Monday, March 11, 2019

Loss of Control in Flight: Beechcraft A36 Bonanza, N6150X; fatal accident occurred June 20, 2019 in Elida, Allen County, Ohio












Aviation Accident Final Report - National Transportation Safety Board

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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Columbus, Ohio
Textron Aviation; Wichita, Kansas
Continental Aerospace Technologies; Mobile, Alabama

Investigation Docket - National Transportation Safety Board:


Location: Elida, Ohio 
Accident Number: CEN19FA177
Date & Time: June 20, 2019, 16:12 Local
Registration: N6150X
Aircraft: Beech A36
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The noninstrument-rated private pilot and passenger departed on the cross-county flight under visual flight rules (VFR) in visual meteorological conditions and proceeded on course at an altitude of about 9,000 ft mean sea level (msl). As the flight progressed, the weather conditions deteriorated, and about halfway through the flight, the pilot appeared to deviate before resuming flight toward the destination and descended to about 2,000 ft msl over about 30 minutes. Within 20 miles of the accident site, the pilot executed multiple course changes, including two 360° turns. The airplane then entered a right turn from a southeasterly course to a southwesterly course, and about 1 minute before the accident, the airplane re-entered the right turn, which progressed into a right graveyard spiral that continued until impact.

Weather observations and satellite imagery indicated that instrument meteorological conditions (IMC) prevailed in the vicinity of where the pilot began making the multiple course changes and at the accident site. It is likely that the pilot encountered rain, and possibly heavy rain, during the final portion of the flight. There was no record of the pilot obtaining a preflight weather briefing from an official source.

Examinations of the airframe and engine did not reveal any anomalies consistent with a preimpact failure or malfunction.

Toxicology testing of the pilot revealed the presence of carboxy-delta-9-tetrahydrocannabinol (THC), an inactive metabolite of THC. The low-level presence of the inactive THC metabolite suggests that the pilot was not under the influence of THC at the time of the flight, and therefore, it is unlikely that any effects from the pilot's prior use contributed to the accident. The testing also revealed the presence of diphenhydramine; however, it did not provide a blood level. Therefore, whether the pilot might have been impaired from the diphenhydramine at the time of the accident or whether his prior use contributed to the accident could not be determined.

The restricted visibility conditions present in the area were conducive to the development of spatial disorientation, and the airplane's maneuvering and spiraling descent are consistent with the known effects of spatial disorientation. It is likely that the pilot experienced spatial disorientation during an encounter with instrument meteorological conditions, which resulted in a loss of control.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The noninstrument-rated pilot's decision to continue visual flight rules flight into an area of instrument meteorological conditions, which resulted in a loss of control due to spatial disorientation. Contributing was the pilot not obtaining a weather briefing prior to the flight.

Findings

Personnel issues Spatial disorientation - Pilot
Personnel issues Aircraft control - Pilot
Personnel issues Decision making/judgment - Pilot
Personnel issues Qualification/certification - Pilot
Personnel issues Weather planning - Pilot
Environmental issues Below VFR minima - Decision related to condition
Environmental issues Below VFR minima - Effect on operation

Factual Information

History of Flight

Enroute VFR encounter with IMC
Enroute Loss of control in flight (Defining event)
Uncontrolled descent Collision with terr/obj (non-CFIT)

On June 20, 2019, at 1612 eastern daylight time, a Beech A36 airplane, N6150X, was destroyed when it was involved in an accident near Elida, Ohio. The private pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot departed Maquoketa Municipal Airport (OQW), Maquoketa, Iowa, about 1255 and was destined for Toledo Executive Airport (TDZ), Toledo, Ohio. Visual meteorological conditions prevailed near OQW about the time of departure and weather information indicated that the initial portion of the flight was conducted in visual meteorological conditions. However, weather conditions deteriorated as
the flight progressed. Automatic Dependent Surveillance – Broadcast (ADS-B position data indicated that the airplane climbed to an altitude of about 9,000 ft mean sea level (msl) and proceeded southeast before turning east and transitioning south of the Chicago, Illinois, metropolitan area while maintaining 9,000 ft msl. The pilot subsequently returned to a southeasterly course until nearing Logansport, Indiana, when he again took up an easterly course and transitioned south of Ft. Wayne, Indiana. During this time, the airplane began a gradual descent over the next 30 minutes eventually leveling at 2,000 ft. msl. The track data depicted multiple course changes, including two 360° turns within 20 miles of the accident site. About 1610:45, the airplane entered a right turn, changing its course from southeasterly to southwesterly over about 30 seconds. About 1611:15, the airplane entered a second right turn, which transitioned into a right descending spiral until the final data point at 1612:14. At that time, the airplane was located about 1/4 mile north-northwest of the accident site at an altitude of 2,110 ft msl, which was about 1,330 ft above ground level (agl).

At 1647, a local resident saw the wreckage in an agricultural field and contacted authorities. There were no known witnesses to the accident.

Pilot Information

Certificate: Private 
Age: 65, 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: Yes
Medical Certification: BasicMed
Last FAA Medical Exam: May 29, 2017
Occupational Pilot: No
Last Flight Review or Equivalent: March 11, 2019
Flight Time: 1640 hours (Total, all aircraft)

Federal Aviation Administration (FAA) records indicated that the pilot did not hold, nor had he ever applied for an instrument rating. His application for the addition of a seaplane rating, dated March 15, 2017, indicated a total instrument flight time of 1.0 hours. The pilot's logbook was not available during the investigation; however, a copy of the pilot's flight review endorsement was provided after the initial factual report was released.. The investigation was not able to determine if the pilot had completed any instrument training after issuance of his private pilot certificate.

The pilot did not hold a current medical certificate; however, he had applied for BasicMed. He completed the BasicMed course on May 29, 2017, and his Comprehensive Medical Examination Checklist was completed on May 15, 2017. The pilot was medically eligible to fly as long he had a valid driver's license and was in compliance with 14 Code of Federal Regulations Part 68, Requirements for operating small aircraft without a medical certificate.

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N6150X
Model/Series: A36 
Aircraft Category: Airplane
Year of Manufacture: 1981 
Amateur Built: No
Airworthiness Certificate: Utility
Serial Number: E-1961
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: June 14, 2019 Annual 
Certified Max Gross Wt.: 3651 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 2801.1 Hrs as of last inspection
Engine Manufacturer: Continental
ELT: C91 installed, activated, did not aid in locating accident
Engine Model/Series: IO-550-B
Registered Owner: 
Rated Power: 300 Horsepower
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument (IMC)
Condition of Light: Day
Observation Facility, Elevation: AOH,975 ft msl
Distance from Accident Site: 10 Nautical Miles
Observation Time: 15:53 Local 
Direction from Accident Site: 145°
Lowest Cloud Condition: 
Visibility: 6 miles
Lowest Ceiling: Overcast / 800 ft AGL
Visibility (RVR):
Wind Speed/Gusts: 18 knots / 28 knots 
Turbulence Type Forecast/Actual:  /
Wind Direction: 250° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.57 inches Hg
Temperature/Dew Point: 19°C / 18°C
Precipitation and Obscuration: N/A - None - Mist
Departure Point: Maquoketa, IA (OQW) 
Type of Flight Plan Filed: None
Destination: Toledo, OH (TDZ) 
Type of Clearance: None
Departure Time: 12:55 Local
Type of Airspace: Class G

There was no record that the pilot obtained an official preflight weather briefing or that he had requested any weather information during the flight.

At 1555, conditions at the Putnam County Airport (OWX), Ottawa, Ohio, about 14 miles north-northeast of the accident location, included scattered clouds at 600 ft agl, broken clouds at 1,700 ft agl, and 5 miles visibility. At 1555, conditions at the Van Wert County Airport (VNW), Van Wert, Ohio, about 20 miles west of the accident site, included broken clouds at 500 ft agl, overcast clouds at 1,000 ft agl, and 2 miles visibility in rain.

Satellite imagery depicted cloudy conditions across the region. Overcast clouds prevailed near the accident site, with cloud tops above 10,000 ft msl and localized build-ups to about 30,000 ft msl. The presence of any intervening cloud layers was not known. Radar imagery depicted light to heavy precipitation across the region. The accident occurred as the airplane approached an area of moderate to heavy perception.

An AIRMET warning of instrument conditions was in effect at the time of the accident.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal 
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 40.846389,-84.158332

The accident site was located in an agricultural field. The debris field extended about 117 ft north northeast of the main wreckage. The airplane came to rest upright on a northwest heading. The engine was separated from the airframe and located in position immediately adjacent to the fuselage. The left wing was partially separated from the fuselage, bent forward 90o, and located resting against the forward fuselage. The right wing and empennage remained attached to the fuselage. The control surfaces remained attached to the airframe.

Examination of the airframe and engine did not reveal any anomalies consistent with a preimpact failure or malfunction. A detailed summary of the accident site and the postaccident examinations is available in the public docket.

Additional Information

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 Airplane Flying Handbook describes some hazards associated with flying when the ground or horizon are obscured. The handbook states, in part:

The vestibular sense (motion sensing by the inner ear) in particular tends to confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in the attitude of the airplane, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated; leading the pilot to believe the attitude of the airplane has changed when in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation.

The FAA Pilot's Handbook of Aeronautical Knowledge provides information concerning spatial disorientation and vestibular illusions. Regarding the "graveyard spiral" illusion, it states:

A pilot in a prolonged coordinated, constant-rate turn may experience the illusion of not turning. During recovery to level flight, the pilot will then experience the sensation of turning in the opposite direction causing the disoriented pilot to return the aircraft to its original turn. Because an aircraft tends to lose altitude in turns unless the pilot compensates for the loss of lift, the pilot may notice a loss of altitude.

The absence of any sensation of turning created the illusion of being in a level descent. The pilot may pull back on the control sin an attempt to climb or stop the descent. This action tightens the spiral and increase the loss of altitude; this illusion is referred to as a "graveyard spiral." This may lead to a loss of aircraft control.

Medical and Pathological Information

An autopsy of the pilot conducted by the Lucas County Coroner's Office, Toledo, Ohio, attributed his death to multiple blunt traumatic injuries sustained in the accident. Toxicology testing was performed by the FAA Forensic Sciences Laboratory. The testing detected 2.2 (ng/mL, ng-g) carboxy-delta-9-tetrahydrocannabinol (THC) in cavity blood and 16.5 (ng/mL, ng/g) in liver tissue; diphenhydramine in muscle and liver tissue; and rosuvastatin in muscle and liver tissue. No ethanol and no carboxyhemoglobin were detected in cavity blood.

Carboxy-delta-9-THC is an inactive metabolite of THC. Although THC itself is the primary psychoactive component in marijuana and is considered to be impairing, the inactive metabolite, carboxy-delta-9-THC, is not considered to be impairing. Diphenhydramine is an antihistamine available as an over-the-counter medication commonly used to treat allergy symptoms and as a sleep aid. Due to
its sedating effects, it is considered to be impairing. Rosuvastatin is a cholesterol lowering medication available by prescription and is not considered to be impairing.

Preventing Similar Accidents

Reduced Visual References Require Vigilance

About two-thirds of general aviation accidents that occur in reduced visibility weather conditions are fatal. The accidents can involve pilot spatial disorientation or controlled flight into terrain. Even in visual weather conditions, flights at night over areas with limited ground lighting (which provides few visual ground references) can be challenging.

Preflight weather briefings are critical to safe flight. In-flight, weather information can also help pilots make decisions, as can in-cockpit weather equipment that can supplement official information. Incockpit equipment requires an understanding of the features and limitations.

We often see pilots who decide to turn back after they have already encountered weather; that is too late. Pilot's shouldn't allow a situation to become dangerous before deciding to act. Additionally, air traffic controllers are there to help; be honest with them about your situation and ask for help.

Even when flying at night, visual weather conditions can also be challenging. Remote areas with limited ground lighting provide limited visual reference cues for pilots, which can be disorienting or render rising terrain visually imperceptible. Topographic references can help pilots become more familiar with the terrain. The use of instruments, if pilots are proficient, can also help pilots navigate these challenging areas.

See http://www.ntsb.gov/safety/safety-alerts/documents/SA_020.pdf for additional resources.

The NTSB presents this information to prevent recurrence of similar accidents. Note that this should not be considered guidance from the regulator, nor does this supersede existing FAA Regulations (FARs). 

============

Location: Elida, OH
Accident Number: CEN19FA177
Date & Time: 06/20/2019, 1612 EDT
Registration: N6150X
Aircraft: Beech A36
Injuries: 2 Fatal
Flight Conducted Under:  Part 91: General Aviation - Personal 

On June 20, 2019, about 1612 eastern daylight time, a Beech A36 airplane, N6150X, was destroyed during a collision with terrain near Elida, Ohio. The pilot and passenger were fatally injured. The airplane was registered to StevAnn Farms Ltd. and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Day instrument meteorological conditions prevailed in the vicinity of the accident site and the flight was not operated on a flight plan. The flight originated from the Maquoketa Municipal Airport (OQW), Maquoketa, Iowa about 1255 central daylight time. The intended destination was the Toledo Executive Airport (TDZ), Toledo, Ohio.

Automatic Dependent Surveillance – Broadcast (ADS-B) position data indicated that, after takeoff, the airplane proceeded southeast before turning to an easterly course and transitioning south of the Chicago, Illiniois, metropolitan area. The airplane subsequently returned to a southeasterly course before again taking up an easterly course and transitioning south of Ft. Wayne, Indiana. The position data depicted multiple course changes, including two 360° turns, within 20 miles of the accident site. The final data point was recorded at 1612. At that time, the airplane was located about 1/4 mile north-northwest of the accident site at approximately 2,100 ft mean sea level.

The accident site was located in an agricultural field at an elevation of about 780 ft. The field was bordered by trees on the east and south sides. The airplane came to rest upright about 250 ft from both tree lines on a west-northwest heading. No evidence of any tree strikes was observed. The fuselage, engine and propeller were located at the accident site in position relative to an intact airplane. The engine and propeller were partially buried in an impact crater immediately adjacent to the fuselage. The forward fuselage was crushed, and the cockpit area was compromised. Portions of the center and aft fuselage were deformed and buckled. The left wing was located in position relative to the fuselage and it was deformed and fragmented. The right wing remained attached to the fuselage and it was deformed over the entire span. The empennage remained attached to the fuselage. The control surfaces and wing flaps remained attached to the airframe. 

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N6150X
Model/Series: A36
Aircraft Category: Airplane
Amateur Built: No
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: AOH, 975 ft msl
Observation Time: 1553 EDT
Distance from Accident Site: 10 Nautical Miles
Temperature/Dew Point: 19°C / 18°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 18 knots / 28 knots, 250°
Lowest Ceiling: Overcast / 800 ft agl
Visibility:  6 Miles
Altimeter Setting: 29.58 inches Hg
Type of Flight Plan Filed: None
Departure Point: Maquoketa, IA (OQW)
Destination: Toledo, OH (TDZ)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 40.846389, -84.158333

Steven Douglas Niemann


Steven Douglas Niemann, 65, of Bellevue, Iowa, formerly of DeWitt, died Thursday afternoon, June 20, 2019.

Steve Niemann was born May 7, 1954, in Clinton to Roland and Elizabeth (Schnack) Niemann. He was a 1972 graduate of Central Community Schools in DeWitt and also attended Iowa State University. Steve married his high school sweetheart and best friend, Ann Hatch, on January 6, 1979, at St. Joseph Catholic Church, DeWitt.

Steve’s knowledge of farming was the culmination of both his father’s mentoring and his own forward vision. Building on his father’s hard work, he brought the farming operation to the successful state it is today. Steve’s strong desire for working the land planted the seed for both sons and a nephew to follow.

Steve and Ann raised their two sons and a daughter on their family farm in rural DeWitt. Steve instilled in his children a “Work Hard and then Play Hard” mentality.

Steve was truly the jack-of-all-trades, always working on numerous projects at any given time.  Those around him would often question his methods, but he was quick to show them that Steve Niemann’s way was always the right way.

When Steve didn’t have his feet on the ground, he enjoyed being in the peaceful blue skies by plane. Steve learned to fly in 1983. Since then, he’s become known for giving many their maiden voyage in the sky. Steve was proud to share what he loved with those around him.

Scuba Steve, Social Steve, Captain Nemo, The PRO, and Papa were typical aliases he held.

Steve was a member of St. Joseph Church in Bellevue, Iowa. He was also a member of the aviation groups AOPA and EAA.

His passions remained in farming, flying, boating, friends, and especially family. In 2006 his wife, Ann, was diagnosed with Multiple Sclerosis. Steve made it his new passion to care for her and fight the disease. He stayed by her side through sickness and in health.

Steve enjoyed the serenity of the Northwoods with his wife, sons, daughter, and their families up in Bemidji, MN. To avoid the winter weather, they’d head south to their Florida villa to enjoy the ocean and a relaxed life.  Bellevue was where Steve called home, and a place where Steve and Ann could regularly be found watching the river flow south. Steve widely used the excuse of having 10 grandchildren, as to obtain many fun toys such as firetrucks, boats, and karaoke equipment. In the most recent years, Steve would organize spontaneous social gatherings with friends which always included music and singing. Steve strived each day to smile and bring smiles to all those around him.

Surviving are his loving wife of 40 years, Ann; a son and daughter-in-law, Luke and Lanna Niemann and their children, Cole, Alyssa, Callie and Levi, a second son and daughter-in-law, Matthew and Erin Niemann and their children, Mae, William and Jacob and a daughter and son-in-law, Beth and Jared Scheckel and their children, June, Josie and Brigham all of DeWitt; his parents, Roland and Elizabeth Niemann of DeWitt; a brother and sister-in-law, Wade and Patricia Niemann of DeWitt; a brother-in-law and sisters-in-law, Patrick Hatch, Jane Green and Katherine Hatch; numerous loving nieces and nephews, aunts and uncles.

Preceding Steve in death were his sister, Debra; his grandparents; his father-in-law and mother-in-law, Joe and Helen Hatch and a brother-in-law, Michael Hatch. 

A Memorial Mass will be held at 10:30 AM Wednesday, July 3, 2019, in St. Joseph Catholic Church, DeWitt.  A gathering of family and friends will be held from 4:00 until 8:00 p.m. Wednesday, July 3, 2019, at Buzzy’s  in Welton.

In lieu of flowers, those wishing to honor Steve's memory with a gift are invited to make a donation to St. Joseph School in DeWitt, where Steve's grandchildren attend. 

Condolences may be expressed and a photo tribute viewed at www.schultzfuneralhomes.com.

Arrangements are in the care of Schultz Funeral Home, DeWitt.


Tracey Hartnett

Tracey Hartnett of Bellevue, Iowa
July 2, 1968 - June 20, 2019
A Memorial Gathering to

Celebrate the Life Of  Tracey Hartnett

July 4th, 1968 – June 20th, 2019 

Beloved Daughter of JoAnn Combs

Sister of Jennifer Williams and Priscella Encalade

Loving Mother of Edan, Taran, Lucius, Jean Pierre and Enzo 

Please join us on the Riverfront to celebrate the life of  our dear Tracey Hartnett. We will be honoring her at the white gazebo on Sunday July 7th 2019, beginning at 6:30 p.m.  Let us remember her free-spirited character and cherish all of the memories she has blessed us with. Her boys have asked for everyone to bring a photo of your favorite memory with her along with a flower of your choosing to lay in her remembrance. 

Tracey moved to Bellevue Iowa in 2012 with her five boys. She often attended the local farmers markets while she worked her way through massage school. She was a dedicated worker who always found the time to enjoy her family, massage, gardening, music, fashion and cooking. You could find her at Codfish Hollow providing healing massage services to the band members and dancing freely to life’s songs or putting her green thumb to use in the garden growing a variety of vegetables and flowers.  

She was a true and loyal friend and a loving mother. There is nothing she would not do for those she loved. Her contagious, positive and uplifting outlook on life, her deep conversations and her genuine, loving character will truly be missed.  

Any memorials given in her honor will be directed towards her sons. 

Thank you for your thoughts and prayers during this time of grief.



GOMER — Al Tyrell of Uncle Al’s Pizza didn’t see anything of the aircraft that hit the ground Thursday night after flying over Gomer, but he heard the weather — the wind and rain that likely turned an almost 400-mile flight over the Midwest into a two-fatality tragedy.

“The weather was heavy, but the downpour lasted just a few minutes. It wasn’t a storm, just heavy wind and rain,” Tyrell said.

According to the talk floating around Gomer, no one in the small town saw the plane fighting the weather overhead, but a few swear that they heard a plane engine working hard to stay aloft, Tyrell said.

As for official sources, the cause of the plane crash in northern Allen County Thursday remains under investigation. Details, however, about the aircraft involved — a 1981 Beech A36 aircraft stationed in Iowa — reveals more info on the flight and potential identities of the pilot and passenger who died in the crash.

According to registration information collected by the Federal Aviation Administration, the single-engine fixed wing aircraft was registered to a farm located in Bellevue, Iowa, owned by the Niemann family, who were heavily involved in aviation and crop-dusting.

Flight-tracking websites place the origin of their flight in Maquoketa, Iowa, with initial lift-off beginning at 2 p.m. The plane first hit cloud cover in Indiana near the Ohio border when it dropped down from 10,000 feet to near 3,000 feet about an hour before crashing in a field southwest of the intersection of Sand Point and Tudor roads near Gomer.

Tracking data also shows the plane flew in tight circles and weaved back and forth while in the clouds before hitting some of the heavier rainfall. Course corrections through the cloud cover began at 3:55 p.m. with the plane climbing above 3,000 feet. It’s final report went out at 4:12 p.m.

The plane had been in the air for roughly two hours and 15 minutes.

Troopers responded to the crash at 4:42 p.m.

Purchased by the Niemann family just this past April, the plane had been involved with four flights under new ownership before crashing, according to Flightaware.com.

Identities of the two individuals who died in the crash have yet to be reported by the Ohio State Highway Patrol as they work to notify next of kin. At least three members of the Niemann family had pilot licenses. None had certification to deal with low-lying cloud cover.

This past week, the FAA tracked 63 aircraft accidents or incidents in the United States mostly involving small single-engine aircraft. Five of those accidents, including the accident in Allen County, resulted in fatalities.

No comments:

Post a Comment