Friday, March 30, 2018

Piper PA-28-161 Warrior II, N533CA: Incident occurred March 30, 2018 at North Perry Airport (KHWO), Pembroke Pines, Broward County, Florida

http://registry.faa.gov/N533CA



PEMBROKE PINES, Fla. - A small plane ran off a runway Friday in Pembroke Pines, Federal Aviation Administration spokeswoman Arlene Salac said in an email.

Salac said the Piper PA-28-161 Warrior II ran off the end of Runway 1R at North Perry Airport at 12:05 p.m.

She said the aircraft had departed the airport via another runway, the pilot declared an emergency and the plane returned to land.

Sky 10 was above the scene as a fire rescue truck was parked near the plane in a grassy area near the runway.

It's unclear what led to the emergency or whether anyone was injured.

The plane is registered to Aero Lease and Trading LLC in Corona, California. 

The Federal Aviation Administration is investigating the incident. 

Original article can be found here ➤ https://www.local10.com




PEMBROKE PINES, FLA. (WSVN) - An airplane made an emergency landing at a Pembroke Pines airport.

7Skyforce was over North Perry Airport Friday afternoon where a Piper PA-28-161 Warrior II carrying three people made an emergency landing in an open field inside the airport.

The plane reportedly had engine problems as soon as it took off, causing the pilot to turn around and make the rough landing.

Fire rescue is evaluating the three people, who are expected to be OK.

This comes after Piper Arrow aircraft made an emergency landing at the same airport Thursday.

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

Piper PA-28R-180 Cherokee Arrow, N3848T: Incident occurred March 29, 2018 at San Bernardino International Airport (KSBD), California



Federal Aviation Administration / Flight Standards District Office; Riverside

Aircraft on landing gear collapsed.

NextGen Flight Academy Inc: http://registry.faa.gov/N3848T

Date: 29-MAR-18
Time: 17:50:00Z
Regis#: N3848T
Aircraft Make: PIPER
Aircraft Model: PA 28R 180
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: TAKEOFF (TOF)
Operation: 91
City: SAN BERNARDINO
State: CALIFORNIA

Piper PA-28R-200, N33305: Incident occurred March 29, 2018 at Lee Airport (KANP), Edgewater, Anne Arundel County, Maryland

Federal Aviation Administration / Flight Standards District Office; Baltimore

Aircraft landed gear up.

Aquila Aviation LLC: http://registry.faa.gov/N33305

Date: 29-MAR-18
Time: 20:13:00Z
Regis#: N33305
Aircraft Make: PIPER
Aircraft Model: PA 28R 200
Event Type: INCIDENT
Highest Injury: UNKNOWN
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: ANNAPOLIS
State: MARYLAND

Mooney M20B Mark 21, N74513: Incident occurred March 29, 2018 at Portland-Hillsboro Airport (KHIO), Washington County, Oregon




Federal Aviation Administration / Flight Standards District Office; Portland

Aircraft on landing had gear collapsed.

http://registry.faa.gov/N74513

Date: 29-MAR-18
Time: 20:52:00Z
Regis#: N74513
Aircraft Make: MOONEY
Aircraft Model: M20B
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: PORTLAND
State: OREGON

Cirrus SR22, N915TD, registered to ESPBC LLC of Scottsdale and operated by Scottsdale Executive Flight Training: Incident occurred August 27, 2015 at Scottsdale Airport (KSDL), Maricopa County, Arizona

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona
Cirrus Aircraft Design Corp; Duluth, Minnesota

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

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

http://registry.faa.gov/N915TD

Location: Scottsdale, AZ
Incident Number: WPR15IA252
Date & Time: 08/27/2015, 1405 MST
Registration: N915TD
Aircraft: CIRRUS SR22
Aircraft Damage: Minor
Defining Event: Landing gear collapse
Injuries: 3 None
Flight Conducted Under: Part 91: General Aviation - Instructional

Analysis 

While the pilot receiving instruction was landing the airplane, the main landing gear touched down first; as he was slowly lowering the nose landing gear (NLG) to the runway, he felt a "shimmy" in the NLG. Despite applying back pressure to lift the weight off the NLG, the airplane's nose slowly started falling forward, and the nosewheel collapsed.

Postincident examination of the airplane revealed that the NLG was fractured through the strut tube adjacent to the forward edge of the gusset tube attachment welds. Metallurgical testing revealed that the NLG resulted from high-stress fatigue cracking due to sideways bending from one side. No mechanical or metallurgical anomalies were noted with the NLG.

After the incident, the airplane manufacturer conducted structural testing of the NLG, which revealed that shimmy events or nonstandard towing could result in cracks and the eventual separation of the NLG. As a result, the airplane manufacturer issued two service advisory letters, which outlined appropriate towing and inspection procedures. The airplane manufacturer also issued a series of service bulletins, which, in part, recommended that all NLG on the affected airplanes be inspected for cracks in the welds between the strut tube and the gusset tubes and that postshimmy inspections also be conducted to look for cracks in this area. Additionally, the airplane manufacturer changed the design of the NLG to increase the strength of the NLG weld.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this incident to be:
The failure of the nose landing gear (NLG) due to high-stress fatigue cracking due to a shimmy event. Contributing to the accident was the design of the NLG, which allowed fatigue cracks to develop during nonstandard towing and shimmy events.

Findings

Aircraft
Nose/tail landing gear - Fatigue/wear/corrosion (Cause)
Nose/tail landing gear - Capability exceeded (Cause)
Nose/tail landing gear - Failure (Cause)

Nose/tail landing gear - Design (Factor)

On August 27, 2015, about 1405 mountain standard time, a Cirrus SR22, N915TD, experienced a nose landing gear collapse during landing roll at Scottsdale Airport (SDL), Scottsdale, Arizona. The certified flight instructor (CFI), the pilot receiving instruction, and one passenger were not injured. The airplane received minor damage. The airplane was registered to ESPBC LLC of Scottsdale, and operated by Scottsdale Executive Flight Training as a 14 Code of Federal Regulations Part 91 instructional cross-country flight. Visual meteorological conditions prevailed, and a flight plan was not filed. The flight originated from Flagstaff, Arizona about 1300, and was destined for SDL.

According to the CFI, the pilot receiving instruction made the landing. The main landing gear touched down first, and slowly the nose gear was lowered onto the runway's surface. The CFI reported that at this time they felt a shimmy in the nose gear, during which the pilot receiving instruction applied back pressure on the stick to lift the weight off the nose gear. As the nose gear came down a second time, it appeared that the shimmy had stopped, and that they were level on all three wheels. However, after a few seconds the nose slowly started falling forward until it had completely collapsed.

The nose landing gear consists of a main strut tube and two gusset tubes near the top portion of the main strut tube. The landing gear was observed fractured through the strut tube adjacent to the forward edge of the gusset tube attachment welds.

The National Transportation Safety Board Materials Laboratory examined the nose landing gear strut and determined that the failure of the landing gear was the result of high stress fatigue cracking due to sideways bending from one side. No mechanical or metallurgical anomalies were noted with the landing gear.

On March 7, 2016, Cirrus Design Corporation issued Service Advisory Letter SA 16-03, entitled "Nose Landing Gear Strut Assembly Inspection, which denoted the following:

Cracks have been discovered on the nose landing gear strut assembly at the welds between the strut tube and the LH and RH gusset tubes.

A visual inspection of the welds between the strut tube and the LH and RH gusset tubes for cracks must be performed every time the engine cowling is removed.

If cracks are found, the aircraft is prohibited from flight until the nose landing gear strut assembly is replaced. (Refer to AMM-32-20)

On April 12, 2016, Cirrus Design Corporation issued Service Advisory Letter SA 16-05, entitled "Aircraft Towing Guidance." The SA was based on the potential for damage to the nose landing gear due to loading from non-standard and abusive tug operation. The SA was released offering aircraft towing guidance. This guidance included the following;

When towing aircraft, do not stop/start abruptly, especially when the tow bar is at an angle greater than 45° either side of center.

When positioning the aircraft with a towing vehicle, the angle of the tow bar must be less than 45° either side of center for both pulling and pushing. Hand towing must be used if angles greater than 45° either side of center are needed for positioning.

Do not tow aircraft at speeds higher than 15 mph.

Additionally, Cirrus Design Corporation performed structural testing of the nose landing gear.

Based on the data provided by the NTSB metallurgy lab, and a video of an incident in Japan where an airplane experienced a nose landing gear shimmy, Cirrus explored two different methods of producing side loads in the nose landing gear. The first was through taxi and towing, the second through shimmy. Flight testing showed that significant side loads on the nose landing gear would develop during a shimmy event.

As a result of the testing, Cirrus did the following:

On April 12, 2016, Cirrus Design Corporation Service Bulletin SB2X-32-22, entitled "NOSE GEAR – Nose Landing Gear Strut Assembly Inspection," was issued. The bulletin, which Cirrus considers mandatory, was issued with instructions to inspect all nose landing gear in the field for cracks in the welds between the strut tube and the LH and RH gusset tubes. In addition to the one-time inspection required by the Service Bulletin, Cirrus added a post-shimmy inspection to Chapter 5-50 Unscheduled Maintenance Checks of the Aircraft Maintenance Manual (AMM). Similar to the hard/overweight landing inspection, this post-shimmy inspection would look specifically for cracks at the gusset welds exactly as noted in the Service Bulletin. (For additional information, refer to the Service Bulletin, which is appended to the docket for this report.)

On July 14, 2017, Cirrus Design Corporation Service Bulletin SB2X-32-22R1 was issued. The bulletin, which Cirrus considers mandatory, was revised to update Compliance, Effectivity, Purpose, Manpower Requirements, and Accomplishment instructions. The bulletin specifically states, "Operators who have successfully complied with the original release of this service bulletin, dated April 12, 2016, must complete Revision 1 of this Service Bulletin in its entirety, and must continue to perform this Service Bulletin every 50 hours thereafter until termination action occurs. (For additional information, refer to the revised Service Bulletin, which is appended to the docket for this report.)

On January 5, 2018, Cirrus Design Corporation Service Bulletin SB2X-32-22R2 was issued. The bulletin, which Cirrus considers mandatory, was revised to update Compliance and Effectivity. The bulletin specifically states, "Operators who have successfully complied with the original release of this service bulletin, dated April 12, 2016, must complete Revision 2 of this Service Bulletin in its entirety, and must continue to perform this Service Bulletin every 50 hours thereafter until termination action occurs. (For additional information, refer to the revised Service Bulletin, which is appended to the docket for this report.)

On July 14, 2017, Cirrus Design Corporation Service Bulletin SB2X-32-23, which Cirrus considered to be mandatory, entitled "NOSE GEAR – Nose Wheel Shimmy Reduction," was issued. The bulletin noted that on affected airplanes, nose wheel shimmy may exist on aircraft equipped with Beringer wheels. The bulletin states that a nose tire vibration due to imbalance or tire damage can be mistaken for NLG shimmy. However, it is advisable that both conditions be examined closely and considered tandem during aircraft inspection. The bulletin contains instructions for the adjustment of the nose tire pressure and force required to rotate the nose wheel fork. (For additional information, refer to the Service Bulletin, which is appended to the docket for this report.)

On January 5, 2018, Cirrus Design Corporation issued revised Service Bulletin SB2X-32-23R1. The bulletin, which is considered mandatory, was revised to update Effectivity, Purpose, and Accomplishment Instructions. The bulletin states that operators who have successfully complied with the original release of this Service Bulletin, dated July 14, 2017, must complete Revision 1 of this Service Bulletin in its entirety. The Service Bulletin contains instructions for the adjustment of the nose tire pressure and the verification of the force required to rotate the nose wheel fork. (For additional information, refer to the revised Service Bulletin, which in appended to the docket for this report.)

On July 14, 2017, Cirrus Design Corporation issued Cirrus Service Advisory (SA) SA17-08, entitled "Possible Cracking at Nose Land Gear Fillet Welds." The SA revealed that cracks had been discovered on some nose landing gear (NLG) strut assemblies at the fillet welds between the strut tube and the LH and RH gusset tubes. These cracks had led to the collapse of the NLG assemblies. The SA further revealed that each of the aircraft involved had a history of excessive nose wheel shimmy following touchdown of the nose landing gear. The SA defined "nose wheel shimmy" as "a lateral oscillation or wobble of the NLG resulting in a shaking feeling throughout the cabin of the aircraft that can vary in intensity." This is normally encountered during the landing roll-out and will subside as speed is reduced. Cirrus noted in the "Actions" section of the SA that nose wheel shimmy can be reduced or eliminated by lowering the tire pressure. Prior to the next flight, adjust the tire pressure on the nose landing gear to 40 – 50 psi (276 – 344 kPa). (For additional information, refer to the Service Advisory, which is appended to the docket for this report.)

On January 5, 2018, Cirrus Design Corporation issued revised Service Advisory SA17-08R1 (revision 1). The Advisory was issued to update Effectivity and the NLG tire pressure as outlined in SA17-08, dated July 14, 2017. Cirrus noted in the "Actions" section of the SA that nose wheel shimmy can be reduced or eliminated by lowering the tire pressure. Prior to the next flight, adjust the tire pressure on the nose landing gear to 30 – 35 psi (207 – 241 kPa). (For additional information, refer to the Service Advisory, which is appended to the docket for this report.)

Cirrus Aircraft also incorporated specific emphasis and recommendations on how to further discourage shimmying on landing and actions to be taken if the situation occurs on landing in their pilot training program. These incorporations are included in the Landing Standardization Course. Maintenance guidance is also available to mechanics following a shimmy event.

To increase the strength of the weld in the critical area on the nose landing gear, the thickness of the main strut tube was analyzed with an increased wall thickness from 0.125-inch to the full thickness of 0.156-inch. The result of the analysis was an increase (3-5%) in the local stress levels in the static analysis. This design change has been made for all new and replacement gear. 

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 29, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: 3-point
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 3 With Waivers/Limitations
Last FAA Medical Exam: 06/11/2014
Occupational Pilot: Yes
Last Flight Review or Equivalent: 01/20/2015
Flight Time:  783 hours (Total, all aircraft), 60 hours (Total, this make and model), 699 hours (Pilot In Command, all aircraft), 326 hours (Last 90 days, all aircraft), 88 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft) 

Student Pilot Information

Certificate: None
Age: 52, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: None
Last FAA Medical Exam: 06/11/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 01/20/2015
Flight Time: 500 hours (Total, all aircraft), 365 hours (Total, this make and model), 17 hours (Last 90 days, all aircraft), 9 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CIRRUS
Registration: N915TD
Model/Series: SR22
Aircraft Category: Airplane
Year of Manufacture: 2014
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 4098
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 05/27/2015, 100 Hour
Certified Max Gross Wt.: 3600 lbs
Time Since Last Inspection: 93 Hours
Engines: 1 Reciprocating
Airframe Total Time: 391.4 Hours at time of accident
Engine Manufacturer: Continental Motors
ELT: C126 installed, not activated
Engine Model/Series: IO-550
Registered Owner: ESPBC LLC
Rated Power: 310 hp
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: SDL, 1510 ft msl
Observation Time: 1353 MST
Distance from Accident Site:
Direction from Accident Site:
Lowest Cloud Condition: Clear
Temperature/Dew Point: 40°C / 14°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 3 knots, 70°
Visibility (RVR):
Altimeter Setting:  29.93 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Flagstaff, AZ (FLG)
Type of Flight Plan Filed: None
Destination: Scottsdale, AZ (SDL)
Type of Clearance: VFR Flight Following
Departure Time: 1300 MST
Type of Airspace: Class D

Airport Information

Airport: Scottsdale (SDL)
Runway Surface Type: Asphalt
Airport Elevation: 1510 ft
Runway Surface Condition: Dry
Runway Used: 210
IFR Approach: None
Runway Length/Width: 8249 ft / 100 ft
VFR Approach/Landing: Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Minor
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 None
Latitude, Longitude:  33.622778, -111.910556 (est)

Kitfox S7 Super Sport, N141AB: Accident occurred March 29, 2018 at Silver Bay Municipal Airport (KBFW), Lake County, Minnesota

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

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

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

http://registry.faa.gov/N141AB

Location: Silver Bay, MN
Accident Number: GAA18CA186
Date & Time: 03/29/2018, 0930 CDT
Registration: N141AB
Aircraft: Terry G. Olson Kitfox S7 Super Sport
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

The pilot in the experimental amateur-built, tailwheel-equipped airplane reported that during landing with a slight right crosswind, he flared too early and the airplane bounced. He aborted the landing by adding full power, and the airplane drifted to the left. The left wing contacted the ground and he over corrected to the right. The airplane stalled and impacted the ground, and subsequently nosed over.

The airplane sustained substantial damage to the right wing and the empennage.

The pilot reported that the wind at the accident airport at the time of the accident was from 280° at 6 knots, gusting to 8 knots. The pilot aborted the landing on runway 25.

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

Pilot Information

Certificate: Sport Pilot
Age: 60, Male
Airplane Rating(s): Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Sport Pilot
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent: 10/15/2017
Flight Time: (Estimated) 965 hours (Total, all aircraft), 58 hours (Total, this make and model), 942 hours (Pilot In Command, all aircraft), 19 hours (Last 90 days, all aircraft), 17 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Terry G. Olson
Registration: N141AB
Model/Series: Kitfox S7 Super Sport
Aircraft Category: Airplane
Year of Manufacture: 2017
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: KA13243271
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection:
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 30.5 Hours at time of accident
Engine Manufacturer: Rotax
ELT: C91  installed, not activated
Engine Model/Series: 912ULS
Registered Owner: On file
Rated Power: 100 hp
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KBFW, 1089 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1415 UTC
Direction from Accident Site: 241°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 2700 ft agl
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 290°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.06 inches Hg
Temperature/Dew Point: -4°C / -10°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Silver Bay, MN (BFW)
Type of Flight Plan Filed: None
Destination: Silver Bay, MN (BFW)
Type of Clearance: None
Departure Time: 0925 CDT
Type of Airspace: Class G

Airport Information

Airport: SILVER BAY MUNI (BFW)
Runway Surface Type: Asphalt
Airport Elevation: 1088 ft
Runway Surface Condition: Dry
Runway Used: 25
IFR Approach: None
Runway Length/Width: 3200 ft / 75 ft
VFR Approach/Landing: Go Around; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:  47.249167, -91.415556 (est)

One of Lewiston-Nez Perce County Airport (KLWS) two runways could get shorter, narrower in reconstruction project



A frequently used secondary runway at the Lewiston-Nez Perce County Regional Airport likely will be shortened when it is reconstructed to eliminate a safety hazard.

That's the message a Federal Aviation Administration official shared at the airport Thursday as plans take shape for the project, tentatively scheduled for next year.

Right now the safety zones of the airport's primary and secondary runways overlap. The FAA won't provide money for the runway rehabilitation project if that problem isn't eliminated, said Gary Gates, an FAA project engineer from Helena, Mont.

The only solutions are to reduce the length of the 5,100-foot secondary runway or realign it at a significantly higher cost, Gates said.

The length may not be the only change to the runway during the project. As it allocates its limited amount of money, the FAA can only help pay for 75 feet of width, instead of the existing 100 feet, Gates said.

Airport users are just beginning to size up how much the potential changes could affect their operations.

Some business jets or turbo props that routinely use the shorter runway couldn't land or take off from it if it were shorter because of FAA and manufacturers' guidelines, said Gary Peters, a heavy equipment dealer who is building an aviation museum at the airport's southside business park.

Often the secondary runway is the safest option for some types of smaller airplanes because of prevailing wind patterns, Peters said.

Reducing the runway width would make it less safe for aircraft that have wheels on the back instead of the front because pilots rely heavily on their peripheral vision in landing those planes, he said.

Among them are vintage airplanes, tanker planes used in agriculture and aircraft that work in the backcountry.

But given the airport's financial situation, getting the reconstruction completed within the FAA's parameters could be the best way to go, Peters said.

"We may want to forgo the width and the length, because frankly we don't have any money," he said.

The FAA puts a priority on maintaining secondary runways when the number of flights exceeds capacity or prevailing winds often make use of one of an airport's runways unsafe, Gates said.

Neither one of those issues is in play in Lewiston, though the FAA recognizes that about 75 percent of pilots use the secondary runway.

Corporate jets, agricultural aviation and vintage aircraft are in that majority.

A partnership could enable the airport to maintain the width, Gates said. The FAA would allow the Lewiston airport to find other money for 25 feet of width, and the FAA could still contribute about 94 percent of the funds for the 75 feet, he said.

That solution will likely carry a hefty price tag at a time when the Lewiston airport is about to take a huge financial hit. The estimate for the runway rehabilitation project at 75 feet is about $6 million, said Dave Mitchell, aviation services manager at T-O Engineers, a firm working with the Lewiston airport on the project.

Horizon Air has announced it is withdrawing its services entirely from Lewiston on Aug. 25, eliminating Boise and Seattle flights. That leaves SkyWest and its Salt Lake City routes as the only commercial passenger service in Lewiston. Passenger fees are the single largest source of money for the airport. Those fees were budgeted to be about $350,000 this year before the airport knew it was losing Horizon.

Airport officials will look at the numbers to see what the entity can contribute, Manager Stephanie Morgan said.

Keeping the runway's existing length is even less likely. The FAA won't participate in reconstruction if the safety hazard isn't addressed, Gates said.

Doing nothing on the secondary runway won't work either.

"It works fine now, but I don't know how much longer it will last. ... I don't think overlaying it is a good idea," Mitchell said.

Its surface was rated as very poor prior to the 2016-17 winter, a step ahead of a rating of serious, which is followed by failed or not usable, Mitchell said.

Snow and ice only accelerate the deterioration.

"When the airport tries to plow that runway, it causes damage," Mitchell said.

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