Sunday, February 17, 2019

Delta Air Lines, Boeing 737-900, N826DN: Incident occurred January 11, 2020 near Minneapolis−Saint Paul International Airport (KMSP), Minnesota

Federal Aviation Administration / Flight Standards District Office; Minneapolis, Minnesota

Aircraft encountered severe turbulence. 

Delta Air Lines Inc

https://registry.faa.gov/N826DN

Date: 11-JAN-20
Time: 11:35:00Z
Regis#: DAL2461
Aircraft Make: BOEING
Aircraft Model: 737
Event Type: INCIDENT
Highest Injury: MINOR
Aircraft Missing: No
Damage: UNKNOWN
Activity: COMMERCIAL
Flight Phase: APPROACH (APR)
Operation: 121
City: MINNEAPOLIS
State: MINNESOTA

The warning label on laser said ‘Never aim at aircraft.’ Florida man ignored it, cops say

A Clearwater man was charged with felony misuse of a laser lighting device after deputies say he pointed the red light at an airborne Sheriff’s Office helicopter February  17th, 2019.




Brian Harting 
Pinellas County Sheriff's Office 

 

The warning was clear: “Never aim at aircraft.”

One Florida man learned the hard way that it wasn’t there for decoration.

The Pinellas County Sheriff’s Office said Sunday that Brian Harting, 48, was charged with a felony after using his red laser to point at a helicopter.

According to the sheriff’s office, a helicopter was in the air about 2:30 a.m. Sunday when it spotted a controlled fire in unincorporated Clearwater. The pilot circled the area while patrol units responded to check on the fire.

“While the helicopter was in-flight, a subject standing in a backyard of a residence, southwest of the controlled fire, shined a red laser lighting device at the aircraft three times,” the sheriff’s office said in a news release.

Video from the helicopter shows what appears to be the shadow of a man in a backyard. The light can also be seen in the video.

The Flight Unit was able to direct patrol deputies to a home in unincorporated Clearwater, the sheriff’s office said.

Harting “admitted to illuminating helicopter with the laser lighting device and stated he was unaware it was illegal,” according to the news release.

Florida law says “any person who knowingly and willfully shines, points, or focuses the beam of a laser lighting device on an individual operating a motor vehicle, vessel, or aircraft,” can be charged with a third degree felony.

Story, photo and video: https://www.miamiherald.com

Loss of Control on Ground: Cessna R172K Hawk XP, N736QV; accident occurred January 25, 2018 at Portland-Troutdale Airport (KTTD), Multnomah County, Oregon

View of damaged firewall and engine mount frame.

View of damage to firewall and nose landing gear tunnel.


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

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

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

https://registry.faa.gov/N736QV

Location: Troutdale, OR
Accident Number: GAA19CA134
Date & Time: 01/25/2019, 1615 PST
Registration: N736QV
Aircraft: Cessna R172
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis

The solo student pilot reported that, after completing touch-and-go maneuvers in the pattern with her flight instructor, the flight instructor deplaned. The student then completed three more touch-and-go landings, but on the final landing, the airplane touched down nose first and then bounced. She attempted to go around, but the airplane bounced again, and the propeller struck the runway. She maneuvered the airplane back to the ramp without further incident.

The airplane sustained substantial damage to the engine mount frame, mounts, and nose landing gear tunnel.

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

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The student pilot's failure to maintain the proper pitch attitude during touchdown, which resulted in a bounced landing and subsequent propeller strike. 

Findings

Aircraft
Pitch control - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Student pilot (Cause)

Factual Information

History of Flight

Landing-flare/touchdown
Abnormal runway contact
Loss of control on ground (Defining event)
Attempted remediation/recovery
Collision with terr/obj (non-CFIT) 

Pilot Information

Certificate: Student
Age: 76, Female
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 11/18/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 133 hours (Total, all aircraft), 85 hours (Total, this make and model), 1 hours (Pilot In Command, all aircraft), 21 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 Make: Cessna
Registration: N736QV
Model/Series: R172 K
Aircraft Category: Airplane
Year of Manufacture: 1977
Amateur Built: No
Airworthiness Certificate: Normal; Utility
Serial Number: R1722713
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 06/15/2018, Annual
Certified Max Gross Wt.: 2550 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3605.4 Hours
Engine Manufacturer: Continental
ELT: C91 installed, not activated
Engine Model/Series: IO-360
Registered Owner: On file
Rated Power: 195 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: KTTD, 29 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 0853 UTC
Direction from Accident Site: 286°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 110°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.78 inches Hg
Temperature/Dew Point: 3°C / 3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Portland, OR (TTD)
Type of Flight Plan Filed: None
Destination: Troutdale, OR (TTD)
Type of Clearance: VFR
Departure Time: 1552 PST
Type of Airspace: Class D

Airport Information

Airport: Portland-Troutdale (TTD)
Runway Surface Type: Asphalt
Airport Elevation: 38 ft
Runway Surface Condition: Dry
Runway Used: 25
IFR Approach: None
Runway Length/Width: 5399 ft / 150 ft
VFR Approach/Landing: Full Stop; 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: 45.549444, -122.401389 (est)

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

Location: Troutdale, OR
Accident Number: GAA19CA134
Date & Time: 01/25/2019, 1615 PST
Registration: N736QV
Aircraft: Cessna R172
Aircraft Damage: Substantial
Defining Event: Abnormal runway contact
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis

The solo student pilot reported that, after completing touch-and-go maneuvers in the pattern with her flight instructor, the flight instructor deplaned. The student then completed three more touch-and-go landings, but on the final landing, the airplane touched down nose first and then bounced. She attempted to go around, but the airplane bounced again, and the propeller struck the runway. She maneuvered the airplane back to the ramp without further incident.

The airplane sustained substantial damage to the engine mount frame, mounts, and nose landing gear tunnel.

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

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The student pilot's failure to maintain the proper pitch attitude during touchdown, which resulted in a bounced landing and subsequent propeller strike.

Findings

Aircraft
Pitch control - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Student pilot (Cause)

Factual Information

History of Flight

Landing-flare/touchdown
Abnormal runway contact
Loss of control on ground (Defining event)
Attempted remediation/recovery
Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Student
Age: 76, Female
Airplane Rating(s): None
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: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 11/18/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 133 hours (Total, all aircraft), 85 hours (Total, this make and model), 1 hours (Pilot In Command, all aircraft), 21 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 Make: Cessna
Registration: N736QV
Model/Series: R172 K
Aircraft Category: Airplane
Year of Manufacture: 1977
Amateur Built: No
Airworthiness Certificate: Normal; Utility
Serial Number: R1722713
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 06/15/2018, Annual
Certified Max Gross Wt.: 2550 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3605.4 Hours
Engine Manufacturer: Continental
ELT: C91  installed, not activated
Engine Model/Series: IO-360
Registered Owner: On file
Rated Power: 195 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: KTTD, 29 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 0853 UTC
Direction from Accident Site: 286°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 110°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.78 inches Hg
Temperature/Dew Point: 3°C / 3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Portland, OR (TTD)
Type of Flight Plan Filed: None
Destination: Troutdale, OR (TTD)
Type of Clearance: VFR
Departure Time: 1552 PST
Type of Airspace: Class D

Airport Information

Airport: Portland-Troutdale (TTD)
Runway Surface Type: Asphalt
Airport Elevation: 38 ft
Runway Surface Condition: Dry
Runway Used: 25
IFR Approach: None
Runway Length/Width: 5399 ft / 150 ft
VFR Approach/Landing: Full Stop; 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: 45.549444, -122.401389 (est)

System / Components Malfunction / Failure (Non-Power): Cessna 172RG Cutlass RG, N9415B, accident occurred January 21, 2018 at Eastern West Virginia Regional Airport (KMRB), Martinsburg, Berkeley County, West Virginia

Right Landing Gear Actuator

Photo of Leaking Hydraulic Fluid

Airplane Wreckage Right Side View

View of Airplane Left Side


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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Baltimore, Maryland

Aviation Accident 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/N9415B

Location: Martinsburg, WV
Accident Number: ERA18LA067
Date & Time: 01/21/2018, 1304 EST
Registration: N9415B
Aircraft: CESSNA 172RG
Aircraft Damage: Substantial
Defining Event: Sys/Comp malf/fail (non-power)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional 

Analysis 

The flight instructor stated that he and the private pilot were about to make their seventh landing, but when the pilot extended the gear, the gear down-and-locked light did not illuminate. A visual check revealed that the nose gear was extended but the main gear was not fully extended. The flight instructor used the emergency gear handle to try and pump the main gear down, but there was insufficient hydraulic pressure in the system. The flight instructor landed the airplane with the nosewheel extended, but the airplane’s left wing dropped, which resulted in substantial damage to the left wing and the elevator. After exiting the airplane, hydraulic fluid was observed pooling under the airplane and along the side of the empennage. Postaccident examination of the airplane revealed that an O-ring inside the right gear actuator failed and was leaking hydraulic fluid. Because the landing gear is extended/retracted by hydraulic pressure, the leak likely prevented the system from having adequate pressure for the electric pump and the manual gear handle to extend the gear. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A hydraulic leak in the right main landing gear actuator, which resulted in the main landing gear not extending. 

Findings

Aircraft
Hydraulic, main system - Damaged/degraded (Cause)
Hydraulic fluid - Fluid level (Cause)
Main landing gear - Failure (Cause)

Factual Information

On January 21, 2018, at 1304 eastern standard time, a Cessna 172RG airplane, N9415B, sustained substantial damage while landing at the Eastern West Virginia Regional Airport (MRB), Martinsburg, West Virginia. The flight instructor and the private pilot were not injured. The airplane was registered to Dulles Aviation, Manassas, Virginia, and operated by Av-Ed Flight School, Leesburg, Virginia, as a Title 14 Code of Federal Regulations Part 91 instructional flight. Visual meteorological conditions prevailed and no flight plan was filed for the flight that originated from Leesburg Executive Airport (JYO), Leesburg, Virginia, about 1130.

The flight instructor stated that the purpose of the flight was to practice commercial pilot maneuvers and landings. The flight was normal, and they had completed about six short and soft-field takeoffs and landings without incident. On the seventh landing, after the private pilot extended the landing gear, the gear down-and-locked light did not illuminate. A visual check revealed that the nose gear was extended but the main gear was trailing and not fully extended. The flight instructor said they used the manual emergency gear handle to try and pump the main gear down, but there was not enough hydraulic pressure in the system to extend the gear. The flight instructor then landed the airplane with the nose wheel still extended. He said he was able to keep the airplane straight for about 600 ft, but the airplane's left wing dropped resulting in substantial damage to the wing and elevator. After exiting the airplane, hydraulic fluid was observed pooling under the airplane and along the side of the empennage. The hydraulic reservoir was empty.

A postaccident examination of the airplane revealed that an O-ring had failed internally inside the right gear actuator and it was leaking hydraulic fluid. Since the landing gear is extended/retracted by hydraulic pressure, the leak prevented the system from having adequate pressure for the electric pump and the manual gear handle to extend the gear.

At 1306, the weather conditions reported at MRB were calm wind, visibility 10 statute miles, scattered clouds at 3,900 ft, overcast clouds at 7,500 ft, temperature 13° C, dewpoint 5° C, and an altimeter setting of 30.12 inches of mercury.

History of Flight

Approach-VFR pattern downwind
Sys/Comp malf/fail (non-power) (Defining event)

Landing
Landing gear collapse

Flight Instructor Information

Certificate: Flight Instructor; Commercial; Private
Age: 51, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s):
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 06/19/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:   4056 hours (Total, all aircraft), 18 hours (Total, this make and model), 1919 hours (Pilot In Command, all aircraft), 17 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft), 1.6 hours (Last 24 hours, all aircraft)

Pilot Information

Certificate: Private
Age: 57, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 07/19/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N9415B
Model/Series: 172RG
Aircraft Category: Airplane
Year of Manufacture: 1981
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 172RG0816
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 06/22/2017, Annual
Certified Max Gross Wt.: 2600 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3054.8 Hours as of last inspection
Engine Manufacturer: LYCOMING
ELT: Installed, not activated
Engine Model/Series: O-360 F
Registered Owner: On file
Rated Power: 180 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: MRB, 564 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1306 EST
Direction from Accident Site: 0°
Lowest Cloud Condition: Scattered / 3900 ft agl
Visibility:  10 Miles
Lowest Ceiling: Overcast / 7500 ft agl
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: /
Wind Direction:
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.12 inches Hg
Temperature/Dew Point: 13°C / 5°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Martinsburg, WV (MRB)
Type of Flight Plan Filed: None
Destination: Martinsburg, WV (MRB)
Type of Clearance: None
Departure Time:  EST
Type of Airspace:  Unknown

Airport Information

Airport: Eastern West Virginia Regional (MRB)
Runway Surface Type: Asphalt
Airport Elevation: 564 ft
Runway Surface Condition: Dry
Runway Used: 26
IFR Approach: None
Runway Length/Width: 8815 ft / 150 ft
VFR Approach/Landing: Full Stop; Precautionary Landing

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude:  39.402222, -77.983056 (est)

Loss of Control in Flight: Airborne X-Series Redback, unregistered; accident occurred October 07, 2018 near Lakewood Airport (78AA), North Pole, Alaska

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

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


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

Location: North Pole, AK
Accident Number: ANC19LA004
Date & Time: 10/07/2018, 1500 AKD
Registration: UNREG
Aircraft: AIRBORNE X-Series
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 7, 2018, about 1500 Alaska daylight time, an unregistered weight-shift controlled, Airborne X-series Redback "Trike" aircraft, sustained substantial damage following a loss of control and impact with terrain shortly after takeoff from Lakewood Airport (78AA), North Pole, Alaska. The student pilot sustained serious injuries. The airplane was owned and operated by the pilot as a 14 Code of Federal Regulations Part 91 visual flight rules (VFR) flight. Visual meteorological conditions prevailed, and no flight plan had been filed.

According to the student pilot, the flight was his first flight in the unregistered trike and he had received no flight training in the aircraft prior to the accident but had downloaded and then read the aircraft's manuals. After applying full power and reaching an airspeed of about 30 knots he pushed forward on the control bar to initiate the liftoff. Shortly after liftoff the aircraft turned right, felt like it" stalled" and impacted the ground resulting in substantial damage to the carriage keel and wing.

The pilot reported that there were no preaccident mechanical malfunctions or anomalies that would have precluded normal operation.

The pilot reported that he believed the trike was an ultralight aircraft. According to the trike's operating manual, the aircraft specifications exceeded the maximum takeoff weight, fuel capacity, and seat limitations stated in 14 Code of Federal Regulations Part 103 for ultralight aircraft.

After repeated attempts, the pilot did not submit an NTSB Pilot/Operator Accident Report form (NTSB Form 6120.1) as required. 

Student Pilot Information

Certificate: Student
Age: 34
Airplane Rating(s): None
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s):None 
Toxicology Performed: No
Medical Certification: Class 2 Unknown
Last FAA Medical Exam: 07/09/2014
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: AIRBORNE
Registration: UNREG
Model/Series: X-Series
Aircraft Category: Weight-Shift
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Experimental Light Sport
Serial Number: 503-778
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.: 884 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Rotax
ELT:
Engine Model/Series: 503
Registered Owner: Unregistered
Rated Power: 50 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: PAEI
Distance from Accident Site:
Observation Time:
Direction from Accident Site:
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual:
Wind Direction:
Turbulence Severity Forecast/Actual:
Altimeter Setting:
Temperature/Dew Point:
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Eielson AFB, AK (PAEI)
Type of Flight Plan Filed:
Destination:
Type of Clearance: None
Departure Time: 1500 ADT
Type of Airspace: Class G

Airport Information

Airport: Lakewood (78AA)
Runway Surface Type: N/A
Airport Elevation: 540 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 Serious
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious
Latitude, Longitude: 64.771667, -147.246667 (est)

Location: North Pole, AK
Accident Number: ANC19LA004
Date & Time: 10/07/2018, 1500 AKD
Registration: UNREG
Aircraft:  AIRBORNE X-Series
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 7, 2018, about 1500 Alaska daylight time, an unregistered weight-shift controlled, Airborne X-series Redback "Trike" aircraft, sustained substantial damage following a loss of control and impact with terrain shortly after takeoff from Lakewood Airport (78AA), North Pole, Alaska. The student pilot sustained serious injuries. The airplane was owned and operated by the pilot as a 14 Code of Federal Regulations Part 91 visual flight rules (VFR) flight. Visual meteorological conditions prevailed, and no flight plan had been filed.

According to the student pilot, the flight was his first flight in the unregistered trike and he had received no flight training in the aircraft prior to the accident but had downloaded and the read the aircraft's manuals. After applying full power and reaching an airspeed of about 30 knots he pushed forward on the control bar to initiate the liftoff. Shortly after liftoff, the aircraft turned right, felt like it" stalled" and impacted the ground resulting in substantial damage to the carriage keel and wing.

The pilot reported that there were no preaccident mechanical malfunctions or anomalies that would have precluded normal operation.

The pilot reported that he believed the trike was an ultralight aircraft. According to the trike's operating manual, the aircraft specifications exceeded the maximum takeoff weight, fuel capacity, and seat limitations stated in 14 Code of Federal Regulations Part 103 for ultralight aircraft. 

Aircraft and Owner/Operator Information

Aircraft Make: AIRBORNE
Registration: UNREG
Model/Series: X-Series
Aircraft Category: Weight-Shift
Amateur Built:
Operator:
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site:
Condition of Light:
Observation Facility, Elevation:
Observation Time:
Distance from Accident Site:
Temperature/Dew Point:
Lowest Cloud Condition:
Wind Speed/Gusts, Direction:
Lowest Ceiling:
Visibility: 
Altimeter Setting:
Type of Flight Plan Filed:
Departure Point:
Destination:

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious
Latitude, Longitude:

Frontier Airlines, Airbus A321-200, N702FR: Incident occurred November 01, 2018 at Long Island MacArthur Airport (KISP), Ronkonkoma, Suffolk County, New York

https://registry.faa.gov/N702FR

A leak from an air conditioner unit caused the sickening fumes that forced a Frontier Airlines flight to declare an emergency and return to Long Island MacArthur Airport just 15 minutes after taking off last November, according to the Federal Aviation Administration.

Bound for Myrtle Beach, South Carolina, Flight 1851 with 218 people aboard landed safely at about 12:25 p.m. on Nov. 1 after fumes circulated in the cockpit, where the pilots donned oxygen masks, and in the galley area, the investigation found.

“On takeoff, strong odor occurred in the cabin, passengers and crew members started covering their noses,” a Frontier Airlines employee told investigators according to FAA records obtained through the Freedom of Information Act.

One flight attendant became nauseous and vomited in the lavatory; several passengers also felt nauseous, the records said. “We were met by airport firefighters, airport staff and police upon arrival,” another employee told investigators. The stricken flight attendant was hospitalized; a co-worker and several passengers were evaluated by emergency medical technicians, the airline workers added.

Frontier Airlines did not respond to requests for comment. FAA policies preclude comment on such reports.

Airlines must inform the federal watchdog when fumes are detected, an FAA spokesman said by email. “The FAA believes that the cabin environment in the vast majority of commercial flights is safe,” he said. In 2015, for example, only about 98 “fume events” were reported, out of the millions of U.S. flights that year, he said. 

Still, problems with the “environmental control system” that shields passengers and crew from the brutal cold and low atmospheric pressure at high altitudes, are not uncommon.

Air conditioning is a crucial part of environmental control systems. Problems with those systems ranked sixth out of 24,409 system component failures or malfunctions found from January 1993 through January 2011, said a report by the NASA Glenn Research Center in Cleveland.

There were 1,619 environmental control system problems, the 2014 report said. The top categories were: propulsion systems, 3,240; monitoring and management, 2,661; landing gear, 2,155; electrical power, 1,933; and control surface, 1,817.

When fumes enter cabins, “The most common cause is a contaminant in the bleed air system, and it’s fairly common,” said Kevin R. Kuhlmann, an aviation and aerospace science professor at Metropolitan State University of Denver.

For decades, he said, jets have used these “bleed” systems to funnel air rushing into engine compressors, before it reaches the fuel, into the air conditioning. The systems have “probably been used ever since jet engines were invented,” Kuhlmann said.

While newer aircraft are starting to use different systems, the cost of retrofitting jets would be prohibitive, he said.

Chad Kendall, assistant professor of aeronautics at Florida’s Jacksonville University, said: “A captain’s responsibility is the safety of their crew and passengers and this captain made the right decision to return to the departure airport.”

Frontier’s Airbus 321 resumed flying one day after mechanics fixed the air conditioning — without incident, FAA records show.

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

Snohomish County Airport / Paine Field (KPAE) neighbors clash over security risks: Legal fight between a corporate hangar and a historic aircraft museum led to soaring costs

MUKILTEO — After two pilots landed a corporate Learjet at Paine Field and started their post-flight routine one summer day in 2017, they were surprised when a man walked up to the aircraft’s open door and asked if he could come inside.

The stranger had strolled onto Everett Hangar’s property without permission. He identified himself as a guest of the Historic Flight Foundation museum next door but wore no identifying badge, the pilots later recalled. One of the pilots asked him to leave.

“The man, however, pressed me several more times to board the aircraft, and I repeatedly and politely told him it was not a public aircraft he could view and that he was trespassing,” the pilot said, in a sworn court statement.

The pilots grew concerned the man might become physically aggressive, though he eventually left.

The encounter from the August before last was part of a running dispute between the private hangar and the neighboring museum. They both lease land from Paine Field. The conflict underscores some of the difficulties vintage airplanes and corporate jets have had co-existing on the west edge of Snohomish County’s airport.

By that point, Everett Hangar, the museum and its affiliates had been clashing in court for years.

The corporate hangar exclusively serves Weidner Property Management, a Kirkland-based company that develops townhomes throughout the western U.S. and Canada. Its facility, just off Mukilteo Speedway, is sandwiched between two lots. One hosts the museum and the other is undeveloped; both neighboring land parcels are leased to a company controlled by Historic Flight founder John Sessions.

In 2014, Everett Hangar sued in Snohomish County Superior Court, claiming that public events at the museum had blocked its access to the property and created unreasonable risks, among other allegations. A later suit in King County Superior Court challenged Everett Hangar over the rules for managing the adjoining properties. Much of the legal back-and-forth deals with the intricacies of airport covenants, conditions and restrictions.

Everett Hangar prevailed in both cases in the state Court of Appeals earlier this year, though not all of its claims were borne out.

The claims that have stood up in court have largely involved patrons wandering over from the museum or an undeveloped lot used for parking, where there was an open gate and no security personnel. Those lapses violated the requirements set out for the museum in a court injunction.

In 2017, a Snohomish County Superior Court judge found the nonprofit museum and a company involved with managing its building in contempt of the injunction. The judge imposed $35,000 in penalties for seven violations.

While the museum had taken steps to prevent violations, the judge said “they are plainly insufficient.”

The contempt order is a tiny fraction of the expense.

Each side has enlisted major Seattle law firms. Legal costs have run into the millions of dollars.

Everett Hangar has been awarded more than $1.6 million in legal fees, including interest, from the two separate court cases and appeals. Davis Wright Tremaine represents Everett Hangar.

The court-awarded fees don’t count what Sessions has paid attorneys from Perkins Coie and Hillis Clark Martin & Peterson.



Opened in 2010, the Historic Flight Foundation houses immaculately restored fighters, passenger planes and other aircraft in flying condition. Together, they showcase aviation history from the late 1920s through the late 1950s, spanning Charles Lindbergh’s solo Atlantic flight to the development of the Boeing 707.

Sessions had been able to fly the planes in the collection, but had a setback last summer while piloting a 1930s biplane at the Abbotsford International Airshow in British Columbia. Sessions crashed shortly after takeoff with four spectators on board. The passengers survived, apparently without grave injuries, but Sessions’ left foot was severed below the knee. He’s learned to walk with a prosthesis and soon hopes to resume jogging.

As the legal fight has worn on, Historic Flight’s activities at Paine Field have shrunk.

The nonprofit last year stopped hosting its Vintage Aircraft Weekend over the Labor Day holiday weekend, an event that attracted 70 airplanes a year earlier.

Political leaders have clipped more ambitious plans as well.

In 2014, Sessions pitched an idea to expand his attraction into a hub of up to a half-dozen buildings for restoring, displaying and studying vintage aircraft. The county would have had to provide the space for free, or at a nominal fee, for the possibility of adding another attraction of global renown. After two years, a majority of the County Council turned down the proposal, reasoning the land could be put to better use at market rate for manufacturing and more contemporary aviation businesses.

Paine Field is a magnet for aviation tourism. It hosts The Future of Flight Aviation Center & Boeing Tour and the late Paul Allen’s Flying Heritage & Combat Armor Museum. The Museum of Flight maintains its Restoration Center and Reserve Collection there.

After the county rejected his expansion plan, Sessions began exploring other alternatives in the region. The Historic Flight Foundation is now working with Felts Field in Spokane on building a second location, an art deco-style hangar expected to be ready later this year.

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

Federal Aviation Administration fast-tracks Gillette-Campbell County Airport (KGCC) project

GILLETTE (WNE) —If all goes according to plan, the Gillette-Campbell County Airport will be able to complete a five-year project in only one year, thanks to the federal government.

The project involves relocating two taxiways and connecting two other taxiways to make the airport more secure. Campbell County Commissioners approved the grant application at their meeting. If the airport gets the grant, the FAA would pay $5 million of the project’s $5.3 million cost. The state would kick in $200,000, and the county would be responsible for $133,333.

The FAA wants to increase security and reduce the probability of attacks at airports, airport director Jay Lundell said. One of the solutions is to limit direct access from the apron, where the planes are parked, to the runways.

At the Gillette-Campbell County Airport, one of the taxiways provides that direct access from the apron to the runway, while another taxiway doesn’t intersect the runway, which makes it difficult for airplanes to maneuver when they land. Those two taxiways will be relocated to correct the problem, and two others will be connected.

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