Sunday, May 6, 2018

Rhinelander-Oneida County Airport (KRHI) director Jim Brauer retires after 28 years



RHINELANDER - A new face will take over the role of Rhinelander-Oneida County Airport director Sunday. However, not before the community said goodbye to the man who created a legacy in the position for more than two decades.

Joe Brauer didn't hesitate to take the chance to make major changes for Rhinelander.

"Bob Heck came to me and said 'Mr. Brauer how would you like to become airport director now?' [It] took me ten seconds to say you got your man," said Brauer.

Brauer became the man with one of his biggest changes. He brought disabled passenger lifts to the airport.

"We're the airport that cares," said Brauer. 

This weekend after 28 years as director, a new face to the city but a familiar face to Brauer, will take over the wings. 

"I was the resident airport kid. I used to ride my bicycle out there and beg, plead or do odd jobs for flight instructions. Joe was a mentor of sorts," said Rhinelander- Oneida County Airport Director Matther Leitner.

Leitner takes over Brauer's job Sunday. However, he said he has no anxiety.

"I would say fortunate," said Leitner.

Leitner believes he learned from the best since he was a child.

"He's always been a consummate professional. He taught me how to maintain my composure well, when things weren't going so well," said Leitner. 

Leitner will use everything he learned since his days of shadowing Brauer, to make a new path of his own. 

"We go way back and I look forward to continuing his legacy," said Brauer. 

That gave Brauer some comfort when he said his final goodbyes.

"I can go out knowing we left some really great things behind for the city of Rhinelander," said Brauer.

Brauer worked in the airline business for 20 years before he became director. After retirement he said he looks forward to spending more time with his family and traveling.

Story and video ➤ http://www.wjfw.com

Apollo Gyro AG1, N141C: Accident occurred May 06, 2018 near Smith Beach, Northampton County, Virginia

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

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

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

http://registry.faa.gov/N141C

Aviation Accident Preliminary Report - National Transportation Safety Board

Location: Smith Beach, VA
Accident Number: ERA18LA142
Date & Time: 05/06/2018, 1510 EDT
Registration: N141C
Aircraft: BARRY MAGGIO APOLLO AG-1
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On May 6, 2018, about 1510 eastern daylight time, an experimental, amateur-built Apollo AG-1 gyroplane, N141C, was substantially damaged when it collided with power lines during a precautionary landing near Smith Beach, Virginia. The private pilot sustained minor injuries. The gyroplane was operated by the private pilot as personal flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Instrument meteorological conditions prevailed and no flight plan was filed for the flight that departed Halifax-Northampton Regional Airport (IXA), Roanoke Rapids, North Carolina, about 1330. The flight was destined to Accomack County Airport (MFV), Melfa, Virginia.

The pilot reported that he started to fly across the Chesapeake Bay to the Cape Charles VOR at 1,300 ft above ground level. As he approached the shoreline at the Cape Charles VOR, he turned north toward MFV. At that time, the cloud ceiling began to lower very rapidly, so he made the decision to land at a private airstrip prior to MFV. He mistook a road for the private airstrip and the gyroplane collided with power lines during the attempted landing. The pilot added that there were no preimpact mechanical malfunctions with the gyroplane.

Examination of the wreckage by a Federal Aviation Administration inspector revealed that it was intact and resting on its right side on a road. The inspector noted that the fuselage sustained substantial damage. He did not observe any anomalies with the flight controls and was able to successfully test-run the engine on the airframe.

The recorded weather at MVF, at 1515, was: wind from 170° at 4 knots; visibility 1 3/4 miles in mist; overcast ceiling at 500 ft; temperature 18° C; dew point 17° C; altimeter 29.85 inches of mercury. The pilot also reported that utilized weather equipment onboard his gyroplane, but did not receive a weather briefing from flight service. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BARRY MAGGIO
Registration: N141C
Model/Series: APOLLO AG-1 NO SERIES
Aircraft Category: Gyroplane
Amateur Built: Yes
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Day
Observation Facility, Elevation: MFV, 48 ft msl
Observation Time: 1515 EDT
Distance from Accident Site: 15 Nautical Miles
Temperature/Dew Point: 18°C / 17°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 4 knots, 170°
Lowest Ceiling: Overcast / 500 ft agl
Visibility: 1.75 Miles
Altimeter Setting: 29.85 inches Hg
Type of Flight Plan Filed: None
Departure Point: Roanoke Rapids, NC (IXA)
Destination: Melfa, VA (MFV)

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:  37.362778, -75.990833 (est) 






NORTHAMPTON COUNTY, Va. - Law enforcement and first responders are on-scene of a autogyro crash that happened in Northampton County on Sunday.

According to officials, Local dispatch received a call about the crash around 3 p.m. in the 16000 block of Candy Lane in Cape Charles. They say that the autogyro hit power lines near the intersection of Smith Beach Road and Candy Lane, causing the aircraft to crash.

The pilot was the only person in the autogyro, and is being attended to by local EMS. The extent of his injuries are unknown at the time.

Story and video ➤ http://wtkr.com

Cessna 182R Skylane, N5419E: Accident occurred May 06, 2018 at Clarksville–Montgomery County Regional Airport / Outlaw Field (KCKV), Tennessee

Civil Air Patrol Inc:http://registry.faa.gov/N5419E

NTSB Identification: GAA18CA260
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 06, 2018 in Clarksville, TN
Aircraft: CESSNA 182, registration: N5419E

NTSB investigators will use data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator, and will not travel in support of this investigation to prepare this aircraft accident report.



















CLARKSVILLE, Tenn. (CLARKSVILLENOW) – A Cessna 182 aircraft crashed on landing at the Clarksville Regional Airport about 3:30 p.m. Sunday, May 6. 

According to Clarksville police, the aircraft touched down, went through the perimeter fence, and came to rest on the shoulder of Outlaw Field Road, blocking one lane of traffic.

Officials believe the pilot was the only occupant of the plane. The pilot’s injuries do not appear to be life-threatening.

Lt Colonel Wilson Polidura with the Civil Air Patrol was on the scene and said the aircraft was on an Air Force assigned training mission and a thunderstorm took control of the aircraft.

Outlaw Field Rd. will be down to one lane until the investigation is complete. 

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

Cessna 182T Skylane, N65903: Accident occurred October 09, 2016 in Toone, Hardeman County, Tennessee

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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Memphis, Tennessee 

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/N65903

Aviation Accident Factual Report - National Transportation Safety Board

Location: Toone, TN
Accident Number: ERA17LA019
Date & Time: 10/09/2016, 1050 CDT
Registration: N65903
Aircraft: CESSNA 182
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 9, 2016, about 1050 central daylight time, a Cessna 182T, N65903, was substantially damaged during a forced landing in a field, following a partial loss of engine power during cruise flight near Toone, Tennessee. The private pilot was not injured. The personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that that originated from Destin Executive Airport (DTS), Destin, Florida, about 0730. The flight was destined to McKeller-Sipes Regional Airport (MKL), Jackson, Tennessee.

The pilot reported that while in cruise flight at 4,000 feet mean sea level, nearing the destination airport, an instrument panel warning sounded and the oil pressure indicator was in the red arc; however, the engine was running smoothly. The pilot began to look for airports or fields to divert to and notified air traffic control (ATC) of the abnormal engine indication. The pilot then requested, and ATC approved a direct course to the destination airport. A few minutes later, a light "clanging" noise was heard from the engine and the pilot alerted ATC that the airplane did indeed have an engine problem. The controller then advised the pilot that there was a private airstrip 5 miles west of his position and the pilot attempted to divert to that airstrip. The "clanging" noise grew louder and the engine did not have enough power to reach the private airstrip. The pilot then performed a forced landing in a field. During the landing, the airplane encountered uneven terrain, which collapsed the nose landing gear.

Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the firewall had sustained damage. The inspector also noted that the engine's No. 3 cylinder had suffered a catastrophic failure. Examination of photos provided by the inspector revealed evidence of oil on the exterior of the engine and exhaust system in the immediate vicinity of the No. 3 cylinder. The inspector added that the No. 3 cylinder exhaust valve was stuck in the closed position. The No. 3 cylinder was retained and forwarded to the NTSB Materials Laboratory, Washington, D.C. Examination of the No. 3 cylinder revealed that the rocker arm shaft bosses, bushings, and exhaust valve keeper were fractured. The rocker arm cover was fractured and bent outward. All of the fracture surfaces exhibited features consistent with overstress failure. No indications of pre-existing damage, such as corrosion or fatigue cracking, were observed. Dimensional review of the stuck exhaust valve revealed that it exhibited deposits on its surface up to 0.006-inch thick.

The four-seat, high-wing, fixed-tricycle gear airplane was manufactured in 2004. It was equipped with a Lycoming IO-540, 230-horsepower engine. The airplane's most recent annual inspection was completed on July 12, 2016. At that time, the engine had accumulated 2,188.6 hours since new. The airplane had flown 79.8 hours from the time of the inspection, until the accident, which resulted in 2,268.4 total engine hours since new at the time of the accident. The manufacturer recommended overhaul time for the make and model engine was 12 years or 2,000 hours, whichever occurred first.

Review of an engine data plot for the accident flight reveled that the engine monitor was indicating that the No. 3 cylinder was about two-thirds below the exhaust gas temperature and cylinder head temperature of the other five cylinders during the entire approximate 3-hours cruise portion of the accident flight. 

Pilot Information

Certificate: Private
Age: 40, 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: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 04/07/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 08/29/2016
Flight Time:  369 hours (Total, all aircraft), 236 hours (Total, this make and model), 251 hours (Pilot In Command, all aircraft), 73 hours (Last 90 days, all aircraft), 26 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N65903
Model/Series: 182 T
Aircraft Category: Airplane
Year of Manufacture: 2004
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 18281501
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 07/12/2016, Annual
Certified Max Gross Wt.: 3110 lbs
Time Since Last Inspection: 80 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2268 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT: C91A installed, activated, aided in locating accident
Engine Model/Series: IO-540-AB1A5
Registered Owner: EASY AVIATION LLC
Rated Power: 230 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: MKL, 434 ft msl
Observation Time: 1053 CDT
Distance from Accident Site: 16 Nautical Miles
Direction from Accident Site: 5°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 21°C / 4°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 14 knots, 50°
Visibility (RVR):
Altimeter Setting: 30.36 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Destin, FL (DTS)
Type of Flight Plan Filed: IFR
Destination: Jackson, TN (MKL)
Type of Clearance: IFR
Departure Time: 0730 CDT
Type of Airspace:

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:  35.320000, -88.950000 (est)

NTSB Identification: ERA17LA019
14 CFR Part 91: General Aviation
Accident occurred Sunday, October 09, 2016 in Toone, TN
Aircraft: CESSNA 182, registration: N65903
Injuries: 1 Uninjured.

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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On October 9, 2016, about 1050 central daylight time, a Cessna 182T, N65903, was substantially damaged during a forced landing in a field, following a partial loss of engine power during cruise flight near Toone, Tennessee. The private pilot was not injured. The airplane was operated by the private pilot as a personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight that that originated from Destin Executive Airport (DTS), Destin, Florida, about 0730. The flight was destined to McKeller-Sipes Regional Airport (MKL), Jackson, Tennessee.

The pilot reported that while in cruise flight at 4,000 feet mean sea level, nearing the destination airport, an instrument panel warning sounded and the oil pressure indicator was in the red arc; however, the engine was running smoothly. The pilot began to look for airports or fields to divert to and notified air traffic control (ATC) of the abnormal engine indication. The pilot then requested, and ATC approved a direct course to the destination airport. A few minutes later, a light "clanging" noise was heard from the engine and the pilot alerted ATC that the airplane did indeed have an engine problem. The controller then advised the pilot that there was a private airstrip 5 miles west of his position and the pilot attempted to divert to that airstrip. The "clanging" noise grew louder and the engine did not have enough power to reach the private airstrip. The pilot then performed a forced landing in a field. During the landing, the airplane encountered uneven terrain, which collapsed the nosegear.

Examination of the airplane by a Federal Aviation Administration inspector revealed that the firewall had sustained damage. The inspector also noted that the engine's No. 3 cylinder had suffered a catastrophic failure.

The engine was retained for further examination.

Cessna 208B Grand Caravan, N208SD, Hageland Aviation Services / Ravn Connect: Fatal accident occurred October 02, 2016 in Togiak, Alaska

Drew Edward Welty

The two pilots that died in the plane crash are identified as Timothy Cline, 43 of Homer, and Drew Welty, 29 of Anchorage. The passenger has been identified as Louie John, 49 of Manokotak. 


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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska
Pratt & Whitney Canada; Montreal, MB
Hageland Aviation Services Inc; Anchorage, Alaska 
Hartzell Propellers; Piqua, Ohio
Honeywell Aerospace; Phoenix, Arizona 
Hageland Aviation; Anchorage, Alaska
Federal Aviation Administration;  Washington, District of Columbia 

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/N208SD



Aviation Accident Final Report - National Transportation Safety Board

Location: Togiak, AK
Accident Number: ANC17MA001
Date & Time: 10/02/2016, 1157 AKD
Registration: N208SD
Aircraft: CESSNA 208B
Aircraft Damage: Destroyed
Defining Event: VFR encounter with IMC
Injuries: 3 Fatal
Flight Conducted Under: Part 135: Air Taxi & Commuter - Scheduled

Analysis 

The NTSB's full report is available at http://www.ntsb.gov/investigations/AccidentReports/Pages/AccidentReports.aspx. The Aircraft Accident Report number is NTSB/AAR-18/02.

On October 2, 2016, about 1157 Alaska daylight time, Ravn Connect flight 3153, a turbine-powered Cessna 208B Grand Caravan airplane, N208SD, collided with steep, mountainous terrain about 10 nautical miles northwest of Togiak Airport (PATG), Togiak, Alaska. The two commercial pilots and the passenger were killed, and the airplane was destroyed. The scheduled commuter flight was operated under visual flight rules by Hageland Aviation Services, Inc., Anchorage, Alaska, under the provisions of Title 14 Code of Federal Regulations Part 135. Visual meteorological conditions prevailed at PATG (which had the closest weather observing station to the accident site), but a second company flight crew (whose flight departed about 2 minutes after the accident airplane and initially followed a similar route) reported that they observed unexpected fog, changing clouds, and the potential for rain along the accident route. Company flight-following procedures were in effect. The flight departed Quinhagak Airport, Quinhagak, Alaska, about 1133 and was en route to PATG. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

The flight crew's decision to continue the visual flight rules flight into deteriorating visibility and their failure to perform an immediate escape maneuver after entry into instrument meteorological conditions, which resulted in controlled flight into terrain (CFIT). 

Contributing to the accident were

(1) Hageland's allowance of routine use of the terrain inhibit switch for inhibiting the terrain awareness and warning system alerts and inadequate guidance for uninhibiting the alerts, which reduced the margin of safety, particularly in deteriorating visibility; 

(2) Hageland's inadequate crew resource management (CRM) training; 

(3) the Federal Aviation Administration's failure to ensure that Hageland's approved CRM training contained all the required elements of Title 14 Code of Federal Regulations 135.330; and 

(4) Hageland's CFIT avoidance ground training, which was not tailored to the company's operations and did not address current CFIT-avoidance technologies. 

Findings

Aircraft
Altitude - Not attained/maintained (Cause)
Ground proximity system - Not used/operated
Ground proximity system - Related operating info
Ground proximity system - Capability exceeded
Ground proximity system - Design

Personnel issues
Decision making/judgment - Flight crew (Cause)
Lack of action - Flight crew (Cause)

Environmental issues
Below VFR minima - Decision related to condition (Cause)
Below VFR minima - Response/compensation (Cause)
Mountainous/hilly terrain - Response/compensation (Cause)
Mountainous/hilly terrain - Contributed to outcome (Cause)

VHF/HF radio - Not specified
Meteo equip coverage/avail - Not specified

Organizational issues
Adequacy of policy/proc - Operator (Factor)
CRM/MRM training - Operator (Factor)
CRM/MRM training - FAA/Regulator (Factor)
Training - Operator (Factor)
Safety programs - FAA/Regulator
Safety programs - Other institution/organization

Factual Information 

The NTSB's full report is available at http://www.ntsb.gov/investigations/AccidentReports/Pages/AccidentReports.aspx. The Aircraft Accident Report number is NTSB/AAR-18/02.

On October 2, 2016, about 1157 Alaska daylight time, Ravn Connect flight 3153, a turbine-powered Cessna 208B Grand Caravan airplane, N208SD, collided with steep, mountainous terrain about 10 nautical miles northwest of Togiak Airport (PATG), Togiak, Alaska. The two commercial pilots and the passenger were killed, and the airplane was destroyed. The scheduled commuter flight was operated under visual flight rules by Hageland Aviation Services, Inc., Anchorage, Alaska, under the provisions of Title 14 Code of Federal Regulations Part 135. Visual meteorological conditions prevailed at PATG (which had the closest weather observing station to the accident site), but a second company flight crew (whose flight departed about 2 minutes after the accident airplane and initially followed a similar route) reported that they observed unexpected fog, changing clouds, and the potential for rain along the accident route. Company flight-following procedures were in effect. The flight departed Quinhagak Airport, Quinhagak, Alaska, about 1133 and was en route to PATG. 



History of Flight

Enroute-cruise
VFR encounter with IMC (Defining event)
Controlled flight into terr/obj (CFIT)

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 43, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 07/22/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 07/07/2016
Flight Time: 6481 hours (Total, all aircraft), 781 hours (Total, this make and model), 6181 hours (Pilot In Command, all aircraft), 271 hours (Last 90 days, all aircraft), 102 hours (Last 30 days, all aircraft), 4 hours (Last 24 hours, all aircraft) 

Co-Pilot Information

Certificate: Commercial
Age: 29, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 None
Last FAA Medical Exam: 07/13/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 09/03/2016
Flight Time: 273 hours (Total, all aircraft), 84 hours (Total, this make and model), 139 hours (Pilot In Command, all aircraft), 84 hours (Last 90 days, all aircraft), 83 hours (Last 30 days, all aircraft), 5 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N208SD
Model/Series: 208B
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 208B0491
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 09/15/2016, AAIP
Certified Max Gross Wt.: 7449 lbs
Time Since Last Inspection:
Engines: 1 Turbo Prop
Airframe Total Time: 20562.1 Hours at time of accident
Engine Manufacturer: P&W
ELT: C126 installed, activated, aided in locating accident
Engine Model/Series: PT6-114A
Registered Owner: ICECAP LLC TRUSTEE
Rated Power: 675 hp
Operator: HAGELAND AVIATION SERVICES INC
Operating Certificate(s) Held: Commuter Air Carrier (135); On-demand Air Taxi (135)
Operator Does Business As: RAVN CONNECT
Operator Designator Code: EPUA

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: PATG, 20 ft msl
Observation Time: 1156 AKD
Distance from Accident Site: 11 Nautical Miles
Direction from Accident Site: 124°
Lowest Cloud Condition: Scattered / 3900 ft agl
Temperature/Dew Point: 7°C / 6°C
Lowest Ceiling: Overcast / 4700 ft agl
Visibility:  7 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 29.88 inches Hg
Visibility (RVV):
Precipitation and Obscuration: Light - Rain
Departure Point: QUINHAGAK, AK (PAQH)
Type of Flight Plan Filed: Company VFR
Destination: TOGIAK, AK (PATG)
Type of Clearance: None
Departure Time: 1133 AKD
Type of Airspace: Class G

Airport Information

Airport: TOGIAK (PATG) 
Runway Surface Type: N/A
Airport Elevation: 18 ft
Runway Surface Condition: Unknown
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: Fire At Unknown Time
Ground Injuries: N/A
Aircraft Explosion: Explosion At Unknown Time
Total Injuries: 3 Fatal
Latitude, Longitude: 59.165556, -160.653333


NTSB Identification: ANC17FA001
Scheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Sunday, October 02, 2016 in Togiak, AK
Aircraft: CESSNA 208B, registration: N208SD
Injuries: 3 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 October 2, 2016, about 1154 Alaska daylight time, a turbine-powered Cessna 208B Grand Caravan airplane, N208SD, sustained substantial damage after impacting steep, mountainous, rocky terrain about 12 miles northwest of Togiak, Alaska. The airplane was being operated as flight 3153 by Hageland Aviation Services, Inc., dba Ravn Connect, Anchorage, Alaska, as a scheduled commuter flight under the provisions of 14 Code of Federal Regulations (CFR) Part 135 and visual flight rules (VFR). All three people on board (two commercial pilots and one passenger) sustained fatal injuries. Visual meteorological conditions prevailed at the Togiak Airport, Togiak, and company flight following procedures were in effect. Flight 3153 departed Quinhagak, Alaska, at 1133, destined for Togiak.

Earlier, flight 3153 had originated in Bethel, Alaska; made scheduled stops in Togiak and Quinhagak; and was scheduled to return to Togiak before returning to Bethel, the intended final destination for the day. 

According to the director of operations for Hageland Aviation Services, Inc., about 1214, he received a notification from the Air Force Rescue Coordination Center (RCC) that it received a signal from a 406 megahertz (MHz) Emergency Location Transmitter (ELT), which activated about 1208 and was registered to N208SD. After accessing the aircraft location data provided by an on-board flight tracking system and discovering the aircraft had been stationary for about 20 minutes, the Hageland director of operations contacted the Hageland Operational Control Center (OCC) in Palmer, Alaska, to verify the information. At that time, the operator initiated a company search for the airplane.

At 1326, the Alaska State Troopers (AST) were notified by the RCC personnel of an ELT activation near the village of Togiak, within the confines of the Togiak National Wildlife Refuge. 

Shortly before 1430, an AST helicopter was dispatched from Dillingham, Alaska, about 67 miles east of Togiak, to the coordinates associated with the ELT signal, but poor weather conditions kept the searchers from locating the accident airplane until about 1630. Alaska State Troopers were able to access the scene on foot shortly before 1730 and subsequently confirmed there were no survivors. 

On October 3, the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), along with another NTSB investigator and two Alaska State Troopers reached the accident site. The airplane's fragmented wreckage was located on the southeast side of a steep, loose rock-covered mountainside, adjacent to the Quigmy River, about 12 miles northwest of Togiak. 

An area believed to be the initial impact point was discovered on the northwest side of a mountain ridgeline at the 2,300-foot level. The initial impact point was located north of and about 200 feet below the 2,500-foot mountain summit. The initial impact point contained fragmented portions of fuselage and two severed propeller blades. From the initial impact point, the wreckage path extended southeast to the main wreckage, which was located downslope on the southeast side of the ridgeline at the 1,550-foot level. The outboard portion of the left wing had separated and was located about 200 feet further downslope below the main wreckage site. A postcrash fire incinerated a large portion of the fuselage and right wing.

The airplane was equipped with a Spidertracks flight tracking system, which provides real-time aircraft flight tracking data. The flight tracking information is transmitted via Iridium satellites to an internet-based storage location at 6-minute intervals. According to the Spidertracks data, the airplane's last known location was reported at 1153, about 19 nautical miles northwest of the Togiak Airport, at an altitude of 1,043 feet, traveling at 144 knots across the ground, on a heading of 140 degrees.

At 1156, an aviation routine weather report (METAR) from the Togiak Airport (the closest weather reporting facility) reported, in part: wind calm; visibility 7 statute miles; light rain; sky condition, scattered clouds at 3,900 feet, overcast at 4,700 feet; temperature 45 degrees F, dewpoint 43 degrees F; altimeter, 29.88 inHg.

A detailed wreckage examination is pending. 

The airplane was equipped with a Pratt & Whitney PT6 series engine.

Stemme S10-VT, N5021: Fatal accident occurred August 24, 2016 in Telluride, San Miguel County, Colorado

Robert "Glider Bob" Saunders


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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah
Stemme AG; Strausberg, Germany
US MotorGlider Inc; Ramona, California
Rotech Flight Safety Inc.; Vernon, British Columbia

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/N5021 


Aviation Accident Factual Report - National Transportation Safety Board 

Location: Telluride, CO
Accident Number: CEN16FA331
Date & Time: 08/24/2016, 1410 MDT
Registration: N5021
Aircraft: STEMME GMBH & CO S10 VT
Aircraft Damage: Substantial
Defining Event: Miscellaneous/other
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Business - Sightseeing 

On August 24, 2016, about 1410 mountain daylight time, a Stemme Gmbh S10-VT self-launching (powered) glider, N5021, was substantially damaged during an in-flight collision with trees and terrain near Telluride, Colorado. The pilot and passenger sustained fatal injuries. The glider was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a local sightseeing flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The flight originated from the Telluride Regional Airport (TEX), Telluride, Colorado, about 1315.

A witness reported seeing the powered glider climbing out from TEX. The engine "sounded perfect" at a constant power setting at the time. About 15 minutes later, he heard the sound of a "strained engine." It sounded as if there was a "strain on the propeller," similar to a propeller-driven airplane maneuvering during aerobatic flight. About 15 seconds later, the sound of the engine stopped. He subsequently overheard radio communications of mountain staff personnel responding to a downed aircraft.

A second witness observed the powered glider fly by with the engine running. His co-worker commented that the glider seemed to be flying unusually low. It subsequently went out of sight below the tree line. About 10 seconds later, they heard a loud noise, which they initially attributed to work going on in the area. However, with thoughts of the low flying glider, he decided to drive to a nearby ridge where he observed the accident site. He reported the accident to the local authorities.

Pilot Information

Certificate: Commercial
Age: 64, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): Glider
Toxicology Performed: Yes
Medical Certification: None
Last FAA Medical Exam:
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: 4000 hours (Total, all aircraft), 700 hours (Total, this make and model) 

The pilot's logbook was not available to the NTSB and, as a result, his flight experience could not be determined. The pilot did not hold a current Federal Aviation Administration airman medical certificate, nor was one required to operate a glider. In February 1998, on his most recent application for a medical certificate, the pilot reported a total civilian flight time of more than 4,000 hours. No subsequent applications were on file.

The pilot provided 30-minute and 1-hour sightseeing flights from TEX. Advertisement flyers were available at the TEX fixed based operator. The pilot maintained a website advertising the sightseeing flights. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: STEMME GMBH & CO
Registration: N5021
Model/Series: S10 VT
Aircraft Category: Glider
Year of Manufacture: 1997
Amateur Built: No
Airworthiness Certificate: Utility
Serial Number: 11-010
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection:  Annual
Certified Max Gross Wt.: 1874 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Rotax
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: 914
Registered Owner: On file
Rated Power: 115 hp
Operator: On file
Operating Certificate(s) Held: None 

The pilot purchased the glider in July 2004. A review of the available maintenance records revealed that the most recent entry, dated September 20, 2012, was unsigned. The entry noted the completion of an annual inspection at airframe and engine total times of 1,824.2 hours and 496.3 hours, respectively. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: TEX, 9070 ft msl
Observation Time: 1415 MDT
Distance from Accident Site: 5 Nautical Miles
Direction from Accident Site: 315°
Lowest Cloud Condition: Scattered / 6500 ft agl
Temperature/Dew Point: 16°C / 4°C
Lowest Ceiling: Broken / 9000 ft agl
Visibility: 10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 30.42 inches Hg
Visibility (RVV):
Precipitation and Obscuration: Light - In the Vicinity - Thunderstorms - Rain
Departure Point: Telluride, CO (TEX)
Type of Flight Plan Filed: None
Destination: Telluride, CO (TEX)
Type of Clearance: None
Departure Time: 1315 MDT
Type of Airspace: Class G 

One witness reported light rain and steady surface wind about 8 mph from the northeast about the time of the accident. He stated that there was no thunderstorm activity in the immediate area; however, there was thunderstorm activity across the valley to the north and closer to the airport. Another witness reported that "dark rain clouds" began building near the site about 1 hour before the accident.

Satellite imagery depicted growing cumuliform clouds near the accident site that were moving southeastward at the time. The cloud-top heights over the accident site were about 18,000 feet mean sea level (msl). Weather radar data depicted a rain shower over the site about the time of the accident. The rain shower activity was moving south-southeast and appeared to be dissipating. With dissipating rain shower activity directly above the site at the time of the accident, the glider was in a favorable region for downdrafts.

No Significant Meteorological Information (SIGMET) advisories were in effect for the site at the time of the accident. An Airmen's Meteorological Information (AIRMET) advisory for mountain obscuration due to clouds and mist was in effect at the time of the accident.

A full weather study is available in the docket for this accident case. 

Airport Information

Airport: Telluride Regional (TEX)
Runway Surface Type:
Airport Elevation: 9070 ft
Runway Surface Condition:
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None 



Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 37.893333, -107.833333 

The powered glider came to rest within a small cluster of trees about 5 miles south-southeast of KTEX at an elevation of 11,200 feet. The vicinity of the accident site consisted of mountainous terrain, densely wooded areas, and small meadows. The terrain gradually sloped downhill toward the north/northwest from the accident site. The elevations of ridgelines to the east and south of the site exceeded 12,500 feet.

A postaccident examination and engine test run were conducted by the NTSB investigator-in-charge with the assistance of technical representatives from the airframe and engine manufacturers. The examination and engine run did not reveal any anomalies consistent with a preimpact failure or malfunction. 

Medical And Pathological Information

The Montrose Memorial Hospital Division of Forensic Pathology, Montrose, Colorado, performed an autopsy under the order of the San Miguel County Coroner's Office, and attributed the pilot's death to multiple traumatic injuries sustained in the accident. Toxicology testing performed by the FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, was negative for all drugs in the testing profile. No carbon monoxide or ethanol was detected in blood specimens.


NTSB Identification: CEN16FA331
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 24, 2016 in Telluride, CO
Aircraft: STEMME GMBH & CO S10 VT, registration: N5021
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 August 24, 2016, about 1410 mountain daylight time, a Stemme Gmbh S10-VT motor-glider, N5021, was substantially damaged during an in-flight collision with trees and terrain near Telluride, Colorado. The pilot and passenger sustained fatal injuries. The motor-glider was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a local sightseeing flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The local flight originated from the Telluride Regional Airport (TEX), Telluride, Colorado, about 1315.

A witness hiking between Mountain Village and the St. Sophia gondola station reported seeing the motor-glider under power apparently climbing out from TEX. The engine "sounded perfect" at a constant power setting at the time. About 15 minutes later, he heard the sound of a "strained engine" in the direction of Prospect Bowl. It sounded as if there was a "strain on the propeller," similar to a propeller-driven airplane maneuvering during aerobatic flight. About 15 seconds later, the sound of the engine stopped. He subsequently overheard radio communications of mountain staff personnel responding to a downed aircraft.

A second witness working on the ski patrol shack at the top of the Revelation Lift observed the motor-glider fly by with the engine running. His co-worker commented that the glider seemed to be flying unusually low and it subsequently went out of sight below the tree line. About 10 seconds later, they heard a loud noise, which they initially attributed to other work going on in the area. However, with thoughts of the low flying glider, he decided to drive to a nearby ridge at which time he observed the accident site. He reported the accident to the local authorities.

A third witness driving toward the Lynx building (near lift 13) in Prospect Basin (Bowl), looking directly at Gold Hill, reported observing the motor-glider low on the horizon just above the tree line. The aircraft proceeded south toward Prospect Ridge in what appeared to be a controlled descent. He subsequently lost sight of the aircraft behind a tree line. Although the motor-glider was at a "considerably" lower altitude than he was accustomed to seeing it, it did not appear to be out of control, nor did he perceive it to be in any distress. He and his co-worker subsequently received notification of the accident over their radio and responded to the site.

The motor-glider came to rest within a small cluster of trees in the Prospect Bowl area of the Uncompahgre National Forest/Telluride Ski Area. The accident site was located about 5 miles south-southeast of the Telluride airport at an elevation of approximately 11,200 feet. The vicinity of the accident site consisted of mountainous terrain; densely wooded areas, small meadows and exposed rock. The terrain gradually sloped downhill toward the north/northwest from the accident site. The ridgelines to the east and south of the site exceeded 12,500 feet.

The forward fuselage was oriented on a northwest bearing. The fuselage nose and cockpit area sustained extensive damage. The aft fuselage was separated from, and located immediately adjacent to, the forward fuselage. The aft fuselage was oriented in the opposite direction from the forward fuselage. A tree was positioned between the forward and aft fuselage sections. The branches on the south/southeast side of the tree appeared to have been stripped of branches and bark from a height of about 20 feet above ground level. The southernmost tree in the cluster exhibited a fresh break located about 75 feet above ground level. The empennage, including the rudder and elevators, remained attached to the aft fuselage.

Both wings had separated from the fuselage; they were located immediately adjacent to the fuselage at the time of the on-scene examination. However, local authorities advised that the right wing was initially located over the fuselage and was cut near the root in order to extricate the pilot. The left wing exhibited leading edge impact damage and deformation of the composite structure. The outboard section of the left wing, with the wingtip attached, had separated from the main wing and was located at the accident site. The left aileron was separated and fragmented; it was located at the accident site. The right wing, with exception of the damage at the root and separation of the wing tip, appeared to be intact. The right wingtip was located at the accident site. The right aileron remained attached to the wing.

One of the witnesses reported light rain (sprinkles) and steady 5-8 mph surface winds out of the northeast about the time of the accident. He stated that there was no thunderstorm activity in the immediate area; however, there was thunderstorm activity across the Telluride valley to the north and closer to the airport. Another witness reported that the weather was initially sunny with some clouds and a calm wind. However, about 1300, the weather began to change, with "dark rain clouds" building above Prospect Basin (Bowl) and in the general Telluride vicinity. At 1415, weather conditions recorded at the Telluride airport included a calm wind, with thunderstorms and light rain showers in the vicinity.

Detailed examinations of the airframe and engine are pending. A GPS Secure Flight Recorder (Cambridge Aero Instruments) was recovered at the accident site. Examination of the component and recovery of any retained data by the NTSB Recorders Laboratory is pending.