Sunday, February 18, 2018

North Charleston's 787-10 Dreamliner clears another hurdle

Boeing Company marked another milestone on its way to delivery of the aerospace giant's first 787-10 Dreamliner, with receipt last week of a production certificate from the Federal Aviation Administration.

The certificate authorizes Boeing to produce the "Dash 10." The newest and largest Dreamliner, which is built exclusively at the company's North Charleston campus, received certification for use in commercial flights last month.

The production certificate demonstrates that Boeing has the approved facilities, processes, tools, quality management system and team in place to build the 787-10, the largest member of the Dreamliner family.

The first 787-10 will be delivered to Singapore Airlines next month. The airplane can fly up to 330 passengers in a typical two-class configuration and has a range of 6,430 nautical miles.

To date, Boeing has 171 orders for the 787-10 from nine customers worldwide. The North Charleston campus also assembles the 787-8 and 787-9 models, along with a sister plant in Everett, Washington.

Original article ➤

Jet Airways, Boeing 737-800, VT-JTD: Incident occurred January 22, 2017 at Dhaka International Airport, Bangladesh

Poor training of pilots, crew led to Jet mishap in Dhaka:  Directorate General of Civil Aviation

Inadequate training of pilots and other crew members had led to the fuel tank of a Jet Airways flight from Mumbai hitting the runway on landing at Dhaka International Airport last year, the Directorate General of Civil Aviation (DGCA) has said.

There was a serious damage to the aircraft, and as many as 168 passengers on board had a narrow escape in the accident that took place in January 2017. The aviation regulator has made the observation in its investigation report submitted to the Union Ministry of Civil Aviation.

Flight 9W-276 had bounced with its nose-up higher than the normal on initial touchdown. The pilot in command then took over the controls in a second attempt, and the aircraft finally taxied, exiting the runway.

An inspection showed rubbing marks on the tail and damaged underbelly of the aircraft. The plane had to be grounded, and its return to Mumbai was cancelled.

DGCA noted that during the "shutdown procedure", the crew did not pull the Cockpit Voice Recorder (CVR CB) out as required for the aircraft not equipped with the CVR 'Auto switch.' The relevant CVR recording was overwritten and was unavailable for investigation, the report reads.

"Processes and procedures followed by the training department to assess crew proficiency do not have the system of addressing specific deficiency", the report said, adding that an absence of documented training profiles to remove deficiencies was observed during the assessment.

In its recommendations to the airline, DGCA said, "Review the flight crew training processes and procedures to address the flight crew proficiency which should include specific training profiles."

The responsibility to preserve data after such occurrences to engineering and maintenance personnel may also be reiterated, it said.

It is for the second time in the recent past that DGCA has expressed concern over the training of crew from the Air Traffic Control (ATC) or airlines. Last month, DNA exclusively reported DCGA's findings that "lack of coordination between ATC controllers" led to the December 2016 face-off between SpiceJet and IndiGo aircraft at Delhi's airport.

Original article can be found here ➤


On  22.01.2017,  M/s  Jet  Airways  Ltd.  B737-800  aircraft  VT-JTD  while operating  flight  9W-276  (Mumbai to Dhaka) was involved in a serious incident at Dhaka on 22.01.2017 during landing. The aircraft took off from Mumbai at around  0345 UTC and landed at Dhaka airport at around 0556 UTC. At the time of landing First officer was the pilot flying and PIC was the pilot  monitoring.  As the  aircraft  approached close  to  the  runway,  PIC observed that they were high on glide and immediately the  corrective actions were taken by the First officer.  On initial touchdown the aircraft bounced with nose-up attitude higher than the normal. Thereafter, PIC took over the controls aircraft touchdown in second attempt. Thereafter thrust reversers were deployed and aircraft exited the runway, taxied to the parking bay.  After engines were shut down, AME was informed about the suspected hard landing.  During the post flight walk  around inspection at Dhaka, rubbing marks were observed on the tail skid and underbelly of the aircraft. Ministry  of Civil Aviation constituted a Committee of Inquiry to investigate the cause of the incident under Rule 11 of Aircraft (Investigation of Accidents and Incidents) Rules 2012.

Final investigation report of serious incident:

Loss of Control in Flight: Socata TBM700N (TBM850), N700VX; fatal accident occurred February 18, 2018 near Evanston-Uinta County Airport (KEVW), Wyoming

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah 

Location: Evanston, Wyoming 
Accident Number: CEN18FA101
Date & Time: February 18, 2018, 15:05 Local 
Registration: N700VX
Aircraft: Socata TBM 700 
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight 
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal


The commercial pilot was conducting an instrument approach following a 3.5-hour cross-country instrument flight rules (IFR) flight in a single-engine turboprop airplane. About 1.6 miles from the runway threshold, the airplane began a climb consistent with the published missed approach procedure; however, rather than completing the slight left climbing turn toward the designated holding point, the airplane continued in an approximate 270° left turn, during which the airplane's altitude varied, before entering a descending right turn and impacting terrain. Tree and ground impact signatures were consistent with a 60° nose-low attitude at the time of impact. No distress calls were received or recorded from the accident flight. A postimpact fire consumed a majority of the cockpit and fuselage.

Weather information for the time of the accident revealed that the pilot was operating in IFR to low IFR conditions with gusting surface winds, light to heavy snow, mist, cloud ceilings between 700 and 1,400 ft above ground level with clouds extending through 18,500 ft, and the potential for low-level wind shear and clear air turbulence. The area of the accident site was under AIRMETs for IFR conditions, mountain obscuration, moderate icing below 20,000 ft, and moderate turbulence below 18,000 ft. In addition, a winter storm warning was issued about 6 hours before the flight departed. Although the pilot received a weather briefing about 17 hours before the accident, there was no indication that he obtained updated weather information before departure or during the accident flight.

Examination of the airframe and engine did not reveal any preimpact anomalies that would have precluded normal operation; however, the extent of the fire damage precluded examination of the avionics system. The airplane was equipped with standby flight instruments.

An acquaintance of the pilot reported that the pilot had experienced an avionics malfunction several months before the accident during which the airplane's flight display went blank while flying an instrument approach. During that occurrence, the pilot used ForeFlight on his iPad to maneuver back to the northeast and fly the approach again using his own navigation. During the accident flight, the
airplane appeared to go missed approach, but rather than fly the published missed approach procedure, the airplane also turned left towards to northeast. However, it could not be determined if the pilot's actions were an attempt to fly the approach using his own navigation or if he was experiencing spatial disorientation.

The restricted visibility and turbulence present at the time of the accident provided conditions conducive to the development of spatial disorientation. Additionally, the airplane's turning flight track and steep descent profile are consistent with the known effects of spatial disorientation. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's loss of control due to spatial disorientation.


Personnel issues 
Spatial disorientation - Pilot

Aircraft (general) 
Not attained/maintained

Personnel issues
Aircraft control - Pilot

Environmental issues 
Below VFR minima - Effect on operation

Environmental issues 
Below VFR minima - Decision related to condition

Factual Information

History of Flight

Approach-IFR missed approach
Loss of control in flight (Defining event)

Uncontrolled descent
Collision with terr/obj (non-CFIT)

On February 18, 2018, about 1505 mountain standard time, a Socata TBM-700A airplane, N700VX, impacted terrain during an instrument approach to Evanston-Uinta County Airport/Burns Field (EVW), Evanston, Wyoming. The commercial pilot and passenger were fatally injured, and the airplane was destroyed. The airplane was privately owned and operated as a Title 14 Code of Federal Regulations
Part 91 personal flight. Instrument meteorological conditions existed at the airport, and the flight operated on an instrument flight rules (IFR) flight plan. The flight departed Tulsa International Airport (TUL), Tulsa, Oklahoma, about 1210 central standard time (1110 mountain standard time).

Radar and air traffic control information provided by the Federal Aviation Administration (FAA) captured the accident flight as it progressed. Initially, the pilot filed Centennial Airport, Englewood, Colorado, as the flight's destination. About 20 minutes after takeoff, the pilot requested to change the destination to Pueblo Memorial Airport (PUB), Pueblo, Colorado. An hour and 20 minutes later, the pilot again requested to change his destination to Provo Municipal Airport (PVU) due to weather. At 1353, the pilot requested to make EVW his new destination stating that EVW was below minimums when he departed, but that the weather had improved. At 1422, the controller asked the pilot if he had the weather information for EVW, and the pilot responded that he did.

The pilot requested and was subsequently cleared for the ILS RWY 23 approach to EVW starting at the FBR VOR initial approach fix. The pilot was initially cleared to FBR at 15,000 ft mean sea level (msl) which the pilot acknowledged. However, while proceeding to FBR, the controller issued several low altitude alerts which the pilot initially did not respond to with the airplane having descended down to 14,400 ft msl. The pilot responded that he was bouncing around and the autopilot was trying to maintain 15,000 ft msl.

Later, the airplane was cleared to cross FBR at or above 10,000 ft msl, and then cleared for the ILS 23 approach. At 1459, the airplane crossed the final approach fix and descended for the approach. At 1502:07, the airplane was at 7,300 ft msl, just below the approach's decision height of 7,343 ft, and about 1.6 nautical miles from the runway threshold. The airplane then climbed past 7,700 ft msl and entered a left, 270° turn, during which the airplane climbed and descended. The airplane then entered a right turn before radar contact was lost at an altitude of 7,900 ft msl. The published missed approach procedure included a straight-ahead climb to 7,600 ft, then a climbing, slight left turn toward a designated holding point about 17 nautical miles southwest of EVW.

Several residents heard the airplane and the sound of the impact and called emergency responders, who dispatched to the accident site. A postimpact fire consumed large portions of the fuselage and wings.

Pilot Information

Certificate: Commercial
Age: 71,Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: 3-point
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: Yes
Medical Certification: Class 3 With waivers/limitations
Last FAA Medical Exam: October 19, 2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 4154 hours (Total, all aircraft), 100 hours (Total, this make and model) 

According to airplane maintenance log entries and logged instrument flight plans, the pilot had at least 90 hours in the airplane make and model.

Aircraft and Owner/Operator Information

Aircraft Make: Socata 
Registration: N700VX
Model/Series: TBM 700 A 
Aircraft Category: Airplane
Year of Manufacture: 1997 
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 118
Landing Gear Type: Tricycle 
Seats: 6
Date/Type of Last Inspection: September 27, 2017 
Annual Certified Max Gross Wt.:
Time Since Last Inspection: Engines: 1 Turbo prop
Airframe Total Time: 3966.5 Hrs as of last inspection
Engine Manufacturer: P&W
ELT: Installed, not activated 
Engine Model/Series: PT6A SER
Registered Owner: 
Rated Power: 700 Horsepower
Operator: On file 
Operating Certificate(s) Held:None

The airplane was manufactured in 1997 and was modified under supplemental type certificate with an MT Propeller MTV-21-1-E 5-bladed propeller and a Garmin G600 avionics system, which included digital primary flight and multifunction displays. Standby instruments were available on the right outermost portion of the instrument panel. The most recent maintenance was a 200-hour inspection completed on September 27, 2017, at a Hobbs meter time of 3,966.5 hours. The pilot purchased the airplane in June 2017.

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument (IMC) 
Condition of Light: Day
Observation Facility, Elevation: KEVW,7163 ft msl 
Distance from Accident Site: 2 Nautical Miles
Observation Time: 14:53 Local 
Direction from Accident Site: 248°
Lowest Cloud Condition: Visibility
Lowest Ceiling: Indefinite (V V) / 800 ft AGL
Visibility (RVR): Wind Speed/Gusts: 13 knots / 
Turbulence Type Forecast/Actual: /
Wind Direction: 340° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.46 inches Hg 
Temperature/Dew Point: -3°C / -3°C
Precipitation and Obscuration: Moderate - None - Snow
Departure Point: TULSA, OK (TUL ) 
Type of Flight Plan Filed: IFR
Destination: Evanston, WY (EVW )
Type of Clearance: IFR
Departure Time: 12:10 Local
Type of Airspace:

A weather study was conducted by an National Transportation Safety Board (NTSB) meteorologist. At 0432 on the morning of the accident, the National Weather Service (NWS) issued a Winter Storm Warning for Uinta County, which included Evanston, Wyoming, and warned heavy snow was likely to start at 0900, with total snow accumulation of 8 to 14 inches. At 1227, the NWS Storm Prediction Center identified an area of potential convective activity that encompassed the Evanston area. At 1400, an NWS Surface Analysis Chart recorded a cold frontal boundary extending from just south of the accident site through Utah and into Nevada.

At 1420, before the pilot initiated the approach, the conditions reported by the automated surface observing system (ASOS) at EVW included wind from 290° at 17 knots, 2 miles visibility, light snow and mist, broken clouds at 2,400 ft above ground level (agl), overcast clouds at 3,600 ft agl, temperature 0°C, dew point -2°C, and an altimeter setting of 29.47 inches of mercury. Peak wind was observed from 260° at 32 knots at 1401.

About the time the airplane passed the intermediate fix on the approach, the ASOS reported 3/4-mile visibility with light snow and mist and a broken ceiling at 700 ft agl. Twelve minutes later, and prior to the airplane crossing the final approach fix, the ASOS reported 1/4-mile visibility with snow, freezing fog, and a vertical visibility of 800 ft. Of note, the minimum weather needed to fly the ILS RWY 23 approach is 200 ft and 1/2-mile visibility for all category of aircraft. About the time the airplane began the missed approach, the ASOS reported wind from 350° at 14 knots, 1/2 mile visibility in snow and freezing fog and a vertical visibility of 800 ft.

A review of the 1- and 5-minute interval recording of ASOS data indicated IFR to low instrument flight rules (LIFR) conditions, gusty surface winds, light to heavy snow, and ceilings between 700 to 1,400 ft agl at the time of the accident.

A High-Resolution Rapid Refresh model sounding indicated the possibility of low-level wind shear from the surface to 9,500 ft msl and clear air turbulence above 8,000 ft msl.

A search of official weather briefing sources (such as Leidos Flight Service and Direct User Access Terminal Service) revealed that the pilot did not request a weather briefing from those sources. However, a search of archived ForeFlight information indicated that the accident pilot received a weather briefing package from ForeFlight at 1934 the day before the accident, prior to the release of the significant weather. Most of the information related to the winter storm was issued on the morning of the accident. Foreflight is still able to obtain weather through various means while in flight; however, no record is maintaining of the information accessed. Of note, the pilot changed his destination several times inflight citing weather information. It is not known how the pilot was obtaining those weather updates.

Additional weather information is located in the docket of this report.

Airport Information

Runway Surface Type: Asphalt
Airport Elevation: 7142 ft msl 
Runway Surface Condition:
Runway Used: 23 
IFR Approach: ILS
Runway Length/Width: 7300 ft / 100 ft 
VFR Approach/Landing:

Wreckage and Impact Information

Crew Injuries: 1 Fatal 
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal 
Aircraft Fire: On-ground
Ground Injuries: N/A 
Aircraft Explosion: Unknown
Total Injuries: 2 Fatal Latitude, Longitude: 41.288055,-110.981941

The first impact point was identified in several trees. The right wingtip was found near one of the trees. The angle of impact was estimated at 60° nose low on a magnetic heading of 358°. The ground impact point was identified by a small divot followed by the engine. The main wreckage comprised the fuselage, empennage, and left wing. A post-impact fire consumed most of the cockpit and forward fuselage. The right wing was displaced from the fuselage and came to rest on the right side of the debris area. All major components of the airplane were located at the accident site. Flight control continuity was established from the cockpit controls to all primary flight control surfaces. Flap jackscrew positions were consistent with a flaps setting of 34°, which was consistent with a landing configuration. Landing gear actuator positions indicated that the landing gear were retracted. The avionics and cockpit switches were impact damaged and either partially or totally consumed by the postimpact fire.

The engine was removed and examined. Fire and impact damage precluded functional testing of the major components; however, disassembly revealed circumferential rubbing and smearing of fan discs in multiple stages of the engine, including the compressor and turbine section, consistent with the engine producing power at the time of impact. No preimpact anomalies of the engine were found.

Additional Information

Interview with the Airport Manager

The EVW airport manager stated that the pilot had told him of a flight, several months before the accident, during which the airplane's flight display went blank during an instrument approach. On that day, the weather was marginal visual flight rules with light snow, and the pilot had ForeFlight on his iPad, which he used to make a left turn back toward the northeast and set up to fly the approach again. The pilot said he was going to have an avionics shop troubleshoot the issue. The airport manager did not hear anything further about an avionics problem, and review of the airplane's maintenance log did not find any recorded entry for avionics work.

The airport manager stated that, around 1455 on the day of the accident, he heard what he assumed to be the accident airplane click the mic 5 times, then a few seconds later, click the mic 3 times on the airport's common traffic advisory frequency, consistent with the pilot activating the airport's pilot-controlled lighting system. A few minutes later, he heard a 10-second transmission during which he thought he could hear a woman's voice in the background before the transmission ended. There was no distress call.

Spatial Disorientation

The FAA Civil Aeromedical Institute's publication, "Introduction to Aviation Physiology," defines spatial disorientation as a loss of proper bearings or a state of mental confusion as to position, location, or movement relative to the position of the earth. Factors contributing to spatial disorientation include changes in acceleration, flight in instrument meteorological conditions (IMC), frequent transfer between VMC and IMC, and unperceived changes in aircraft attitude.

The FAA Pilot's Handbook of Aeronautical Knowledge, chapter 16,

Aeromedical Factors," stated, "Under normal flight conditions, when there is a visual reference to the horizon and ground, the sensory system in the inner ear helps to identify the pitch, roll, and yaw movements of the aircraft. When visual contact with the horizon is lost, the vestibular system becomes unreliable. Without visual references outside the aircraft, there are many situations in which normal motions and forces create convincing illusions that are difficult to overcome…Unless a pilot has many hours of training in instrument flight, flight should be avoided in reduced visibility or at night when the horizon is not visible. A pilot can reduce susceptibility to disorienting illusions through training and awareness and learning to rely totally on flight instruments.

Medical and Pathological Information

An autopsy on the pilot by an independent pathologist revealed mild-to-moderate coronary artery disease with no blood clots and no evidence of a recent or remote heart attack. The pulmonary circulation was unremarkable, but the cerebral circulation was not available for examination. Multiple gallstones were present, but there was no reported obstruction or inflammation. The cause of death was listed as multiple traumatic and thermal injuries.

The FAA's Forensic Sciences Laboratory performed toxicology testing on specimens from the pilot. Results were negative for all tested for substances.

William and Michelle Patterson

A man and wife who lived in Park City died in a plane crash in Wyoming on Feb. 18 and were remembered as a loving couple.

William Patterson was 71 and Michelle Patterson was 62. They were the only two people aboard the plane. The husband was the pilot.

Rowdy Dean, the chief deputy at the Sheriff's Office in Uinta County, Wyoming, said the crash occurred at a little after 3 p.m. approximately one mile north of Evanston along the Bear River. The Pattersons were found dead at the scene. They were in a Socata TBM 700 single-engine propeller airplane, he said.

Dean said the plane was traveling from Oklahoma and was preparing to land at Evanston-Uinta County Airport in Evanston. It crashed approximately two miles from the airport. He said emergency dispatchers received several calls from people saying an airplane may have crashed. The authorities contacted the airport and learned that a plane was overdue.

Firefighters, Sheriff's Office deputies and a search-and-rescue team looked for a crashed plane before a resident found the wreckage, Dean said. The searchers found the plane in a large patch of willow and cottonwood trees, he said.

The Federal Aviation Administration and National Transportation Safety Board are investigating. Dean said the federal officials brought the wreckage to Greeley, Colorado, as part of the investigation.

Dean said the Pattersons had addresses in Park City and Evanston.

Ken Tolpinrud, who lives in the Holiday Ranch neighborhood of Park Meadows, said he and William Patterson served on a homeowners association together. He knew the couple for approximately four years. There was shock and disbelief after people learned of the crash and fatalities, he said.

"They were two of the most gracious and accomplished people my wife and I met, ever," Tolpinrud said.

William Patterson was a retired executive, he said. Tolpinrud said Patterson had his own plane the entire time he knew him, describing him as an experienced pilot and as someone who loved to fly.

Tolpinrud said he flew with Patterson a number of times. He said Patterson enjoyed the "exhilaration of being in the air."

"It just hurts to lose them," he said.

Jason Aguilera, a senior air safety investigator with the National Transportation Safety Board based in Denver, said the work at the accident scene is complete. The plane crashed in a remote part of a ranch, Aguilera, who traveled to the location, said.

Aguilera said there was snow in the area, but the weather conditions at the time of the accident are not yet known.

The National Transportation Safety Board has ordered an autopsy and toxicology report on the pilot's body. Aguilera said the pilot's experience will also be researched. The steps are standard in an investigation of a plane crash. The investigation is expected to take up to 18 months to complete.

Mike LaSalle, who is the manager at the Evanston-Uinta County Airport, said people headed to or from Park City occasionally use the airport. There are also a few people from Park City or Coalville who keep planes there, he said.

A woman with connections to Stone Harbor died in a plane crash while traveling in Wyoming with her husband, according to her family.

Michelle Patterson, whose maiden name was Michelle Mehan, died in a plane crash with her husband, William, on Sunday when he tried to land the plane in a field, according to Michelle’s aunt Kathy Dallahan.

No one else was in the plane, which had flown out of Tulsa, Oklahoma. It’s destination was unavailable.

Dallahan said she heard the news from William’s son Monday.

“I asked him if they had survived, and he told me there were no survivors,” Dallahan said.

According to Dallahan, Michelle and William were married for more than eight years. Michelle Patterson leaves four sons, who live on the East Coast, and William Patterson leaves two sons, who live on the West Coast.

Dallahan said Michelle Patterson spent time in Stone Harbor throughout her life. She had lived in Stone Harbor and in Utah.

“(Stone Harbor) was a place she loved so much. She was vibrant, she was cheerful, she was the most wonderful person you’d want to meet,” Dallahan said.

Mayor Judy Davies-Dunhour confirmed Michelle Patterson’s mother, Dolores, lives in Cape May County. Davies-Dunhour said she immediately thought of Michelle Patterson’s mother when she heard the news.

“It’s a phone call no mother should ever get,” Davies-Dunhour said.

KUTV in Salt Lake City, Utah, reported the plane crashed about 3 p.m. Sunday a mile north of Evanston. Federal Aviation Administration spokesman Ian Gregor said the single-engine plane was a Socata TBM-700.

EVANSTON — A single-engine airplane crashed about a mile north of Evanston Sunday afternoon leaving two people dead. 

Officials identified the passengers as William and Michelle Patterson. According to a press release issued by the Uinta County Sheriff’s Office, the plane is registered to William Patterson, listing an Evanston address. Evanston-Uinta County Airport Burns Field manager Mike LaSalle said, however, that the couple lived out of state.

“[The plane] belonged to a guy who lived in Park City, but the airplane was based here,” LaSalle told the Herald on Monday. “They were inbound from Tulsa, Oklahoma, … they were actually headed here from Florida.”

Two residents — one from 2nd Avenue and one from Cottonwood Street — initially called dispatch advising officials of the crash at 3:12 p.m. Sunday.

Hayden Ezell said he was just finishing up some garage work with his dad on 2nd Avenue when they heard the plane go down.

“It sounded like they were flying in a circle or something,” he told the Herald. “It sounded like something was cutting out.” (A flight path available at shows that the plane was traveling southwest toward the airport but made at least one sharp turn to the north before it crashed).

Then, Ezell said, he and his father heard a loud crashing sound. The two immediately hit the road to try to find the plane. They headed to Willow Park, where they could see smoke north of the mobile home park.

“I was going to jump out then and start running,” Ezell said, “but my dad said, ‘Hey, let’s go around this way.’”

The two drove about one mile north on Highway 89 before they stopped and Ezell, with heavy snow falling, sprinted toward the smoke.

First responders struggled to find the plane in the heavy snow, and had some difficulty getting to it once they had a better idea of where it crashed. Smoke could be seen at times from Highway 89 and from Willow Park, but visibility was limited due to the storm.

“Access was kind of an issue … just finding it with the weather we had yesterday [was difficult],” Evanston Fire Department Cpt. Tim Overy said.

Officials eventually reached the crash site via a dirt road off Highway 89.

“It’s really not that difficult to get to other than [for] the old river channels and willows and stuff out there,” Uinta County Sheriff Doug Matthews said.

Meanwhile, Ezell was able to reach the plane on foot, though his heart sank when he realized there was nothing he could do to help the victims.

“I ran out there and was just hoping I could save somebody’s life,” he said, “but I got there and it was completely in flames so there wasn’t anything I could do.

Ezell said he tried to walk around the smoke and he was yelling, hoping someone could hear him. “I just thought maybe I could save somebody’s mom or dad or grandpa,” he said.

LaSalle said he was acquainted with William Patterson, but didn’t know him well.

“I remember him keeping an airplane here … more than 10 years ago,” LaSalle said. “He was here for a couple of winters in 2005-06, somewhere right in there, then I didn’t see him for two or three years. But every time he’d come back after a couple years he’d have a new plane.”

The plane Patterson was flying Sunday was a French model, LaSalle said, a Socata TBM700. He said it was a single-engine turbo prop plane that seated six people, a common type of owner-flown plane.

LaSalle said Sunday’s snowstorm likely played a part in the plane crash.

Officials with the Federal Aviation Agency and National Transportation Safety Board were scheduled to be in Evanston Monday, Cpt. Overy said, but their arrival was bumped to Tuesday due to poor weather.

EVANSTON, Wyo. — Law enforcement officials on Monday released the names of two people they believe died in a plane crash near Evanston, Wyoming, Sunday. 

The plane was owned by and registered to William Patterson who has an Evanston address, according to a press release from the Uinta County Sheriff's Office.

Patterson and his wife Michelle were believed to be on the plane when it crashed under unknown circumstances en route to the Evanston airport from Tulsa, Oklahoma, Sunday afternoon.

The aircraft caught fire on its way down and burned upon impact. There were no survivors.

A husband and wife are believed to be the two people killed Sunday in a small airplane crash in Wyoming, just over the Utah border.

According to the Uinta County Sheriff's Office, in Wyoming, the plan is registered to William Patterson, with an Evanston, Wyoming address. The office said it is believed Michelle Patterson and William Patterson are the two people who were killed in the crash with no survivors.

The county coroner, the sheriff's office and the Federal Aviation Administration continue to investigate the crash.

Officials said the plane crashed one mile north of Evanston near the Bear River.

UPDATE: 8:33 p.m. Uinta County Wyoming Sheriffs have confirmed two people have died.

The identities have not yet been released, but the owner of the aircraft has ties to Evanston and/or Park City, according to Sheriffs.

The bodies were both badly burned in the wreck in which the plane caught fire after crashing.

(KUTV) - A small plane crashed near Evanston, Wyoming at 3:07 p.m., killing everyone on board.

According to the Uinta County Wyoming Sheriffs Department, the plane caught fire after crashing about one mile north of Evanston near the Bear River.

According to Ian Gregor with the Federal Aviation Administration, the plane was a Socata TBM-700.

The airplane left out of Tulsa, Oklahoma. It's unknown where the plane was headed.

The Federal Aviation Administration is expected to arrive Monday to help with the investigation. The National Transportation Safety Board will also investigate.

Original article can be found here ➤

EVANSTON, Wyoming (News4Utah) - The Uinta County Wyoming Sheriff's Office confirms a small plane went down outside of Evanston Sunday afternoon.

The crash occurred at 3:07 p.m.

According to Ian Gregor, a spokesman for the Federal Aviation Administration, the Socata TBM700 crashed while on approach into Evanston under unknown circumstances. The plane originated from Tulsa, Oklahoma.

There were two people on board the aircraft at the time of the crash. The parties involved have not been identified.

Both the Federal Aviation Administration and the National Transportation Safety Board will be investigating the crash.

BEAR RIVER, Wyo. — Emergency crews responded to a fatal plane crash north of Evanston, Wyoming Sunday.

A spokesperson for the Uinta County Sheriff’s Office in Wyoming said they were called about a small plane crash shortly after 3 p.m.

The crash occurred near Bear River, about  one mile north of Evanston. 

The aircraft caught on fire after crashing and the sheriff’s office said there are no survivors.

Ian Gregor of the  Federal Aviation Administration Pacific Division says the Socata TBM700 crashed under unknown circumstances while on approach to the airport in Evanston. 

The Federal Aviation Administration states the plane was carrying two people and departed from Tulsa, Oklahoma.

The parties involved have not been identified.

Cessna 560X Citation Excel: Incident occurred February 18, 2018 at Bozeman Yellowstone International Airport (KBZN), Belgrade, Gallatin County, Montana

The runway at Bozeman Yellowstone International Airport was shutdown for about an hour and a half Sunday morning while crews dug out a small jet that got stuck in the snow after it taxied off the runway.

According to Scott Humphrey, the airport’s deputy director, shortly after 11 a.m., a pilot of a small corporate jet lost visibility while traveling on the runway and taxied off into the snow. 

The runway was shut down while crews dug the airplane out and towed it. 

During the shutdown, four or five flights had to be diverted from the airport, Humphrey said.

The runway was reopened around 12:45 p.m.

No one was hurt during the incident.  

Original article ➤

BELGRADE - A small business jet taxied off of the runway Sunday morning at Bozeman Yellowstone International Airport, delaying flights for a short time.

Airport Deputy Director Scott Humphrey told MTN News that around 11 a.m., the jet taxied about 20 feet off of the runway and ended up in about 2 feet of snow after the pilot's vision was obscured.

Humphrey said the airport was forced to divert four flights and delayed a number of others.

It took crews about an hour and a half to dig out the jet before the runway was reopened.

The jet was undamaged, and there were no injuries.

Original article can be found here ➤

Piper PA-46-310P Malibu, N4319M: Incident occurred February 18, 2018 near San Martin Airport (E16), Santa Clara County, California

Federal Aviation Administration / Flight Standards District Office; San Jose

Aircraft declared mayday and landed on a highway median.

G & M Leasing LLC:

Date: 18-FEB-18
Time: 19:16:00Z
Regis#: N4319M
Aircraft Make: PIPER
Aircraft Model: PA-46-310P Malibu
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: NONE
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91

MORGAN HILL — A small plane suffering engine failure made an emergency landing in the grassy median of northbound Highway 101 just south of Tennant Avenue on Sunday morning, authorities said.

Only the pilot had been on board, and he escaped injury, CHP said.

No vehicles were struck by the aircraft, according to police.

The plane landed around 11 a.m., CHP said. 

The Federal Aviation Administration cited engine failure as the reason for the emergency freeway landing. The plane was undamaged, FAA spokesman Ian Gregor said.

The Piper PA-46-310P Malibu is registered to G&M Leasing LLC in Watsonville.

Original article can be found here ➤

Motorists on Highway 101 were in for a surprise Sunday when a small engine plane pierced the blue skies and made an emergency landing in the middle of the road in Morgan Hill.

The Piper PA-46-310P Malibu landed on a grassy strip dividing Highway 101 just after 11 a.m. near San Martin Airport in Santa Clara County after reporting engine failure, said Ian Gregor, a spokesman for the Federal Aviation Administration.

The pilot, who was not identified, was the only person on the flight, Gregor said.

No injuries were reported and there was no damage to the plane, Gregor said.

The bizarre sight of the plane stopped in the middle of the highway was jolting for many passing motorists, including Joshua Miller, who stopped to take photos.

Original article can be found here ➤

MORGAN HILL, Calif. -- A small plane landed on Highway 101 near Morgan Hill in Northern California on Sunday, according to the California Highway Patrol. 

Federal Aviation Administration spokesman Ian Gregor said the pilot reported engine trouble before bringing the Piper PA-46-310P Malibu down on a grassy strip.

Gregor said the pilot, who was the only person on board, wasn't hurt during the landing near San Martin Airport, south of San Jose. The CHP said there were no injuries on the ground.

Twitter user Charlene Nunes shared a picture and video from the highway as officials responded to the landing.

No further information was available on what may have caused the plane to land on the freeway.

Original article can be found here ➤

Capital City Skydiving, Saanichton, British Columbia: Under fire as injuries mount

A Saanichton skydiving company has come under fire after three people were injured in a span of five months.

A Sooke man who suffered a brain injury in a skydiving incident last year is suing Capital City Skydiving and a Duncan woman says she is frustrated that company officials won’t return phone calls regarding her injuries.

In April, 25-year-old Sarah Archer, of Duncan, fractured a lower vertebrae in her back when she fell through the trees and landed hard during a solo jump near Central Saanich’s Woodwynn Farms, which the company uses as a drop zone.

On June 17, Sooke construction worker Paul Taverner was strapped to an instructor in a tandem jump when the pair were blown off course. They got tangled in a tree in a heavily wooded area on Mount Newton and were left hanging for two hours.

Tyler Turner, a former employee of Capital City, had his right leg amputated after he made a hard landing at Woodwynn Farm in September.

These incidents raise questions as to why Canada lacks an oversight body that regulates the skydive industry.

“A commercial recreational sports outfit like Capital City Skydiving needs to take all reasonable steps to ensure their clientele are going to be safe,” said Kevin Gourlay, the lawyer representing Taverner in his civil suit.

“The fact that there’s multiple incidents raises red flags that they are failing in that duty.”

Taverner had never been skydiving before, but his girlfriend organized the June 17 jump as a 40th birthday present, according to the statement of claim filed in B.C. Supreme Court.

Instead of landing on a flat patch of grass on Woodwynn Farms, Taverner and his tandem instructor fell into a dense patch of trees and were left hanging 30 metres off the ground.

Taverner was bleeding from a cut on his head that required 24 stitches, and had a broken pelvis, hip and arm.

He had to wait in the trees for two hours until an arborist could be called in to free the men.

Taverner’s life has changed since the accident and he has not been able to return to work.

“He’s still struggling with issues from his brain injury and rehab from his physical injury, so certainly his day-to-day life is affected,” Gourlay said.

Taverner is seeking damages for pain, suffering, loss of enjoyment of life, permanent physical and psychological disability, past and future income and expenses relating to medication and rehabilitation, according to the civil claim.

The lawsuit alleges that Capital City Skydiving was negligent on several fronts, including allowing new and unskilled skydivers to skydive in adverse weather or wind conditions, skydiving with faulty, inadequate or defective skydive equipment and for failing to properly pack the parachute.

None of the allegations have been proven in court. Capital City Skydiving has not filed a statement of defence.

Owner Bob Verret was unable to provide a full response as he is currently travelling in South America.

Reached by email, Verret said he was not aware that a civil claim has been filed in court.

In response to Taverner’s allegations, Verret said “that parachute was packed correctly and by a qualified tandem parachute packer. This jump was not performed in adverse condition[s].”

Verret added that he is a retired search-and-rescue technician for the Royal Canadian Air Force and was trained at the level of paramedic. He said all Capital City instructors are trained and qualified by the Canadian Sports Parachuting Association.

The company opened in July 2015. Its website says: “Owner Bob Verret is a passionate skydiver who had a dream to share their love of skydiving with others.”

The website says that Verret’s vision “was to create a fun, welcoming, and educated environment for new and experienced jumpers to feel comfortable in. At Capital City Skydiving, it is not only about the unconditional love of the sport, but also the environment and people. Not only did Bob work hard to secure the best and safest equipment, he employs some of the most enthusiastic, informed, and smiley staff!”

The company’s Cessna 182 single-engine light airplane, which holds four jumpers and a pilot, takes off from the Victoria International Airport.

Archer was in that Cessna twice last year. Her first jump, a tandem jump in March, went off without a hitch.

She decided she wanted to complete a solo jump course, finishing the in-class portion on April 7.

The next day, she jumped out of the plane alongside two other novice solo jumpers and an instructor.

Strong winds prevented the three solo skydivers from landing in the drop zone at Woodwynn Farms, Archer said.

One skydiver landed in someone’s front yard, while Archer fell through the trees and landed hard on her back, crushing a lower vertebrae.

“I don’t know how far I fell, they’re estimating 100 feet,” she said. “What I was told is that the wind speeds up top were faster than they’d expected.”

Verret said Archer’s jump “was not performed in adverse weather conditions.”

Archer spent a week in hospital and was off work for two months. She now has two pins in her spine to hold it together. Archer has repeatedly contacted the company to obtain her liability waiver form, but says her calls, text messages, Facebook messages and posts have gone unanswered.

Last year, Central Saanich wrote a letter of complaint asking the federal transportation regulator to investigate the company.

Central Saanich Mayor Ryan Windsor said the municipality has done everything in its power to draw attention to skydiving safety.

“I would note that it’s a bit odd that a sport as dangerous as this and which involves airplanes doesn’t have some regulation from the federal government,” Windsor said. “It warrants another look.”

Transport Canada does not regulate parachuting or skydiving, but oversees the operation of the aircraft out of which skydivers jump to ensure companies comply with Canadian Aviation Regulations. The regulations cover pilot licensing, aircraft maintenance and passenger carriage.

“Capital City Skydiving is operating in accordance with an approved Air Operator Certificate, and Transport Canada will continue to monitor the company’s compliance with the Canadian Aviation Regulations,” said Transport Canada spokeswoman Marie-Anyk Côté.

In 2004, an inquiry into the 1998 death of an 18-year-old skydiver named Nadia Kanji, whose parachute failed to deploy properly during a skydive in Beiseker, Alta., resulted in a report that urged Ottawa to establish regulations to govern the sport of skydiving and investigate accidents. That has not happened.

To obtain a license, skydiving companies must register with a professional association, either the Canadian Sport Parachuting Association or the Canadian Associates of Professional Skydivers.

According to Transport Canada, the CSPA’s technical and safety committee conducts reviews when issues are identified and recommends action if necessary. However, it does not have the power to issue fines or force safety changes. The CSPA did not respond to requests for comment about whether any concerns have been raised about Capital City Skydiving.

Original article can be found here ➤

Rockwell 690B Commander, N690TH, privately owned and operated: Fatal accident occurred April 09, 2016 in Taylor, Williamson County, Texas

Aviation Accident Final Report - National Transportation Safety Board:


The private pilot, who was the owner of the airplane, and a flight instructor were performing a recurrent training flight. Radar data showed that the airplane departed and climbed to an altitude about 5,000 ft above ground level. About 5 minutes after takeoff, the airplane conducted a left 360° turn followed by a right 360° turn, then continued in level flight for about 2 minutes as it slowed to a groundspeed of about 90 knots, which may have been indicative of airwork leading to slow flight or stall maneuvers. The airplane then entered a steep bank and impacted the ground in a nose-low attitude. Both engines and propellers displayed evidence of operation at the time of impact, and postaccident examination revealed no mechanical anomalies that would have precluded normal operation of the airframe or engines.

The instructor had a history of obstructive sleep apnea. The investigation was unable to determine how well the condition was controlled, if he had symptoms from the condition, or if it contributed to the accident. Toxicology testing revealed low levels of ethanol in specimens from both pilots; however, it is likely that some or all of the ethanol detected was a result of postmortem production, and it is unlikely that alcohol impairment contributed to the accident. Toxicology testing also detected the primary psychoactive compound of marijuana, tetrahydrocannabinol (THC), and its metabolite, tetrahydrocannabinol carboxylic acid (THC-COOH), in specimens obtained from comingled remains; the investigation was unable to reliably determine which pilot had used the impairing illicit drug. Additionally, it is not possible to determine impairment from tissue specimens; therefore, the investigation was unable to determine whether THC impaired either of the pilots or if it may have contributed to the accident.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A loss of control while maneuvering for reasons that could not be determined because postaccident examination did not reveal any mechanical malfunctions or anomalies with the airplane.


Performance/control parameters - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)
Aircraft control - Instructor/check pilot (Cause)

Not determined
Not determined - Unknown/Not determined (Cause)

Factual Information

History of Flight

Loss of control in flight (Defining event)

Uncontrolled descent
Collision with terr/obj (non-CFIT)

Mick Brethower 
Herbert Davis of Huffman, Texas and Mickey L. Brethower of Georgetown, Texas were killed in the crash.

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas
Twin Commander Aircraft LLC; Creedmoor, North Carolina
Hartzell Propeller; Piqua, Ohio
Honeywell Aerospace; Phoenix, Arizona

Aviation Accident Factual Report - National Transportation Safety Board:

Investigation Docket - National Transportation Safety Board:

Location: Taylor, TX
Accident Number: CEN16FA146
Date & Time: 04/09/2016, 0951 CDT
Registration: N690TH
Aircraft: ROCKWELL 690B
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under:  Part 91: General Aviation - Instructional 

On April 9, 2016, at 0951 central daylight time, a Rockwell International 690B, N690TH, was destroyed when it impacted terrain while maneuvering near Taylor, Texas. The private pilot and flight instructor were fatally injured. The airplane was privately owned and operated under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight, which departed from Georgetown Municipal Airport (GTU), Georgetown, Texas, at 0941.

An acquaintance of the pilot stated that the purpose of the accident flight was for the pilot to conduct annual recurrent training to meet insurance requirements. He stated that, as the pilot and instructor were conducting a walkaround of the airplane before the flight, he heard the instructor telling the pilot that they were going to perform "air work" at an altitude of 4,000 - 5,000 ft, followed by instrument approaches. The acquaintance thought that an altitude of 4,000-5,000 ft to perform air work was low and that it should be at least 10,000 ft.

Radar data showed that the airplane departed GTU and proceeded east as it climbed to an altitude about 5,500 ft mean sea level (5,000 feet above ground level). About 5 minutes after takeoff, the airplane completed one 360° turn to the left followed by one 360° turn to the right. The airplane then resumed its easterly course in level flight for about 2 minutes, during which it slowed to a ground speed of 90 knots before rapidly descending. 

A witness near the accident site stated that the airplane entered a turn at low altitude and then went "totally sideways" and "started coming down" as if it was performing "tricks." She said that the left wing of the airplane was pointed to the sky and the right wing was pointed to the ground. She described the engine speed as "slow" and stated that the sound did not change as the airplane maneuvered before impact. She said the airplane descended with the nose pointing straight down toward the ground. 

Pilot Information

Certificate: Private
Age: 54, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 07/07/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 05/16/2015
Flight Time: 1351 hours (Total, all aircraft), 65 hours (Total, this make and model), 1177 hours (Pilot In Command, all aircraft), 33 hours (Last 90 days, all aircraft), 16 hours (Last 30 days, all aircraft)

Flight Instructor Information

Certificate: Airline Transport; Flight Instructor; Commercial
Age: 66, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Right
Other Aircraft Rating(s): Glider; Helicopter
Restraint Used: 3-point
Instrument Rating(s): Helicopter
Second Pilot Present: Yes
Instructor Rating(s):  Airplane Multi-engine; Airplane Single-engine; Helicopter; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 11/05/2015
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: 25975 hours (Total, all aircraft) 

The airplane was registered to the pilot on April 23, 2015. The pilot received dual flight instruction in the accident airplane from April 13 to May 25, 2015. The total flight instruction during this period was 34.2 hours. A logbook endorsement, dated May 15, 2015, showed that he competed a flight review, a pilot-in-command landing proficiency, and an instrument competency check.

The 54-year-old pilot held a Federal Aviation Administration (FAA) third-class medical certificate. The 66-year-old instructor held an FAA second-class medical certificate. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: ROCKWELL
Registration: N690TH
Model/Series: 690B
Aircraft Category: Airplane
Year of Manufacture: 1978
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 11487
Landing Gear Type: Retractable - Tricycle
Date/Type of Last Inspection: 04/06/2016, Continuous Airworthiness
Certified Max Gross Wt.: 10375 lbs
Time Since Last Inspection:
Engines: 2 Turbo Prop
Airframe Total Time: 9002.5 Hours as of last inspection
Engine Manufacturer: Honeywell
Engine Model/Series: TPE331-10T-51
Registered Owner: Pilot
Rated Power: 776 hp
Operator: Pilot
Operating Certificate(s) Held: None 

According to the Model 690B Pilot's Operating Handbook, Section II, Limitations, the airplane's stall speed with landing gear and flaps retracted at gross weight (Vs) was 78 knots indicated airspeed (KIAS), and its minimum controllable airspeed (Vmca) was 83 KIAS. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: GTU, 790 ft msl
Observation Time: 0950 CDT
Distance from Accident Site: 20 Nautical Miles
Direction from Accident Site: 268°
Lowest Cloud Condition: Few / 2900 ft agl
Temperature/Dew Point: 17°C / 11°C
Lowest Ceiling: Broken / 11000 ft agl
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 5 knots, 180°
Visibility (RVR):
Altimeter Setting: 30.16 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Georgetown, TX (GTU)
Type of Flight Plan Filed: None
Destination:  Georgetown, TX (GTU)
Type of Clearance: Traffic Advisory
Departure Time: 0941 CDT
Type of Airspace: 

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude:  30.686389, -97.292222 

The airplane came to rest upright in a field oriented on a magnetic heading about 130° and was consumed by postcrash fire. The empennage was folded forward, and the left and right wing leading edges were crushed aft. The flap control mechanism was in a position consistent with flaps up. The elevator trim tab was about 16.4° down (nose-up). The flight control system exhibited separations consistent with overload throughout. The airplane's nose, forward fuselage, both engines, and propellers were embedded about 3 ft into the ground. Both propellers exhibited S-shaped bending, twisting, and chordwise scratching. The left and right propeller pistons had circumferential signatures consistent with blades angles about 18.6° and 15.5°, respectively.

The left engine throttle control was in the forward position, and the right engine throttle control was in about the mid-position. The left engine condition lever was broken off, and the right engine condition lever was in the forward position.

Examination of both left and right engines revealed extensive impact damage; neither engine could be rotated by hand. Both engines displayed bending of the first stage impeller blades in the direction opposite of impeller rotation, and debris in the first stage of the compressor consistent with impact with the ground. Both engines had metal deposits on the turbine rotors and stators, consistent with engine operation at the time of impact. Examination revealed no mechanical anomalies that would have precluded normal operation. 

Medical And Pathological Information

According to medical records, the pilot had high blood pressure treated with the non-impairing blood pressure medication valsartan.

Central Texas Autopsy PLLC, Lockhart, Texas, performed an autopsy on the pilot. The cause of death was listed as multiple blunt force injuries; however, the autopsy was limited to an external examination due to the extent of the injuries and was unable to identify any significant natural disease. NMS Labs' toxicology analysis, conducted as part of the autopsy, detected caffeine (a mild stimulant found in coffee and tea), acetaminophen (a non-narcotic pain and fever medication often marketed as Tylenol) and ethanol (a central nervous system depressant found in beer and wine but also produced after death by decomposition) in muscle. The toxicologist commented: "The ethyl alcohol concentration increased from 45 to 78 mg/100 g of muscle over multiple analyses. The nature of the specimen and/or the container type, which may not contain preservative, may explain the variable quantitative results. Small amounts of ethanol may also be produced by decomposition of the tissue."

According to medical records, the flight instructor had high blood pressure treated with the non-impairing blood pressure medication metoprolol and obstructive sleep apnea treated with a CPAP device.

Central Texas Autopsy PLLC conducted an autopsy on the instructor and listed the cause of death as multiple blunt force injuries; however, the autopsy was limited to an external examination due to the extent of the injuries and was unable to identify any significant natural disease. NMS Labs' toxicology analysis, conducted as part of the autopsy, detected acetaminophen (a non-narcotic pain and fever medication often marketed as Tylenol), beta-phenethylamine (a product of tissue decomposition) and a non-quantified amount of ethanol in muscle tissue.The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on specimens from comingled remains, and the investigation was unable to reliably determine which specimen came from which individual. Testing of specimens attributed to the pilot documented that valsartan was not detected in muscle or lung and ethanol was not detected in muscle or liver. However, testing of specimens attributed to the pilot detected the primary psychoactive compound of marijuana, tetrahydrocannabinol (THC), at 35.2 ng/g in liver, at 52.9 ng/g in lung, and identified a non-quantified amount in muscle. THC's inactive metabolite, tetrahydrocannabinol carboxylic acid (THC-COOH), was detected at 50.4 ng/g in liver, 18.8 ng/g in lung, and a non-quantified amount was detected in muscle. Additionally, testing of specimens attributed to the instructor pilot documented ethanol at 20 mg/dl in liver and heart; dextromethorphan (a cough suppressant) in liver, kidney and muscle; and valsartan (a blood pressure medication) in liver but not muscle. The report stated that THC and THC-COOH were not detected in muscle attributed to the instructor. Dextromethorphan is generally not considered impairing at therapeutic levels.

NTSB Identification: CEN16FA146
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 09, 2016 in Taylor, TX
Aircraft: ROCKWELL 690B, registration: N690TH
Injuries: 2 Fatal.

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

On April 9, 2016, at 0951 central daylight time, a Rockwell International 690B, twin-engine airplane, N690TH, owned and operated by a private individual, departed controlled flight and impacted terrain near Taylor, Texas. The pilot and the flight instructor on board were fatally injured and the airplane was destroyed by impact forces and a post-impact fire. The local instructional flight was being conducted under the provisions of 14 CFR Part 91 without a flight plan. Visual meteorological conditions prevailed. The flight departed from Georgetown Municipal Airport, Georgetown, Texas at 0941.

The purpose of the flight was for the pilot to get air work for insurance purposes. The flight profile was to include single engine air work. Preliminary radar data showed that the airplane was at an altitude of about 5,000 feet msl and had slowed to a ground speed of about 90 knots prior to disappearing off radar. The airplane impacted terrain shortly after the loss of radar contact.