Sunday, December 31, 2017

2017

Pilatus PC-12: Incident occurred December 31, 2017 at San Jose International Airport (KSJC), California

In this file image, crews install new, higher fencing around Mineta San Jose International Airport near Coleman Ave. in San Jose, California, April 9, 2015, following security breaches. On Sunday, December 31, 2017, a small plane landed safely at the airport after reporting gear problems upon approach. 



SAN JOSE — Fire trucks and firefighters met a small plane Sunday afternoon on the San Jose International Airport tarmac, after the pilot had reported gear problems when the aircraft was 15 minutes from landing.

“We respond with everything, with the fire trucks, operations — everybody responds,” said Norman Y. Mineta San Jose International Airport spokeswoman Vicki Day.

The distress call came in around 3:15 p.m. on Sunday. San Jose Fire Department firefighters responded, with a dispatcher reporting six people on board the plane.

The single-engine propeller aircraft, a Swiss-made Pilatus PC-12, landed safely with no injuries to anyone aboard or on the ground, Day said.

Because the plane was landing at a private facility within the airport, Day could not say what the gear problem was, or where the flight was coming from.

One of the two private flight-services companies operating at the airport, Atlantic Aviation, said the plane didn’t land at its facility.

The other, Signature Flight Support, would not confirm whether the flight landed at its facilities.

“We can’t release any information on that,” responded the man who answered the company’s airport-office phone.

Story and photo ➤ https://www.mercurynews.com

Malaysian pilot arrested in Indonesia for methamphetamine use



PETALING JAYA: Indonesian authorities have detained a Malaysian pilot for consuming methamphetamines on Saturday (December 30).

Indonesia’s National Narcotics Agency (BNN) picked up the Malaysian during a random inspection at Batam’s Hang Nadim International Airport, where he tested positive for methamphetamines.

“He is in custody at the BNN Riau Islands office,” the agency’s head Richard Nainggolan was quoted as saying by Indonesian portal antaranews.com.

The agency had confiscated 1.9 grams of methamphetamines, a meth pipe, and a piece of aluminium foil, which is believed to belong to the pilot.

When contacted on Sunday (December 31), the Malaysian airline confirmed the arrest of its pilot and said that an investigation is being carried out.

“We are aware that one of our pilots is detained in Batam for drug issues. Investigations are underway on this,” said an airline spokesperson.

The spokesperson stressed that the airline does not condone drug abuse, and said that stern action will be taken against its employees found to be involved in drug abuse.

“Any employee who is found guilty will have their employment terminated and will be surrendered to the relevant authorities,” said the spokesperson.

The spokesperson added that frequent drug tests will continue to be conducted on pilots and cabin crew to ensure that they are medically fit to perform their duty at all times.

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

Aer Lingus faces transatlantic route battle with US partner JetBlue



Aer Lingus looks set to face even more competition on its booming transatlantic routes in 2018 with its US partner JetBlue mulling an entry into the market.

This year has proven to be a landmark one for IAG-owned Aer Lingus's ambitions to build a major hub at Dublin Airport for traffic between Europe and America, with further developments promised in the New Year.

Aer Lingus saw transatlantic traffic jump past 2.5 million passengers this year and launched or announced numerous routes to the US from Ireland, including to Seattle and Philadelphia.

Irish-based low-cost operator Norwegian has emerged as the key competitor to Aer Lingus in the budget end of the transatlantic market, a fact that was highlighted by the airline's management in a Labour Court document previously reported by this newspaper.

Another Scandinavian player, Denmark's Primera Air, is set to start offering low-cost seats from London Stansted and Birmingham to New York, Boston and Toronto in the spring. A growing proportion of Aer Lingus passengers on North Atlantic routes originate from UK regional cities so the new Danish entrant will increase competition for the former national carrier.

But the arrival of JetBlue into Ireland or the UK could prove to be an even bigger disruption in a market that Aer Lingus has done much to develop.

Management at the Nasdaq-listed American carrier - which has made a huge success of its high-end coast-to-coast Mint service in the States - is reported to be close to concluding a comprehensive fleet review to examine the airline's orders and deliveries from Airbus. One of the options on the table is the possibility that some orders will be upgraded to the new Airbus A321LR aircraft, it is believed.

Aer Lingus has already ordered eight of the innovative low-cost long-range aircraft and plans to use them to further expand its network right across the eastern United States. If JetBlue, which is a close partner of Aer Lingus in the US, does decide to opt for the same aircraft it is likely to focus on serving numerous cities in Western Europe from its hubs in Boston and New York, according to reports in the US.

As well as the fleet appraisal, the airline's management is currently carrying out an analysis of potential European routes, it is understood.

Story and photo ➤ https://www.independent.ie

Air Algerie Evaluating Order For About 35 Aircraft



Air Algerie has begun planning the next phase of its fleet development, with initial studies finding a requirement for 35 “mostly narrow-body” planes by 2025.

About 15 of the aircraft will be used for net expansion of the fleet, while the other 20 will replace ageing models.

“We are working on a plan of development maybe until 2025,” Air Algerie director general Bakhouche Alleche told me during an interview last month. “We think we need another 15 aircraft [for growth] … [Including] replacement [units] altogether [the number] is 35 aircraft.”

Algeria’s flag-carrier currently deploys 58 passenger planes: 25 Boeing 737-800s, two 737-700C convertibles, five 737-600s, three 767-300s, 12 ATR 72-500s, three ATR 72-600s and eight A330-200s.

Sixteen of those aircraft were delivered between 2014 and 2016, making them unlikely candidates for retirement. These newer units are the 737-700Cs, the ATR 72-600s, eight of the 737-800s, and three of the A330-200s.

Among the 20 planes due to be withdrawn, Alleche confirmed that eight will be ATR 72-500s. He said the Bombardier CSeries, the ATR 72-600 and unspecified Embraer models will be evaluated as replacements.

All three 767-300s will also be phased out in the near future.

Asked about route development, the director general said that Chad, Cameroon, Gabon and other countries in central Africa are on his radar. The airline also wants to begin flights to New York, but cannot do so until Algeria’s Civil Aviation Authority is certified by the US Federal Aviation Administration.

“[We would launch] tomorrow if we have the right,” he said in reference to New York. “The [certification] process, if launched now, will take at least 18 months.”

Story and photo ➤   https://www.forbes.com

Maule M-5-210C, N378X: Accidents occurred May 05, 2013 and August 30, 2012 at Juneau International Airport (PAJN), Alaska

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

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

http://registry.faa.gov/N378X

Location: Juneau, AK
Accident Number: ANC13CA040
Date & Time: 05/05/2013, 1930 AKD
Registration: N378X
Aircraft: MAULE M-5-210C
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 4 None
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis 

The pilot departed from a dry, paved runway in a tailwheel-equipped airplane; the takeoff required a correction for a 5-knot, right crosswind. The pilot said that during the takeoff roll, the airplane veered to the left, and he applied right rudder to correct the veer, but the airplane subsequently ground looped to the left. The right main landing gear collapsed, and the right wing and right horizontal stabilizer struck the ground. The airplane sustained substantial damage to the right wing, right horizontal stabilizer and fuselage. The pilot said that there were no preaccident mechanical problems with the airplane.

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 the takeoff roll, which resulted in a ground loop. 

Findings

Aircraft
Directional control - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)

Factual Information

History of Flight

Takeoff
Loss of control on ground (Defining event)
Abnormal runway contact
Runway excursion 

Pilot Information

Certificate: Private
Age: 58, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Seatbelt, Shoulder harness
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 08/01/2012
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 150 hours (Total, all aircraft), 80 hours (Total, this make and model), 1 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: MAULE
Registration: N378X
Model/Series: M-5-210C
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 6178C
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection:  
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: CONT MOTOR
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: IO-360 SER
Registered Owner: Pending
Rated Power: 210 hp
Operator: Pending
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: PAJN, 21 ft msl
Observation Time: 1953 ADT
Distance from Accident Site:
Direction from Accident Site:
Lowest Cloud Condition: Few / 1000 ft agl
Temperature/Dew Point: 8°C / 6°C
Lowest Ceiling: Broken / 1500 ft agl
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 6 knots, 280°
Visibility (RVR):
Altimeter Setting: 30.06 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Precipitation
Departure Point: Juneau, AK (PAJN)
Type of Flight Plan Filed: Unknown
Destination: Juneau, AK (PAJN)
Type of Clearance: VFR
Departure Time:  ADT
Type of Airspace: 

Airport Information

Airport: Juneau International (PAJN)
Runway Surface Type: Asphalt
Airport Elevation: 21 ft
Runway Surface Condition: Dry
Runway Used: 26
IFR Approach: None
Runway Length/Width: 8457 ft / 150 ft
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 3 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 4 None
Latitude, Longitude:  58.355000, -134.576389 (est)

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

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

Location: Juneau, AK
Accident Number: ANC12CA098
Date & Time: 08/30/2012, 1800 AKD
Registration: N378X
Aircraft: MAULE M-5-210C
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional

Analysis

The pilot receiving instruction had recently returned to flying after a long absence, and he hired a flight instructor to assist him in becoming familiar and proficient with a recently purchased tailwheel-equipped airplane. Although not proficient, the pilot did possess a current tailwheel endorsement. During landing, the pilot said he overcorrected, and the airplane ground looped, sustaining substantial damage to the left aileron. The instructor said that he had been asked to substitute for the pilot's primary instructor and that he overestimated the pilot's ability and did not take control of the airplane. Neither pilot reported any preaccident mechanical problems with the airplane that would have precluded normal operation.

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 of the tailwheel-equipped airplane during landing, resulting in a ground loop. Contributing to the accident was the flight instructor's failure to adequately monitor the landing.

Findings

Aircraft
Directional control - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)
Task monitoring/vigilance - Instructor/check pilot (Factor)

Factual Information

History of Flight

Landing-landing roll
Loss of control on ground (Defining event)
Dragged wing/rotor/float/other

Pilot Information

Certificate: Private
Age: 58, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Seatbelt, Shoulder harness
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 08/01/2012
Occupational Pilot: No
Last Flight Review or Equivalent: 08/30/2012
Flight Time: 98 hours (Total, all aircraft), 16 hours (Total, this make and model), 54 hours (Pilot In Command, all aircraft), 15 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Flight Instructor Information

Certificate: Airline Transport; Commercial
Age: 65, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Seatbelt, Shoulder harness
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 11/08/2011
Occupational Pilot: No
Last Flight Review or Equivalent: 04/14/2011
Flight Time:  7000 hours (Total, all aircraft), 6000 hours (Pilot In Command, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: MAULE
Registration: N378X
Model/Series: M-5-210C
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 6178C
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 06/10/2012, Annual
Certified Max Gross Wt.: 2300 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 1434 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: Installed, not activated
Engine Model/Series: IO-360 SER
Registered Owner: Michael Whisenant
Rated Power: 300 hp
Operator: Michael Whisenant
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation:
Observation Time:
Distance from Accident Site:
Direction from Accident Site:
Lowest Cloud Condition: Clear
Temperature/Dew Point: 16°C
Lowest Ceiling: None
Visibility:  25 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR): 
Altimeter Setting:
Visibility (RVV):
Precipitation and Obscuration:
Departure Point: Juneau, AK (PAJN)
Type of Flight Plan Filed: None
Destination: Juneau, AK (PAJN)
Type of Clearance: None
Departure Time:  ADT
Type of Airspace:

Airport Information

Airport: Juneau International (PAJN)
Runway Surface Type: Asphalt
Airport Elevation: 20 ft
Runway Surface Condition: Dry
Runway Used: 26
IFR Approach: None
Runway Length/Width: 8457 ft / 150 ft
VFR Approach/Landing: Stop and Go; Traffic Pattern 

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 58.355000, -134.576389

Premier Jet Center in Eden Prairie hires operations manager

Michael Lawrence has joined Premier Jet Center in Eden Prairie as its operations manager.

Lawrence has worked in the avi
ation industry for 20 years, many of those years spent in a managerial role. His most recent position was general manager of Key Air. He earned a B.A. in business administration with a minor in airway science and aviation from Winona State University and holds a private pilot's license. He has served as a board member in several aviation organizations including the Minnesota Business Aviation Association and Anoka County Aviation Association.

“Michael’s experience and involvement both in operations and facilities management will be a great addition to our team as we continue to grow and expand our business,” says President Jim Sweeney in a news release. “Michael also brings great value in his connections throughout the aviation and business community."

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

Beech A23, N3542R: Accident occurred June 13, 2013 near Henderson-Oxford Airport (KHNZ), Granville County, North Carolina

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Greensboro, North Carolina

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

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

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

http://registry.faa.gov/N3542R

Location: Oxford, NC
Accident Number: ERA13LA285
Date & Time: 06/13/2013, 1010 EDT
Registration: N3542R
Aircraft: BEECH A23
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis 

During the preflight inspection, the pilot/owner observed about 20 gallons of fuel in the left main fuel tank and significantly less fuel in the right main fuel tank. The pilot departed on a brief local flight with the fuel selector handle positioned to the left main fuel tank. About 10 minutes into the flight, the engine lost all power, and the flight instructor-rated passenger performed a forced landing to a field. During the landing, the airplane impacted a berm and sustained substantial damage to the left wing and fuselage. Examination of the wreckage revealed that the airplane's fuel selector handle was installed 180 degrees from its correct orientation. As such, when the handle portion of the selector was pointing at the desired tank, the pointer (arrow) was pointing in the opposite direction. Thus, when the pilot selected the left main fuel tank, the fuel selector valve was actually positioned to the right main fuel tank, which had little fuel at takeoff and was found empty after the accident.

Additionally, the fuel selector handle was missing its roll pin, which allowed it to be installed incorrectly. Due to the fuel system design of return fuel going to the left main fuel tank only, the pilot primarily flew with the fuel selector positioned to the left main fuel tank.

The fuel selector handle was often removed and reinstalled during maintenance inspections to allow access to the floor boards in the cockpit. An airworthiness directive (AD) for the fuel valve required repetitive inspection of the roll pin fuel valve during annual inspections per a manufacturer service instruction, or replacement of the roll pin valve with a D-handle type valve. Review of maintenance records revealed that about 38 years prior to the accident, a logbook entry indicated that the AD was complied with by installing a D-handle fuel valve; however, a roll pin type valve was installed at the time of the accident. Maintenance personnel performing subsequent inspections would assume, per the logbook entry, that the D-handle valve had been installed and any maintenance reference to the roll pin valve would not be applicable. The mechanic that performed the most recent annual inspection stated that he was not aware of a roll pin. The mechanic added that during the annual inspection, he removed and replaced the fuel selector handle to the same position he had found it. The pilot had owned the airplane for about 45 years and also performed some maintenance on it himself. The investigation could not determine when during the airplane's history that the fuel selector handle was installed incorrectly or by whom. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The failure to comply with an airworthiness directive by maintenance personnel and incorrect reinstallation of the fuel selector handle by unknown personnel, which resulted in fuel starvation.

Findings

Aircraft
Fuel selector/shutoff valve - Incorrect service/maintenance (Cause)

Personnel issues
Replacement - Maintenance personnel (Cause)
Installation - Other/unknown (Cause)

Factual Information 

On June 13, 2013, about 1010 eastern daylight time, a Beech A23, N3542R, operated by a private individual, was substantially damaged during a forced landing to a wheat field, following a total loss of engine power during approach to Henderson-Oxford Airport (HNZ), Oxford, North Carolina. The commercial pilot and flight instructor incurred minor injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that originated from HNZ about 1000.

The flight instructor reported that the commercial pilot had a medical condition for which his insurance carrier required him to fly with a certified flight instructor. The commercial pilot performed the preflight inspection of the airplane while the flight instructor retrieved headsets from a fixed based operator. As such, the flight instructor did not witness the preflight inspection. When the flight instructor returned, the commercial pilot told him there were 20 gallons of fuel in the left main fuel tank and "a lesser" quantity in the right main fuel tank, which was confirmed by the fuel gauges.

The airplane departed runway 24 uneventfully and the commercial pilot completed one touch-and-go landing. The flight instructor also completed one touch-and-go landing and then flew at an altitude about 2,000 feet above ground level toward a local navigational beacon for a practice instrument approach. About 1/2 mile from the beacon, the flight instructor noticed that the engine power decreased from 2,300 rpm to 2,000 rpm. The flight instructor performed a 180-degree turn back toward HNZ and noticed that during the turn, the engine power twice increased to 2,300 rpm, followed by a degrease to 2,000 rpm. At the completion of the turn, the engine lost all power.

While gliding toward the airport, the commercial pilot moved the fuel selector from the left main fuel tank position to the right main fuel tank position. Subsequently, the engine momentarily regained power to 2,000 rpm, but then lost all power again. The flight instructor turned on the boost pump and similarly the engine regained power to 2,000 rpm, followed by a total loss of power. The flight instructor was not able to glide the airplane to the airport and performed a forced landing to a field.

According to a Federal Aviation Administration (FAA) inspector, during the landing, the airplane impacted a berm and sustained substantial damage to the left wing and fuselage. The inspector observed that the right main fuel tank remained intact and did not contain any fuel. The left main fuel tank was compromised during the accident. About 2 gallons of fuel remained in the left main fuel tank; however, an undetermined amount of fuel leaked from the left wing after impact.

The wreckage was subsequently recovered to a hangar and examined under the supervision of an FAA inspector. The examination revealed that at some point in the airplane's history, the fuel selector handle had been reinstalled approximately 180 degrees from its correct orientation. As such, when the handle portion of the selector was pointing at the desired tank, the pointer (arrow) was pointing 180 degrees away from the desired fuel tank. The FAA inspector stated that the fuel selector handle was usually removed during maintenance inspections to facilitate access to the floor boards in the cockpit. Additionally, the fuel selector handle was missing its respective roll pin, which would allow it to be installed incorrectly. With the roll pin installed, the fuel selector handle could only be installed in one direction. When the left main fuel tank was selected, the fuel selector valve was actually positioned to the right main fuel tank. When the right main fuel tank was selected, the fuel selector valve was in the off position.

Review of the airplane owner's manual revealed that one 29.9-gallon capacity fuel tank was located in each wing. Due to the fuel return going to the left main fuel tank only, the owner's manual cautioned that 15 gallons must be used from the left fuel tank first. Therefore, the pilot primarily operated the airplane with the fuel selector positioned to the left main fuel tank.

Airworthiness directive (AD) 75-01-04 was issued by the FAA on January 7, 1975, to reduce the possibility of improper or unintentional movement of the fuel selector valve, prevent binding and ensure complete shutoff of the selector valve in the "Off" position. According to the FAA inspector that examined the wreckage, the AD was applicable to the accident airplane, and could have been complied with by either replacing a roll pin fuel selector valve with a D-handle valve, or inspecting the roll pin valve at every subsequent annual inspection per Beechcraft Service Instruction (SI) 0364-289 Rev III. An entry in the airframe logbook, dated April 2, 1975, stated that AD 75-01-04 was complied with by the installation of valve part number 169-380086-1(D-handle); however, an older roll pin valve was installed in the airplane at the time of the accident. Therefore, mechanics performing subsequent inspections would assume, per the logbook entry, that a newer D-handle valve had been installed and any reference to a roll pin fuel valve in the shop manual (maintenance manual) or SI would not be applicable as it was dated information and superseded by the AD.

Review of the airframe logbook revealed that the airplane's most recent annual inspection was completed on May 6, 2013. The airplane had accumulated about 1 hour of flight time since the most recent annual inspection. The FAA inspector interviewed the mechanic who completed the most recent annual inspection. That mechanic stated that he was not aware of a roll pin and there was no mention of a roll pin in the maintenance manual. The mechanic added that during the annual inspection, he removed and replaced the fuel selector handle to the same position he had found it. The FAA inspector further stated that the pilot had owned the airplane, which was manufactured in 1965, for 45 years and also performed some maintenance on it himself. The inspector could not be sure when during the airplane's history that the fuel selector handle was installed incorrectly or by whom. 

History of Flight

Prior to flight
Aircraft maintenance event

Approach
Fuel starvation (Defining event)
Loss of engine power (total)

Emergency descent
Off-field or emergency landing

Landing
Collision with terr/obj (non-CFIT) 

Pilot Information

Certificate: Commercial
Age: 81
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 01/03/2012
Occupational Pilot: No
Last Flight Review or Equivalent: 03/01/2011
Flight Time: 2220 hours (Total, all aircraft), 1900 hours (Total, this make and model), 2110 hours (Pilot In Command, all aircraft), 1 hours (Last 90 days, all aircraft), 1 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft) 

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 51
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 10/31/2011
Occupational Pilot: No
Last Flight Review or Equivalent: 09/09/2011
Flight Time: 1088 hours (Total, all aircraft), 0 hours (Total, this make and model), 1025 hours (Pilot In Command, all aircraft), 140 hours (Last 90 days, all aircraft), 50 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BEECH
Registration: N3542R
Model/Series: A23
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: M-710
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 05/06/2013, Annual
Certified Max Gross Wt.: 2350 lbs
Time Since Last Inspection: 1 Hours
Engines:  1 Reciprocating
Airframe Total Time: 2201 Hours as of last inspection
Engine Manufacturer: CONT MOTOR
ELT: C91  installed, not activated
Engine Model/Series: IO-346
Registered Owner: WEHE ALBERT H
Rated Power: 165 hp
Operator: WEHE ALBERT H
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: HNZ, 526 ft msl
Observation Time: 1015 EDT
Distance from Accident Site: 1 Nautical Miles
Direction from Accident Site: 240°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 29°C / 22°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 6 knots, 230°
Visibility (RVR):
Altimeter Setting: 29.77 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Oxford, NC (HNZ)
Type of Flight Plan Filed: None
Destination: Oxford, NC (HNZ)
Type of Clearance: None
Departure Time: 1000 EDT
Type of Airspace: 

Airport Information

Airport: Henderson-Oxford Airport (HNZ)
Runway Surface Type: Asphalt
Airport Elevation: 526 ft
Runway Surface Condition: Dry
Runway Used: 24
IFR Approach: None
Runway Length/Width: 5002 ft / 97 ft
VFR Approach/Landing: Forced Landing; Straight-in 

Wreckage and Impact Information

Crew Injuries: 2 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude:  36.361667, -78.529167 (est)

Contra Costa County Sheriff’s Office: STARR 1 Rescues Injured Mountain Biker in Briones Regional Park



A mountain biker was rescued by helicopter after suffering several broken bones and a head injury Saturday in Briones Regional Park in Walnut Creek, authorities said.

The STARR 1 helicopter was deployed about 3:30 p.m. to the Beacon Ridge Trail after reports that a man was seriously injured, according to the Contra Costa County Sheriff’s Office.

The man, whose name was not released, had broken bones and a head injury, police said.

A Contra Costa County fire captain, paramedic and flight rescue technician flew near the victim’s location and hiked to a remote trail to reach him, police said.

They strapped the man to a stretcher, which was then clipped to a rope attached to the helicopter, a video of the rescue shows.

The team then moved the victim a half mile to where rescue vehicles were stationed. The man was then taken to a hospital.

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

Grumman American AA-1B, N5538B: Accident occurred August 25, 2013 at Porter County Regional Airport (KVPZ), Valparaiso, Indiana

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; South Bend, Indiana

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

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

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

http://registry.faa.gov/N5538B

Location: Valparaiso, IN
Accident Number: CEN13CA515
Date & Time: 08/25/2013, 1340 CDT
Registration: N5538B
Aircraft: GRUMMAN AMERICAN AVN. CORP. AA-1B
Aircraft Damage: Substantial
Defining Event: Abnormal runway contact
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis 

The pilot reported that he had just bought the airplane and was not familiar with it. While making his first landing he made a steep approach, hit "hard", and bounced. After the second impact the airplane exited the runway and impacted terrain. The impact resulted in a complete separation of the nose gear and substantial damage to the fuselage, the right wing and the elevator. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. He also reported that the accident was his fault and would not have happened if he had only first gotten a new aircraft check-out from a flight instructor.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper recovery from a bounce landing. 

Findings

Aircraft
Descent/approach/glide path - Not attained/maintained (Cause)

Personnel issues
Incorrect action performance - Pilot (Cause)
Total experience w/ equipment - Pilot

Factual Information

History of Flight

Landing
Abnormal runway contact (Defining event)
Runway excursion
Collision with terr/obj (non-CFIT)
Nose over/nose down

Post-impact
Part(s) separation from AC 

Pilot Information

Certificate: Private
Age: 82
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: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 08/01/2004
Occupational Pilot: No
Last Flight Review or Equivalent: 10/01/2008
Flight Time:  (Estimated) 380 hours (Total, all aircraft), 1 hours (Total, this make and model), 1 hours (Last 90 days, all aircraft), 1 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: GRUMMAN AMERICAN AVN. CORP.
Registration: N5538B
Model/Series: AA-1B
Aircraft Category: Airplane
Year of Manufacture: 1974
Amateur Built: No
Airworthiness Certificate: Normal; Utility
Serial Number: AA1B-0339
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 05/01/2013, Annual
Certified Max Gross Wt.: 1500 lbs
Time Since Last Inspection: 2 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2222 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: 0-320 SERIES
Registered Owner: C GEORGE BROCKUS
Rated Power: 180 hp
Operator: C GEORGE BROCKUS
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KVPZ, 770 ft msl
Observation Time: 1253 CDT
Distance from Accident Site: 0 Nautical Miles
Direction from Accident Site: 360°
Lowest Cloud Condition: Unknown
Temperature/Dew Point: 29°C / 16°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 10 knots, 210°
Visibility (RVR):
Altimeter Setting: 30.26 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Valparaiso, IN (VPZ)
Type of Flight Plan Filed: None
Destination: Valparaiso, IN (VPZ)
Type of Clearance: None
Departure Time:  CDT
Type of Airspace:

Airport Information

Airport: Porter County Regional Airport (VPZ)
Runway Surface Type: Asphalt
Airport Elevation: 770 ft
Runway Surface Condition: Dry
Runway Used: 27
IFR Approach: None
Runway Length/Width: 7001 ft / 150 ft
VFR Approach/Landing: Full Stop 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 41.453889, -87.006944 (est)

Mitsubishi says on track to deliver long-delayed jets by 2020

 NAGOYA, Japan (Reuters) - Japan's Mitsubishi Heavy Industries Ltd is on track to deliver its repeatedly delayed commercial jet by mid-2020, the head of its aircraft unit said, despite a risk of an order cancellation.

The Mitsubishi Regional Jet (MRJ) aircraft has been delayed five times from an original delivery target of 2013, leading to spiraling costs. News this month that an order for the aircraft from Eastern Air Lines was "likely to be lost" has spurred more questions about the outlook of the project.

"We are proceeding pretty much in line with plans," said Hisakazu Mizutani, president of Mitsubishi Aircraft Corp, referring to the mid-2020 deadline. "We can just about make it."

He was speaking to reporters in Nagoya on Dec. 8, on the condition that his comments not be published until Jan 1. 

 Mizutani said the planemaker was at risk of losing Eastern Air Lines' order for 20 MRJ aircraft with an option for 20 more, but that it was "continuing conversations" with the airline.

Mitsubishi Aircraft said the order has not yet been canceled.

Overall, the Mitsubishi unit has orders for 233 of the 90-seat aircraft, the company has said previously, and aims to sell more than 1,000 of the planes over two decades.

Buyers such as ANA Holdings have said they have no plans to cancel orders despite the delays.

Mitsubishi Aircraft is majority owned by Mitsubishi Heavy Industries, with Toyota Motor Corp and Mitsubishi Corp also holding stakes. 

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