Group seeks funds for consultant to help with Baton Rouge Metropolitan Airport (KBTR) director search

Metro councilwoman Barbara Freiberg, District 12, speaks on Item 92 concerning an emergency appointment of the members of the Aviation Director Search Committee during a meeting of the metro council,  November 8, 2017, at City Hall in Baton Rouge, La.

The group searching for the next Baton Rouge Metropolitan Airport director is asking for money to hire a private consultant to help find and evaluate applicants for the job.

The Baton Rouge aviation director search committee voted Thursday to ask the Metro Council to appropriate $40,000 from the airport's budget to pay a search firm. Committee members said they will spend the next few weeks reviewing possible vendors before voting on which consultant to use.

They also agreed that three areas they would like the next aviation director to focus on are expanding the number of carriers and routes at the airport; continuing to lease airport property for an extra cash flow; and finding and securing state and federal grants.

Lining up a majority of council members to agree to appropriate $40,000 on a search firm might prove difficult, given the frustrations that arose at the Metro Council about conducting a national search for the airport director.

Some Metro Council members wanted to appoint Interim Aviation Director Ralph Hennessy to the permanent job without any search.

Although the committee should recommend three finalists to become the aviation director, the council has decision-making power over who gets the job.

Before the committee began its meeting on Thursday, Metro Councilwoman Barbara Freiberg  questioned Marston Fowler from the Parish Attorney's office about the public records aspects of their aviation director search.

Freiberg asked if people submit resumes for the job, but do not submit a full-fledged application, whether their names would still fall under public records laws. She said the airport was likely to miss out on good applicants for the job if people were concerned about their names becoming public.

Fowler referenced a high-profile lawsuit that started in 2013 when The Advocate and The Times-Picayune sued LSU for the names of the applicants who applied for the LSU president position. At the time, LSU only released the name of its "sole finalist," F. King Alexander, who is the current university president and chancellor. LSU did not respond to various public records requests regarding the people university leaders vetted and interviewed during the search.

A state 1st Circuit Court of Appeal panel ruled in 2015 that LSU was required to release the names of the four finalists for the position.

Fowler advised Freiberg about one major argument in the lawsuit, which stemmed from differing definitions of "applicant." He said the question that would arise would, again, be whether someone who submitted a resume would be considered an applicant for the job.

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

Ocala International Airport (KOCF) flying high with plans for new terminal

Upgrade plans for the Ocala International Airport include building a new terminal, adding hangar space and, eventually, putting in a new taxiway and apron to accommodate heavier aircraft. Construction of the new terminal is scheduled to begin in July 2018.

The Ocala International Airport has come a long way from its beginnings more than 50 years ago, when the site on Southwest 60th Avenue was a peanut and watermelon field.

The facility, also known as Ocala International Airport-Jim Taylor Field, spans 1,500 acres, has a 7,400 foot runway, a $3 million tower and 25 private and airport operated hangers. It soon will have a new $5.3 million terminal, which will more than double the size of the original terminal.

The airport replaced the airstrip that once was located where the Ocala Target store now sits. That site dates back to 1927, when Ruperty Cavanas persuaded Jim Taylor to donate land to the city of Ocala for development of an airport, according to the city’s website.

Ocala International Airport is owned and operated by the city of Ocala. A five-member Airport Advisory Board is appointed by the Ocala City Council. A full-time director and staff of four manage the airport. The airport serves general aviation, corporate aviation, the air cargo industry and accommodates flight training.

“We thrive on being a top-notch, general aviation airport, said Matt Grow, the director.

General aviation means the airport provides all services of a traditional airport except scheduled commercial flights. The airport oversees about 65,000 landings and takeoffs a year from aircraft weighing as little as 1,000 pounds to Boeing 757s weighing 255,000 pounds and fully loaded.

Among the coming changes are that the original terminal will be demolished and the rental car operation will be moved to the new 17,500-square-foot terminal. The airport’s fixed wing operator, Sheltair Aviation, will move into the new terminal and overhaul its current building.

Bids for the work will be opened in January. Construction is scheduled to begin in July 2018 and be completed and move-in ready by July 2019.

“The new terminal will give us a lot more flexibility,” Grow said.

The airport generates about $1.2 million annually and uses about $850,000 for annual operating expenses. The difference is used to pay mostly for capital projects, such as the new terminal.

And, as with most Ocala airport projects, Grow garnered grants and made other deals to pay for the bulk of the cost of the new terminal.

The Florida Department of Transportation will pay $2.5 million for the project. Sheltair will chip in $2 million, in exchange for 3,500 square feet of office space. The airport will pay up $800,000 for its share. The total cost is expected to come in at $5.3 million.

The new, single-story terminal will house the rental car service, expanded restaurant, meeting and banquet rooms, Sheltair and the administrative offices.

Grow said the original 6,000-square-foot terminal, which houses the rental car businesses, cannot be salvaged. It is a cinderblock building that was not designed to ever be expanded.

The current Sheltair building, leased to the aviation company by the airport, will be renovated by Sheltair and used primarily as space for the current flight school and for office space.

The airport is required by federal law to earmark money generated by the airport for only airport purposes. That means money generated by the airport cannot be used for other city government projects. It also means the airport has to charge at least market rates when it leases or sells property to other government departments.

With revenues from leases, airport hangar fees and a portion of fuel sales, “the airport is financially self-sufficient. We are not a drain on the general fund. Not at all,” Grow said.

Airport officials created preliminary designs for the new terminal in 2005, and again in 2008. The plan was scrapped when the recession hit and use of the airport declined.

As the economy improved and more people began to fly, Grow said the airport again looked at the financial feasibility of a new terminal.

He said the airport enjoys a nice mix of use. The bulk of airplanes are small, private planes, and there are many student pilots, he said. In the long run, he added, some of those student pilots eventually become commercial pilots who will fly commercial planes into and out of the airport.

The airport sees about 100 large charter planes annually. Those are made up of Boeing 727s bringing in horses for sale at the Ocala Breeders’ Sales Company across 60th Avenue and Boeing 757s carrying people. That does not include large private jets, Grow said.

As for the future, Grow expects demands on the airport to increase as more businesses like FedEx, AutoZone and Chewy Inc. set up distribution centers or manufacturing here. He estimates the airport will need the terminal to have an additional 8,000 square feet in 10 years. The new terminal is designed so it will be easy to expand, he said.

He also has a wait list of 20 pilots who want hangar space and said he plans to add another 20 to 25 hangar units in 2020.

In the long term, Grow said, he also wants to attract more and larger planes. Part of that goal is to attract international Boeing 767 planes bringing in horses from around the world. To do that, the airport will need a new and wider taxiway and apron. The current one east of the main runway is too narrow and already needs repaving.

The new taxiway and apron could be built in sections and west of the runway, with the first part paid for by the airport and used to attract federal and state grants to help pay for the rest, Grow said. A new taxiway and apron would cost $12 million.

“It would open the west side of the airport for heavy airport operations and also accommodate the current equine demand for horse business,” he said.

Some of the funding could come from land sales within the airport property. There currently are 150 acres for sale west of the main runway and buildings. Any new owners of the property would benefit from being so close to air transportation and the airport benefits from additional customers due to the new business, Grow said.

He hopes to build a small section of a new taxiway within five years and apply for grants after that.

In the meantime, repaving the existing taxiway will cost about $3.5 million, with all but about $200,000 coming from federal and Florida state grants. That work is slated for 2019.

Other possible projects could include lengthening the airport’s 3,000 foot long crosswind east/west runway by an additional 891 feet to each end.

Even with all the changes, there remains the question: Will there ever be scheduled, commercial flights arriving and leaving from the airport?

Grow said he would welcome a major carrier but with nine surrounding airports already providing that service, the wait could be a long one.

Ocala Councilman Jay Musleh said the goal is to make Ocala a destination and that a new terminal will attract more airplanes and the visitors and investors they carry.

“This new terminal really gives us a chance to be on the map,” he said.

Popular equestrian events such as the annual weeks-long Horse Shows in the Sun, or HITS series, and a planned World Equestrian Center and its associated residential communities, will generate more demand for air travel and the new terminal fits nicely into that mix, Musleh said.

“Matt (Grow) has done a fantastic job and has become a very strong advocate for Ocala and for the airport,” Musleh added. “We’re very fortunate to have him.”

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

Federal Aviation Administration gives PenAir high safety marks

ANCHORAGE, Alaska — PenAir is among the first air carriers in the United States to receive approval by the FAA for its safety management system (SMS), the airline announced December 14th.

The Alaskan company, which also serves the Northern Maine Regional Airport in Presque Isle, began implementing the FAA-mandated safety management system in 2010 as a voluntary pilot project. Now, the FAA requires every air carrier in the United States to have an approved and accepted SMS by March 9, 2018.

Airline officials said via a press release that PenAir has been recognized for its accident-free safety record and the continuous improvement of their safety culture.

“This has been a huge undertaking for us but we could not be more pleased with the outcome,” said Brian Whidden, senior vice president of safety and flight operations. “Distinction through safety has been our emphasis and has driven our employees to be the very best when it comes to our #1 goal of safety, safety, safety.

He said, “Every employee has played a major role for the last seven years towards this distinction and it has paid off. We are proud to be amongst the first in the nation, and the only regional carrier in Alaska, to receive this recognition for our outstanding and distinguished safety system.”

With an SMS program, air carriers must assess and analyze potential hazards and then implement hazard controls and preventative maintenance to ensure that identified risks are mitigated to the lowest possible level. It means that the aviation industry is striving to be one of the safest industries in the country.

Whitten noted auditors with the airline’s codeshare partner, Alaska Airlines, recently completed PenAir’s bi-annual audit. He attributed its success to the safety management system.

“The auditors completing the audit indicated they have done thousands of audits and indicated PenAir was one of the best they had seen,” said Whilden. “Receiving these words of approval from Alaska Airlines as well as the FAA’s validation of our safety management system emphasizes our commitment to the safety of our customers and employees,” he said.

Celebrating 60 plus years of service, PenAir began in 1955 in Bristol Bay, Alaska. It currently serves eight communities in southwest Alaska and operates scheduled flights between Boston and Presque Isle, Plattsburgh, N.Y., and Bar Harbor.  

Original article can be found here ➤ https://thecounty.me

City to request release of 337 acres of Oskaloosa Municipal Airport (KOOA) land

The City of Oskaloosa is requesting that the FAA release the city from federal obligation 337 acres of land at the Oskaloosa Municipal Airport. If the request is approved, the city will sell the land, which is designated non-aeronautical, and re-invest the proceeds in the South Central Regional Airport. The land shaded in yellow is dedicated airport land that is necessary for aeronautical operations and must stay in use until the new airport is operating.

OSKALOOSA — The city of Oskaloosa took another step toward divesting itself of Oskaloosa Municipal Airport property.

At Monday's meeting, the Oskaloosa City Council approved a resolution to submit requests to the Federal Aviation Administration and U.S. Department of Defense to release about 337 acres of non-aeronautical use property at the municipal airport.

The move comes on the heels of the South Central Regional Airport Agency's approval last week of a task order to have the requests prepared.

“This item provides support to the South Central Regional Airport Agency to proceed with completing the Federal Aviation Administration and Department of Defense Procedures to dispose of federally obligated land at the Oskaloosa Municipal Airport that is not needed for aeronautical purposes so the revenue from the disposal of the land can be re-invested in the South Central Regional Airport,” Mayor David Krutzfeldt said. “This action will not result in the actual sale or disposal of the airport property. The disposal process requires a second action to be taken by the city of Oskaloosa and the Oskaloosa City Council at a future date and time.”

A request for release has to be submitted to the Department of Defense because the Oskaloosa Municipal Airport was once an auxiliary airfield of the Ottumwa Naval Air Station.

“We know there will be a Department of Defense clearance that we need to work through,” City Manager Michael Schrock said. “We think that will occur rather quickly.”

Council Member Tom Walling asked how long the FAA process would take.

“It's the FAA process for the release from the federal obligations that may take a little bit longer,” Schrock said. “We want to be teed up and ready to go when the FAA is ready to move forward with that. Back in 2012, we completed a preliminary request for release and submitted that to the FAA, so they're well aware of what we want to do. We've been expressing our intentions for many years.”

He added that it would be at least a year, though, because some of the land is currently leased.

“We know it will be at least a year before the release occurs because there's a lease on the farm ground itself today,” Schrock said. “We're required to provide 90 days notice within any calendar year, and we've missed that window by a little bit. So, we'll talk to that leaseholder, and we're going to talk to the Oskaloosa Airport Board next month and see where we're at with it. We obviously have to provide them notice. If that means one more year for crops, we get another year of revenue.”

A question was also raised regarding whether the land would be parceled out or sold all at once, assuming the FAA grants the release request.

“Given the situation with the project and having some anticipated need to get some money up front quickly, I suspect we'll release the property, if given the approval, all at once, so we can get money into the project and move forward with the property acquisition phase of the project,” Schrock answered.

The total property at the municipal airport is over 600 acres. The remaining 277 acres, which is deemed necessary for aeronautical operations, would continue to operate until the new airport is operating.

“It's good to see this project continue to move forward,” Council Member Doug Yates said. “It's very important for our region, and it's great to see these steps being taken.”

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

Fisher Horizon 2, registered to the pilot, operated under the provisions of Title 14 Code of Federal Regulations Part 91, N428AP: Fatal accident occurred October 04, 2017 near Flying Cloud Airport (KFCM), Eden Prairie, Hennepin County, Minnesota

Philip Anthony Schaffer

Philip had a passion for flight which included building his own plane over the course of 20 plus years. He enjoyed camping, fishing, and traveling with his family. 

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Minneapolis, Minnesota

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/N428AP

Location: Eden Prairie, MN
Accident Number: CEN18FA003
Date & Time: 10/04/2017, 1108 CDT
Registration: N428AP
Aircraft: SCHAFFER Fisher Horizon 2
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 1 Fatal
Flight Conducted Under:  Part 91: General Aviation - Personal 

HISTORY OF FLIGHT

On October 4, 2017, at 1108 central daylight time, an amateur-built Horizon 2 airplane, N428AP, collided with terrain in Eden Prairie, Minnesota. The private pilot was fatally injured, and the airplane was destroyed by impact forces and postimpact fire. The airplane was registered to the pilot who was operating it under the provisions of Title 14 Code of Federal Regulations Part 91. Visual flight rules conditions existed near the accident site at the time of the accident, and a flight plan had not been filed for the local personal flight, which departed from Flying Cloud Airport (FCM), Eden Prairie, Minnesota, about 1103 .

The pilot was conducting the first flight in his Horizon 2 airplane since building it. According to the FCM tower controller, after the airplane lifted off from runway 28R, the pilot aborted the takeoff for unknown reasons. The pilot taxied the airplane back to the end of the runway and then took off again.

One witness at the airport reported that the airplane was "unstable" during the takeoff. Another witness reported that it appeared as if the airplane "became airborne too soon as the airplane settled back on the runway" before lifting off again. Witnesses also described the airplane struggling to gain altitude, pitching up and down, and banking during the takeoff. One witness stated that he could see the top of the wings, as if the airplane was straight up and down, before it turned to the southeast. Several witnesses reported hearing "good" engine sounds. Other witnesses, who saw the airplane just before the impact, reported that it was in a steep nose-down, left descending spiral. Two witnesses reported seeing the airplane spiral one and a half to three times before it descended below the trees, followed by a plume of black smoke.

The Minneapolis St. Paul Metropolitan Airport Commission provided flight track data for the accident flight. The data indicated that the airplane departed from runway 28R and made a wide, climbing right turn to the northeast. During the climb, the airplane leveled off for about 10 seconds about 925 ft above ground level (agl). The climb then continued to 1,050 agl, at which point the airplane entered a descent and was then lost on radar.

PERSONNEL INFORMATION

The pilot held a private pilot certificate with a single-engine land rating, which was issued on October 12, 1988. The pilot's logbook contained entries from May 31, 1987, through August 27, 2016. Between 1999 and 2005 , the pilot recorded 10.2 hours of flight experience. There were no entries between 2005 and August 6, 2017. The pilot recorded 4.8 hours of flight experience with a flight instructor in a Jabiru airplane between August 6 and August 27, 2017, at which time, the pilot completed a flight review . According to the logbook, the pilot's total flight experience was 312.1 hours. The pilot did not log any flight time in a Horizon 2 airplane, and the logbook did not contain a tailwheel endorsement. The pilot's most recent Federal Aviation Administration (FAA) medical certificate was issued on March 7, 2012.

The flight instructor, who had flown with the pilot in August (about 2 months before the accident), stated that they had discussed whether to have an experienced pilot conduct the first flight in the pilot's airplane after it was built. The flight instructor stated that the pilot replied that he had built the airplane, so he was going to conduct the first flight.

AIRCRAFT INFORMATION

The Horizon 2 is a two-place, high-wing, tailwheel-equipped airplane with a tandem seating arrangement. The airplane structure was made of primarily wood and had a fabric skin. The airplane was powered by a 100-horsepower, 4-stroke, liquid-cooled, Subaru EA81 engine. The engine logbook indicated that the engine was rebuilt in March 2015. The only other entry in the logbook was dated May 5, 2017, which indicated that an oil cooler had been installed. There were no engine times listed in the logbook.

The pilot maintained a build log for the airplane, which indicated that he had purchased the plans and started building the airplane in 1991. The last entry in the log was dated June 16, 2015, which documented adjustments to the carburetor and throttle control cable.

On June 7, 2017, the pilot ground looped the airplane, which resulted in landing gear damage, while performing high-speed taxi tests. 

WRECKAGE AND IMPACT INFORMATION

The initial impact point was in a parking lot and left scrape marks on the asphalt. The wreckage path from the initial impact point to the main wreckage was on a magnetic heading of 30°. . A gouge mark was found in the asphalt about 20 ft farther along the path, and it contained numerous pieces of splintered wood. The right wing was found wrapped around a pole about 210 ft from the initial impact. Further along the wreckage path were the fuel tanks, the engine, portions of t he cockpit/fuselage, the empennage, and the propeller hub. The wreckage from the right wing to the end of the wreckage path was mostly destroyed by fire. Pieces of the splintered composite propeller blade, plexiglass, and wood were scattered along the entire wreckage path.

The fuselage and cockpit area were destroyed by fire. The main landing gear assembly was separated from the fuselage. The bottom of the right wing was destroyed from the wing root to the aileron attachment point. The fabric on the top of the wing was scorched and melted in the wing root area. The flap was separated into two pieces. The inboard section of the flap was separated from the wing, and the outboard section remained attached. The aileron remained intact and attached to the wing. The control cables were pulled out from the wing and remained attached to the cockpit control column.

The left wing was destroyed by fire. The left aileron was separated from the wing. The aileron control cable was found near the burned wing, and it remained attached to the cockpit control column.

The fuel tanks were separated from the wings and burned. The fuel tank caps were not in place; however, melted material was visible around the base of the filler neck. Material was visible inside the left fuel tank, and it appeared to be portions of the melted fuel cap. The position of the cockpit fuel selector could not be determined due to impact and fire damage.

The empennage frame was heat damaged but remained intact. A portion of scorched fabric remained attached to the right elevator. The rudder cables remained attached to the bottom of the rudder and tailwheel. Cable continuity from the cockpit area to the forward and aft seat right rudder pedals was established. The forward and aft seat left rudder pedals were not found. However, the left cable was intact, and it contained the turnbuckles and rudder pedal attachment hardware.

The elevator control push-pull tube was connected at the elevator control surface and at the cockpit control. The center section of the push-pull tube was melted, and only portions of the tube were found. The elevator trim cable remained attached at the elevator control surface.

The engine was burned, and its right side was impact-damaged. The right valve cover was impact-damaged and was separated from the engine. Two of the valve lifters on the right side were separated from the engine. The left valve cover was in place, and the valves and springs were intact. The oil pan was removed from the engine, and the inside of the engine was intact and contained oil. The propeller was separated from the engine. The ring gear was smashed rearward against the engine case.

One of the propeller's composite blades remained mostly intact and attached to the hub. The butt end of the other two blades remained attached to the hub. The propeller spinner was separated from the hub. The spinner was flattened and exhibited a small amount of torsional bending.

MEDICAL AND PATHOLOGICAL INFORMATION

The Hennepin County Medical Examiner's Office, Minneapolis, Minnesota, conducted an autopsy of the pilot. The pilot's death was attributed to "multiple blunt force injuries due to an airplane crash."

The FAA's Bioaeronautical Research Sciences Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on specimens from the pilot. The testing was negative for carbon monoxide, cyanide, ethanol, and drugs.

Pilot Information

Certificate: Private
Age: 77, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Unknown
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: None None
Last FAA Medical Exam: 03/07/2012
Occupational Pilot: No
Last Flight Review or Equivalent: 08/27/2016
Flight Time:  312.1 hours (Total, all aircraft), 0.1 hours (Total, this make and model), 205.9 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 Make: SCHAFFER
Registration: N428AP
Model/Series: Fisher Horizon 2
Aircraft Category: Airplane
Year of Manufacture: 2016
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 001
Landing Gear Type: Tailwheel
Seats:  2
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.: 1050 lbs
Time Since Last Inspection:
Engines: Reciprocating
Airframe Total Time:
Engine Manufacturer: Subaru
ELT: Installed, not activated
Engine Model/Series: EA81
Registered Owner: On file
Rated Power: 100
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: FCM, 906 ft msl
Distance from Accident Site: 225 Nautical Miles
Observation Time: 1605 UTC
Direction from Accident Site: 328°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 2400 ft agl
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 260°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.37 inches Hg
Temperature/Dew Point: 11°C / 5°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Eden Prairie, MN (FCM)
Type of Flight Plan Filed: None
Destination: Eden Prairie, MN (FCM)
Type of Clearance: VFR
Departure Time: 1103 CDT
Type of Airspace: Class D

Airport Information

Airport: Flying Cloud (FCM)
Runway Surface Type: Asphalt
Airport Elevation: 906 ft
Runway Surface Condition: Dry
Runway Used: 28R
IFR Approach: None
Runway Length/Width: 3898 ft / 75 ft
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 44.855833, -93.483889 (est)

Eden Prairie Fire Department Chief George Esbensen shakes hands with Chad Willard of Huber Funeral Homes & Cremation Services on December 12th. 

An employee of Huber Funeral Homes & Cremation Services has been honored for his efforts in responding to an Oct. 4 fatal plane crash in Eden Prairie.

Chad Willard of Huber Funeral Homes was presented with the Eden Prairie Fire Department's Award of Recognition during the Dec. 12 Eden Prairie City Council meeting.

"Mr. Willard's role in this emergency scene was invaluable," said Eden Prairie Fire Chief George Esbensen.

Philip Schaffer's, Fisher Horizon 2, an amateur-built experimental aircraft, crashed around 11:08 a.m on the south side of Resurrection Life Church, 16394 Glory Lane, minutes after Schaffer had departed from Flying Cloud Airport.

Schaffer, a 77-year-old Richfield resident was killed.

The National Transportation Safety Board is investigating the fatal crash, the first Eden Prairie has had since 2009.

Chad Willard of Huber Funeral Homes & Cremation Services was presented with the Eden Prairie Fire Department's Award of Recognition on December 12th.  Pictured, from left, are Fire Chief George Esbensen, Chad Willard and Mayor Nancy Tyra-Lukens. 

Esbensen said on the day of the incident, Willard was working at the funeral home, which is next door to the church, and heard the commotion.

Willard was first on the scene and assessed the situation. He notified authorities, used a fire extinguisher from the funeral home to try reducing the fire and secured the scene until police and fire crews arrived.

After being presented with the award, Willard said he was accepting it on behalf of all first responders.

"On behalf of all your professional work, thank you," he said.

Story and photos ➤ http://www.swnewsmedia.com

 Philip Anthony Schaffer

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Minneapolis, Minnesota

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

http://registry.faa.gov/N428AP

Location: Eden Prairie, MN
Accident Number: CEN18FA003
Date & Time: 10/04/2017, 1105 CDT
Registration: N428AP
Aircraft: SCHAFFER Fisher Horizon 2
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 4, 2017, at 1108 central daylight time, N428AP, an amateur built Schaffer Fisher Horizon 2 airplane, collided with terrain in Eden Prairie, Minnesota. The private rated pilot was fatally injured, and the airplane was destroyed by impact forces and a postimpact fire. The airplane was registered to and operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight. Visual flight rules conditions existed near the accident site at the time of the accident, and a flight plan had not been filed. The local flight departed from the Flying Cloud Airport (FCM), Eden Prairie, Minnesota, about 1103.

According to the FCM control tower controller, the pilot had departed on runway 28R. Several witnesses reported seeing the airplane takeoff and just prior to the impact. Witnesses on the airport that saw the takeoff, reported the airplane was "unstable" during the takeoff. They described the airplane pitching up and down, and banking as it climbed out. One witness stated he was able to see the top of the wings as if the airplane was straight up and down before it made a turn to the southeast. Other witnesses who saw the airplane just before the impact reported the airplane was a in a steep nose down, left descending spiral. The witnesses reported seeing the airplane complete between 1 ½ and 3 spirals before it descended below the trees. Several witnesses reported hearing the airplane engine sound. The FCM controller also reported the pilot had aborted a previous takeoff attempt, just prior to the accident flight. The reason for the aborted takeoff is unknown.

The initial impact point was in the parking lot on the south side of the Resurrection Life Church located on Glory Lane, Eden Prairie, Minnesota. The wreckage debris path from the first impact to the main wreckage was on a magnetic heading of 30°. The initial ground impact consisted of scrape marks on the asphalt. About 20 feet further along the path was a gouge mark in the pavement which contained numerous pieces of splintered wood. The right wing was located wrapped around a light pole about 210' from the initial impact. Further along the wreckage path were the burned fuel tanks, the engine, what remained of the cockpit/fuselage, the empennage, and lastly the propeller hub. The wreckage from the right wing to the end of the wreckage path was mostly destroyed by fire. Pieces of the splintered composite propeller blade, plexiglass, and wood were scattered along the entire wreckage path. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: SCHAFFER
Registration: N428AP
Model/Series: Fisher Horizon 2
Aircraft Category: Airplane
Amateur Built: Yes
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: 
Condition of Light:
Observation Facility, Elevation: FCM, 906 ft msl
Observation Time: 1605 UTC
Distance from Accident Site: 225 Nautical Miles
Temperature/Dew Point: 11°C / 5°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 8 knots, 260°
Lowest Ceiling: Broken / 2400 ft agl
Visibility:  10 Miles
Altimeter Setting: 30.37 inches Hg
Type of Flight Plan Filed: None
Departure Point: Eden Prairie, MN (FCM)
Destination: Eden Prairie, MN (FCM) 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground 
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 44.855833, -93.483889 (est)

Visual Flight Rules Encounter with Instrument Meteorological Conditions: Zenith Zodiac 601XL, N929GB; fatal accident occurred December 21, 2017 in Thompson's Station, Williamson County, Tennessee

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Nashville, Tennessee
Australian Transport Safety Board

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/N929GB

Location: Thompson's Station, TN
Accident Number: WPR18FA053
Date & Time: 12/21/2017, 1307 CST
Registration: N929GB
Aircraft: BROWNING GREGORY S ZODIAC 601XL
Aircraft Damage: Substantial
Defining Event: VFR encounter with IMC
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On December 21, 2017, about 1307 central standard time, a Zodiac 601XL experimental, amateur-built airplane, N929GB, was substantially damaged when it impacted terrain while maneuvering at low altitude near Thompson's Station, Tennessee. The sport pilot sustained fatal injuries. The airplane was owned by the pilot, who operated it as a Title 14 Code of Federal Regulations Part 91 personal cross-country flight. Instrument meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the flight, which departed Bomar Field-Shelbyville Municipal Airport (SYI), Shelbyville, Tennessee, about 1230, with an intended destination of Whifferdill Airport (TN77), Chapmansboro, Tennessee.

According to a family member, the pilot completed the 57-nautical-mile flight from TN77 to SYI a few weeks earlier to have an autopilot system installed in the airplane. On the day of the accident, the family member drove the pilot to SYI so the pilot could fly the airplane back to TN77. The owner of the maintenance facility where the work was completed stated that he was surprised to see the pilot, as the pilot had not informed him of his intention to pick up the airplane that day. Additionally, the weather conditions were well below visual flight rules (VFR) minimums. The maintenance facility owner asked the pilot if he had looked at the weather, to which the pilot replied that it was improving, and it would be fine. The maintenance facility owner then informed the pilot that the current weather at SYI was 400 ft overcast and not good for flying and that Nashville, located almost directly between SYI and TN77, was reporting the same. When he suggested that the pilot come back and get the airplane after the weather had improved, the pilot replied, "No. I will get it today. The weather is fine, and I know the area I am flying to." The owner subsequently assisted the pilot with fueling the airplane; airport records revealed that the pilot purchased 8.5 gallons of 100LL aviation fuel.

The maintenance facility owner saw the pilot board the airplane; after starting the engine, the pilot taxied the airplane away from the ramp, then turned the airplane onto the taxiway. The pilot did not perform a pretakeoff engine run up. He advanced the throttle to full power, and, about 3 to 4 seconds later, as the airplane accelerated in its takeoff roll, the maintenance facility owner saw dust flying and heard the airplane rattling loudly as it departed the left side of the taxiway into the grass; the airplane continued through the grass. The maintenance facility owner reported that, during the departure, "…the engine sounded to be running wide open." He heard "a very loud bang" just before the airplane became airborne, as if the airplane had hit something. During the initial climb, the airplane entered a very high nose-up attitude and appeared to be "wallowing" left and right. The maintenance facility owner also stated that, at this time, he could clearly see something venting from the left wing, which he thought may have been fuel. As the airplane continued to climb, its nose lowered, and it gained speed as it proceeded south at low altitude. Before reaching the south end of the runway, the airplane entered a steep left turn at an altitude about 200 ft above ground level (agl) while reversing course to a northwest heading.

A witness about 0.3 mile north of the accident site reported that he saw a small, white airplane with red trim flying west about 1/4-mile ahead of him. The witness stated that the airplane had just cleared the high-tension power lines that cross the highway between 150 ft and 200 ft agl. When he first observed the airplane, it was flying northeast to southwest, parallel to and directly above the highway. As the airplane flew over his location, he heard the engine running at high rpm as the airplane continued to fly toward the west. The witness mentioned that, at this time, he saw the airplane dip slightly then pull up in a banking turn; he was not sure which direction it was turning.

About 35 minutes after departing SYI, the airplane impacted a stand of trees and terrain about 35 nautical miles northwest of SYI on a magnetic heading of about 120°. The airplane came to rest upright and mostly intact just off a rural residential road, on a magnetic heading about 130°. A first responder who lived nearby reported that she heard a very loud noise outside of her residence, after which she saw that an airplane had crashed. She stated that the weather in the area at the time of the accident consisted of low clouds about treetop level with very limited visibility. 

Pilot Information

Certificate: Sport Pilot
Age: 78, 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: Sport Pilot With Waivers/Limitations
Last FAA Medical Exam: 04/04/2005
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 1000 hours (Total, all aircraft), 10 hours (Total, this make and model) 

The sport pilot had previously possessed a private pilot certificate, which he surrendered in 2012 following an airplane accident. His most recent Federal Aviation Administration third-class medical certificate was issued on April 4, 2005, with a limitation for corrective lenses and that the certificate was not valid for night flying or by color signal control. On the application for that certificate, the pilot reported 1,000 total hours of flight experience, with 25 hours in the previous 6 months.

A flight instructor, who reported that the accident pilot contacted him for transition training in the accident airplane, stated that he provided the pilot 2 hours of training over a 2-week period in November 2016. The next time he saw the pilot was on February 15, 2017, when he was again scheduled for training. When the pilot arrived, instead of doing the training as scheduled, the pilot stated that he was taking the airplane home; the instructor told him that was not a good idea. Two hours later, the pilot called the instructor to inform him that he had made it home. The instructor stated that he typically requires 5 hours of transition training for a signoff, which the pilot did not want to pay for. The instructor stated, " He was behind the airplane; it was too fast for him. He could not judge distance, and he was always cutting the [traffic] pattern short and low." 

Aircraft and Owner/Operator Information

Aircraft Make: BROWNING GREGORY S
Registration: N929GB
Model/Series: ZODIAC 601XL XL
Aircraft Category: Airplane
Year of Manufacture: 2009
Amateur Built: Yes
Airworthiness Certificate: Special Light-Sport; Experimental
Serial Number: 66785
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 10/10/2017, Condition
Certified Max Gross Wt.: 1300 lbs
Time Since Last Inspection: 1 Hour
Engines: 1 Reciprocating
Airframe Total Time: 541.5 Hours as of last inspection
Engine Manufacturer: JABIRU
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: 3300A
Registered Owner: On file
Rated Power: 160 hp
Operator: On file
Operating Certificate(s) Held: None

The accident airplane was a two-seat, side-by-side, low-wing, tricycle-gear airplane with a maximum gross weight of 1,300 lbs and an empty weight of 695 lbs. The airplane was equipped with two wing fuel tanks with a total capacity of 24 gallons. According to maintenance records, the airplane's most recent condition inspection was performed on October 10, 2017, at a total time of 541.5 hours.

The airplane was also equipped with a Jabiru 3300A, six-cylinder, horizontally opposed, air-cooled, direct-drive, reciprocating engine, serial number 33A1341, capable of developing 120 horsepower at 3,300 rpm. It was also equipped with a Sensenich 2-blade propeller, model W64ZK49. The engine had accumulated about 541.5 hours total time since the most recent condition inspection.

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Day
Observation Facility, Elevation: BNA, 600 ft msl
Distance from Accident Site: 26 Nautical Miles
Observation Time: 1303 CST
Direction from Accident Site: 44°
Lowest Cloud Condition: Unknown
Visibility:  10 Miles
Lowest Ceiling: Overcast / 100 ft agl
Visibility (RVR):
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 120°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.03 inches Hg
Temperature/Dew Point: 13°C / 11°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Shelbyville, TN (SYI)
Type of Flight Plan Filed: None
Destination: Chapmansboro, TN (TN77)
Type of Clearance: None
Departure Time: 1230 CST
Type of Airspace: Class G

The Surface Analysis Chart for 1200 showed a west-to-east-oriented stationary front in northern Tennessee immediately north of the accident location. Station models in the area identified overcast sky conditions and generally southerly winds of 10 knots or less; some models denoted dew point depressions of 0°C.

An Automated Weather Observing System (AWOS) located at SYI, about 34 miles southeast of the accident site at an elevation of 800 ft indicated overcast ceilings between 1,100 and 1,400 ft agl, visibilities of 10 statute miles or greater, and dew point depressions of 2°C during the times surrounding the accident.

An AWOS located at Maury County Airport (MRC), Columbia, Tennessee, about 17 miles south-southwest of the accident site at an elevation of 681 ft indicated overcast ceilings between 400 and 600 ft agl, visibilities from 7 statute miles to 10 statute miles or greater, and dew point depressions of 0°C during the times surrounding the accident.

Weather observations from John C. Tune Airport (JWN), Nashville, Tennessee, about 23 miles north-northeast of the accident location at an elevation of 501 ft, identified overcast ceilings between 600 and 800 ft agl, visibilities from 8 to 10 statute miles or greater, and dew point depressions of 1°C and 2°C during the times surrounding the accident.

An Area Forecast Discussion (AFD) was issued at 1147 by the NWS Weather Forecast Office in Nashville, Tennessee. The Aviation section of that AFD stated:

Widespread IFR ceilings have been slow to lift and expected to generally remain this way, although some breaks into MVFR are likely later this afternoon, at least for a few hours. IFR expected to redevelop later this evening and overnight ahead of precipitation that will overspread the region early Friday. This activity will initially begin light, possibly as drizzle, then increase in intensity by late Friday morning and last through much of the day and evening. Prolonged IFR or LIFR is likely through this time.

(For additional information, refer to the NTSB Weather Study, which is appended to the docket for this accident.)

There was no record of the pilot having obtained a weather briefing prior to departure.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 35.819167, -87.046944 

The airplane came to rest intact except for the main landing gear and some small pieces of fuselage. First responders reported the presence of fuel upon initial arrival at the accident site.

The initial impact point was a stand of trees about 60 ft high and about 115 ft northwest of the main wreckage site. The second impact point, about 35 ft southeast of the first impact point, was with another stand of trees about 40 ft high. The airplane subsequently came to rest upright in an open field next to a residential rural dirt road.

Postaccident examination of the airframe and engine revealed no mechanical anomalies that would have precluded normal operation.

An iFLY 740 portable GPS, serial number VH16050313, and a Lowrance AIRMAP 1000 GPS receiver, serial number 100660358, were sent to the NTSB Vehicle Recorder Division for examination and potential data download.

Examination of the iFLY 740 revealed that data extracted from the unit included about 3 minutes 39 seconds of the accident flight data. The data corresponded to the flight's takeoff, but the recording ended shortly thereafter, possibly due to the device being powered off.

The Lowrance AIRMAP 1000 contained data from 41 previous flights, none of which were associated with the accident. 

Medical And Pathological Information

The Office of the Medical Examiner, Center for Forensic Medicine, Nashville, Tennessee, conducted an autopsy on the pilot. The cause of death was determined to be "multiple blunt force injuries." The autopsy revealed a significantly enlarged heart with left ventricular and septal hypertrophy. Additionally, the pilot had significant coronary artery disease with a stent in the right coronary artery. The mid left circumflex coronary artery showed up to 75% narrowing and the mid left anterior descending and proximal first diagonal coronary arteries each showed 50% and 60% narrowing, respectively. Interrogation of a Medtronic implanted defibrillator did not identify evidence of a heart rhythm that would have resulted in defibrillation around the time of the accident.

Toxicology testing performed at the FAA's Forensic Sciences Laboratory was negative for ethanol and carbon monoxide. Testing for drugs revealed the following: Naproxen was detected in urine; metoprolol, rosuvastatin were detected in urine and blood; clonazepam was detected in urine and blood; 0.019 (µg/mL, µg/g) amino-clonazepam (7-) was detected in blood and a nonquantified amount was in urine; 0.332 (µg/mL, µg/g) sertraline was detected in blood and a nonquantified amount was in urine; 0.418 (µg/mL, µg/g) desmethylsertraline was detected in blood and a nonquantified amount was in urine, and clopidogrel detected in blood and urine.

Naproxen is a non-narcotic pain medication, metoprolol is a blood pressure medication, clopidogrel is a blood thinner, and sertraline is an antidepressant. These medications are generally considered not to be impairing. The potentially impairing Schedule IV benzodiazepine (clonazepam) and its metabolite were detected below quantifiable/therapeutic levels.

On September 18, 2017, the pilot's family physician worked with the pilot's caregiver to coordinate rehabilitation care due to weakness following a knee replacement. The patient was not present for the evaluation, but the caregiver, stated that the pilot was often short-tempered and impulsive, would occasionally hear something that no one else did, and needed help with directions while driving along a route that he traveled many times. Based on this history, the physician wrote in the pilot's medical record that the pilot had possible early dementia with heightened impulsivity. The physician referred the pilot to a rehabilitation center and prescribed 0.5 mg clonazepam with up to 2 pills every 12 hours. The patient terminated care with the physician's office on October 11, 2017, when he was told the physician was not available to refill medications; no additional primary care treatment records were available.

Records from the rehabilitation center from September 20 through October 4, 2017, were reviewed. The pilot was admitted due to progressive weakness at home following his total knee replacement. During his stay, he underwent physical therapy and his strength and mobility improved. He was noted to have anxiety treated with clonazepam. Neurologic and psychiatric examinations during his rehabilitation documented no abnormalities; however, the pilot declined a formal neuropsychiatric evaluation during his rehabilitation stay. He was discharged to outpatient physical therapy. No additional post-rehabilitation progress or neuro-psychiatric evaluations were available.

Location: Thompson's Station, TN
Accident Number: WPR18FA053
Date & Time: 12/21/2017, 1307 CST
Registration: N929GB
Aircraft: BROWNING GREGORY S ZODIAC 601XL
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On December 21, 2017, about 1307 central standard time, a Gregory S. Browning Zodiac 601XL experimental, amateur-built airplane, N929GB, was substantially damaged following a loss of control and impact with terrain while maneuvering at a low altitude near Thompson's Station, Tennessee. The airplane was registered to and operated by the private pilot, the sole occupant, as a 14 Code of Federal Regulations Part 91 personal flight. The pilot was fatally injured. Instrument meteorological conditions prevailed at the time of the accident. The flight departed Bomar Field-Shelbyville Municipal Airport (SYI), Shelbyville, Tennessee about 1230, with an intended destination to Whifferdill Airport (TN77), Chapmansboro, Tennessee. No flight plan was filed for the flight.

According to a family member, the pilot had flown the airplane from TN77 to SYI a few weeks earlier to have an autopilot installed. On the day of the accident the family member drove the pilot to SYI to retrieve the airplane and return it to TN77. Personnel at the maintenance facility where the work had been completed were surprised to see the pilot when he arrived for the airplane, as he had not informed them of his plans to pick the airplane up that day. Additionally, the pilot was asked if he was sure that he wanted to make the flight, as the weather was not good, with low ceilings and limited visibility; the pilot elected to proceed with the flight to his home base. Maintenance personnel reported that after the pilot had settled his bill, he started the engine, taxied to the parallel taxiway, and then departed to the south on the taxiway, rather than on Runway 18. The witness then observed the pilot make an excessive left banking turn after liftoff at a low altitude before heading toward the northwest.

About 35 minutes into the flight, the airplane impacted a stand of trees and terrain about 35 nautical miles northwest of SYI, on a magnetic heading of about 120o . A first responder, who resides about 250 ft south of the accident site, reported that she heard a very loud noise outside of her residence, after which she observed that an airplane had crashed. The responder reported that when she arrived at the accident site, she detected the presence of fuel, and that there was no indication of fire. The responder revealed that the weather in the area at the time of the accident consisted of low clouds about tree top level, with very limited visibility.

Representatives from the National Transportation Safety Board and Federal Aviation Administration surveyed the accident site the day following the event. The airplane came to rest upright on a magnetic heading of about 120o . With the exception of the main landing gear and some small pieces of fuselage, the airplane was intact. The initial impact point with the stand of trees, which were about 60 ft high, was about 115 ft northwest of the main wreckage site. The second impact point was with additional trees about the 40-foot level. The airplane subsequently came to rest in an open field next to a residential rural dirt road.

At 1253, the weather reporting station located at the Nashville International Airport (BNA), Nashville, Tennessee, about 25 nm northeast of the accident site, reported wind 220° at 9 knots, visibility 10 miles, overcast clouds at 900 ft, temperature 13° C, dew point 11° C, and an altimeter reading of 30.03 inches of mercury.

The airplane was recovered to a secured storage facility for further examination. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BROWNING GREGORY S
Registration: N929GB
Model/Series: ZODIAC 601XL XL
Aircraft Category: Airplane
Amateur Built: Yes
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: BNA
Observation Time: 1303 CST
Distance from Accident Site: 25 Nautical Miles
Temperature/Dew Point: 13°C / 11°C
Lowest Cloud Condition: Thin Overcast / 1000 ft agl
Wind Speed/Gusts, Direction: 9 knots, 120°
Lowest Ceiling: Overcast / 1000 ft agl
Visibility:  10 Miles
Altimeter Setting: 30.03 inches Hg
Type of Flight Plan Filed: None
Departure Point: Shelbyville, TN (SYI)
Destination: Chapmansboro, TN (TN77) 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 35.819167, -87.046944

Obituary for Jerry Travis

Jerry Elton Travis, age 79, of Chapmansboro, died Thursday, December 21, 2017 from injuries sustained in an airplane accident. Funeral services will be conducted at 11 o’clock am, Wednesday, December 27th at Austin & Bell Funeral Home in Pleasant View with Bro. Johnny Trail officiating. Burial will follow in EverRest of Cheatham with family & friends serving as pallbearers.

The family will receive friends at the funeral home from 3:00-7:00PM on Tuesday, December 26th, and again on Wednesday beginning at 10:00AM until the hour of service.

Mr. Travis was born on September 9, 1938 in Nashville, Tennessee to the late Ed and Bea Beeler. He was a retired pipeline welder and was a veteran of the United States Marine Corps. Jerry was an airplane enthusiast and was a pilot of his own airplanes for well over 50 years.

In addition to his parents, he is preceded in death by his former wife, Beverly Travis; son, Dan Travis; and step-grandsons, Joshua Petty and Tony Petty, Jr.

He is survived by his wife Carolyn Travis; sons, Lee (Sharon) Travis, and Tony (Ann) Travis; step-sons, Tony Petty, and Scott (Tammy) Petty; step-daughters, Misty (Stanley) Guess, Mittzi Baker, and Angie Taylor; brother, Roy Beeler; sisters, Joyce Stewart and Dessie Carrol; four grandchildren; 4 step-grandchildren; 2 step-great-grandchildren; and several nieces and nephews.


AUSTIN & BELL FUNERAL HOME in PLEASANT VIEW is in charge of these arrangements.  www.austinandbell.com

FRANKLIN, Tenn. (WZTV) — Williamson County officials say one person was killed in a small plane crash Thursday afternoon.

The FAA said a Zenith Zodiac 601XL, amateur-built aircraft collided with trees and crashed in a field in Thompson Station at about 1 p.m.

Williamson County Sheriff Jeff Long said the plane crashed in the driveway of a home along Casparis Road. There was only one person on the plane, that crashed about 40 to 50 yards from the home.

A witness, Trisha Reed, heard the plane fly over her house and slam into the ground.

“I heard the plane coming over," Reed said. "You could hear the engine full blast. You didn’t hear it slow down or anything, but it sounded different because it was so low. I heard it hit the trees and hit the ground. You can hear the metal crunch together."

William Gray was outside when he heard the plane crash.

"The plane was still buzzing," Gray said. "It had an ignition key, and I turned it off. The man was still breathing when I got there. He was grunting. I cut the seat belt and raised him up. He was all slumped down in it."

Reed said people jumped into help after seeing the crash, but attempts to rescue the pilot were unsuccessful.

“It’s kind of shocking and very sad," Long said. "I feel for his family. Christmas will never be the same again for them."

“It’s a tragedy," Williamson County Sheriff Jeff Long said. "Anytime you have a fatality, it is a tragedy especially this time a year. When you have a loved one who’s not going to be able to be there with their family, it really strikes home to all of us."

The plane will be guarded until Friday morning when the NTSB plans to arrive to figure out what caused the aircraft to go down. Officials have not yet released the identity of the deceased pilot.

The FAA is investigating.


Story and video ➤ http://foxchattanooga.com

Leiper's Fork resident William Gray said he was working in his backyard Thursday afternoon when he heard a loud noise, looked up and saw a small plane crash into trees near his home.

"I heard something, and I looked up and the plane was going at about a 45 degree angle and real low and all at once it hit the trees and bang it hit the ground," he told reporters gathered near the crash. 

He responded and said he saw the pilot slumped down inside the plane.

"I cut the seat belt, his arm was all hanging down," he said. "I didn’t know anything else to do."

Gray said the man was breathing at first, then he stopped.

Williamson County Sheriff Jeff Long confirmed that one man died in the crash Thursday. He said law enforcement are still working to determine the man's identity.

He said during a press conference that law enforcement were notified around 1 p.m. of the possible crash off Casparis Road.

Law enforcement and emergency medical responders arrived to find a small, personally-constructed plane  in a driveway on the 3900 block of Caparis Road.

"At this time, the (Federal Aviation Administration) has been notified," Long said. "They will be here this afternoon to conduct their investigation."

Long said the plane was made from a kit, but was a registered aircraft. 

He also said that one of the residents of the home whose driveway the plane crashed in, responded to the crash and tried unsuccessfully to revive the pilot.

Law enforcement are trying to determine where the plane was coming from.

Neighbor Tricia Reid, said she didn't see anything, but heard the plane crash into some trees.

She said she heard the sound of wood snapping and the grinding of the engine, but that when she responded with another neighbor it was too late for the pilot.

"Christmas will never be the same again for (the pilot's family)," she said. "I'm so sorry this happened."

Williamson County Emergency Management Agency Director Mac Purdy said, he sheriff's department was the first on the scene, then the fire department and emergency management services."

Story and photo ➤  http://www.tennessean.com

FRANKLIN, TN (WSMV) - Williamson County Sheriff Jeff Long said one person was killed in a small plane crash in the Leiper's Fork area on Thursday.

The crash was reported just before 1 p.m. at 3999 Casparis Road. The sheriff said a neighbor saw the plane and heard it crash.

The crash happened about 50 yards from someone's home. A neighbor tried to help the pilot.

The Federal Aviation Administration and National Transportation Safety Board is responding to the crash.

Story, video and photo gallery ➤ http://www.wsmv.com

LEIPER'S FORK, Tenn. - A pilot was killed in a plane crash in a remote part of Williamson County. 

The crash was reported around 1 p.m. Thursday in an area south of Interstate 840, about ten miles west of Thompson’s Station, in the Boston community.

Federal Aviation Administration officials said the plane was a Zodiac 601XL, amateur-built aircraft. They confirmed only the pilot was on board. Local officials confirmed he passed away.

A witness said she heard a loud boom near Mobley's Cut and Casparis Road in Leiper's Fork. She told NewsChannel 5 a small aircraft crashed into a tree then a field, not far from a barn. 

Officials from the Williamson County Sheriff’s Office confirmed they were called out to investigate, but additional details were not available.  

The National Transportation Safety Board was sent to determine the probable cause of the crash.

Story and photo gallery ➤ https://www.newschannel5.com

THOMPSON’S STATION, Tenn. (WKRN) –The Williamson County sheriff said one person was killed in a small plane crash in Thompson’s Station Thursday afternoon.

It happened on Casparis Road, just south of Interstate 840, around 1 p.m.

According to the Federal Aviation Administration, the amateur-built aircraft collided with trees before crashing into a field. Sheriff Jeff Long said the crash site is about 40 to 50 yards away from a home. No one inside the home was injured.

According to Long, a neighbor saw the plane going down and called 911 before rendering aid to the victim.

“It’s a tragedy ... Someone has lost their loved one and that hits home for all of us,” he said.

The crash victim’s identity has not been released.

Long said there was no indication the pilot tried to land the plane prior to the crash. The cause of the crash remains under investigation.

Long said it’s been at least eight or nine years since the last plane crash in Williamson County.

Story and photo ➤ http://wkrn.com