aviation Administration / Flight Standards District Office; Riverside, California

Aircraft on landing, nose gear collapsed.

http://registry.faa.gov/N67EC

Date: 09-OCT-17
Time: 18:24:00Z
Regis#: N67EC
Aircraft Make: CESSNA
Aircraft Model: C210
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: CHINO
State: CALIFORNIA

Cessna 172M, N515RD, R & E Airways Inc: Incident occurred October 09, 2017 at Miami Executive Airport (KTMB), Florida

Federal Aviation Administration / Flight Standards District Office; Miami, Florida

Aircraft on takeoff, went off the runway into the grass.

R & E Airways Inc: http://registry.faa.gov/N515RD

Date: 09-OCT-17
Time: 17:13:00Z
Regis#: N515RD
Aircraft Make: CESSNA
Aircraft Model: C172
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: TAKEOFF (TOF)
City: MIAMI
State: FLORIDA

Delta Air Lines, McDonnell Douglas MD-90: Incident occurred October 08, 2017 at Hartsfield–Jackson Atlanta International Airport (KATL), Georgia

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

Flight DAL2534: Aircraft, on pushback from gate nose gear doors and lights sustained damage from tow bar. No injuries.

Date: 08-OCT-17
Time: 20:15:00Z
Regis#: DAL2534
Aircraft Make: MCDONNELL DOUGLAS
Aircraft Model: MD90
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: COMMERCIAL
Flight Phase: PUSHBACK/TOWING (PBT)
Operation: 121
Aircraft Operator: DELTA AIRLINES
Flight Number: DAL2534
City: ATLANTA
State: GEORGIA

Gulfstream G550, N546QS: Incident occurred October 09, 2017 at Hancock County-Bar Harbor Airport (KBHB), Trenton, Maine

Federal Aviation Administration / Flight Standards District Office; Portland, Maine

Aircraft on taxi, went off the runway and into the mud.

NJI Sales Inc (NetJets)
Rogers Air LLC
Grosvenor Holdings LLC

http://registry.faa.gov/N546QS

Date: 09-OCT-17
Time: 20:10:00Z
Regis#: N546QS
Aircraft Make: GULFSTREAM
Aircraft Model: G550
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: TAXI (TXI)
City: TRENTON
State: MAINE