Wednesday, May 01, 2019

Piper PA-18-105 Super Cub, N294T: Incident occurred August 11, 2019 at Francis S. Gabreski Airport (KFOK), Westhampton Beach, Suffolk County, New York -and- Incident occurred May 01, 2019 in New Dorp, Staten Island, New York

Federal Aviation Administration / Flight Standards District Office; Farmingdale, New York

August 11, 2019: Aircraft landed and nosed over.

Van Wagner Aerial Media LLC

https://registry.faa.gov/N294T

Date: 11-AUG-19
Time: 18:26:00Z
Regis#: N294T
Aircraft Make: PIPER
Aircraft Model: PA18
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: WEST HAMPTON BEACH
State: NEW YORK

Incident occurred May 01, 2019 in Staten Island, New York:














STATEN ISLAND, New York -- Maybe the pilot of a banner-in-the-sky plane was “insured” a safe emergency landing in inclement weather at Miller Field on May 1st.

The 57-year-old pilot, who had a valid license, was flying a fixed-wing, single-engine plane advertising GEICO insurance, according to a law enforcement source.

The man was flying solo in a Piper PA-18 along the shoreline when weather became too foggy and he needed to make an emergency landing for his own safety around 5:40 p.m., according to information supplied by the Federal Aviation Administration (FAA) and the law-enforcement source.

“The pilot said that he made a precautionary landing due to deteriorating weather conditions,” an FAA spokesman said.

The aircraft came to a stop near a softball field by the Greeley Avenue side of the park.

The man safely landed the plane without injuring himself or damaging the aircraft, according to information supplied by the FAA and police.

The large banner that the plane was carrying was draped on the grass.

He was flying for Van Wagner Aerial Media in the aircraft that initially departed from Somerset, N.J., according to sources.

Van Wagner did not immediately respond to a request for comment.

The company’s website bills itself as the “airplane advertising leader.”

“Van Wagner Aerial Media offers any marketer or individual the opportunity to showcase their messaging over exciting events, cities and beaches - and everywhere else that people gather to enjoy themselves,” the website says. “We are by far the largest, most innovative and most dependable worldwide participant in the airship and airplane advertising businesses.”

The Federal Aviation Administration will investigate, a spokesman said.

he pilot said that he made a precautionary landing due to deteriorating weather conditions. There was no damage to the aircraft and no injuries to the pilot.The National Transportation Safety Board is not investigating, a spokesman said.

“We investigate all crashes that result in fatalities, serious injuries or significant damage to the airframe," a spokesman said. "If there is not a fatality, it can sometimes take a day or so to determine, with the help of FAA personnel on the ground, whether the crash meets our statutory threshold.”

Video posted to SILive.com by a user shows the dramatic moment that the plane made the landing Wednesday evening.

The video, posted by user Teknotic, shows the plane descending from the sky not far from a group of children playing at the park.

The plane was towed away from New Dorp on Thursday morning. Shortly after 6 a.m., the partially-dismantled plane was carted away on a flatbed tow truck. The wings were separated from the main body of the plane and secured to the rear of the flatbed. The nose of the plane pointed toward the cab.

The tow truck was escorted by an unmarked car with emergency lights flashing through the fog as the vehicles headed up New Dorp Lane and then made a left onto Hylan Boulevard.

People waiting for buses along Hylan stared in amazement at the unusual sight of an airplane traveling on a tow truck.

The owner of the aircraft made arrangements to have it moved by truck to New Jersey from Miller Field, a spokesman for the FAA said.

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








STATEN ISLAND, New York - A plane made an emergency landing at Miller Field in New Dorp Wednesday evening, shocking coaches and youngsters who were minutes away from playing games.

The plane was having some sort of mechanical issues which forced the landing, emergency radio transmissions indicate.

There are no injuries reported at this time.

The landing occurred just after 5:30 p.m., as youth soccer teams were starting to arrive for their evening games.

Witnesses told the Advance there was a coach and just a small number of players on the side of the field where the plane landed.

It came to a stop near a softball field by the Greeley Avenue side of the park.

“It came from the water,” said John Consalvo of New Springville. "He was flying 30 feet in the air and dropped his banner.”

The plane went by New Dorp High School, “and all of a sudden he was coming down like he was landing,” Consalvo said. “We pulled the kids off the field."

The plane landed in the middle of the field and rolled, said another witness, Nick, a Great Kills resident.

“We were at the soccer field and it just came over,” said Nick. "Everyone was looking at it and we were like ‘wow, this is really low.' "

“We just kind of ducked," he said. "He put it down in the grass. It was probably smart. He could have lost the plane and possibly his life.”

Witnesses told the Advance the plane rolled a couple of hundred feet before coming to a stop.

Fortunately, the landing occurred just before the games were about to start -- meaning the field was less crowded than it could have been.

“If he was 15 minutes later, there would have been a real problem,” said Baheer. “There was no one here.”

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

Loss of Engine Power (Total): Cessna 182P Skylane, N7302S; fatal accident occurred May 01, 2019 in Mill Creek, Tehama County, California

Dr. Lowell Glenn Daun
January 9, 1947 - May 1, 2019









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; Sacramento, California
Textron Aviation (Cessna); Wichita, Kansas
Continental Aerospace Technologies; Mobile, Alabama

Investigation Docket - National Transportation Safety Board:


Location: Mill Creek, California
Accident Number: WPR19FA126
Date & Time: May 1, 2019, 11:00 Local 
Registration: N7302S
Aircraft: Cessna 182
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Fatal, 2 Serious
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot and two passengers departed on a sightseeing flight over mountainous terrain. About 30 minutes into the flight, the engine lost partial power and smoke began to enter the cockpit. The pilot turned the airplane toward a grassy meadow for a forced landing. While approaching the field, the pilot suddenly saw power lines immediately ahead and attempted to maneuver the airplane below them. The airplane contacted the wires and came to rest inverted.

Postaccident examination revealed several holes in the engine crankcase. The oil filter adapter was found loose and the fiber gasket was protruding beyond the castings. Removal of the oil filter adapter revealed that the fiber gasket was split. The failure of the gasket allowed oil to exit the engine, resulting in oil starvation and the subsequent catastrophic failure.

During postaccident testing, the gasket failure seen in the accident adapter could not be replicated, and the reason for the failure could not be determined. The testing did reveal that the adapters were difficult to install properly, and on some occasions, when the proper torque was achieved, the adapter housing could still be rotated about the hub when hand pressure was applied. In response to the accident and testing, the supplemental type certificate (STC) holder issued a service bulletin (SB) that stated that the adapter should be inspected for oil leakage and gasket damage. The SB also provided detailed instructions to eliminate and identify rotation of the housing during and after installation.

The purpose of the oil filter adapter was to enable use of a conventional spin-on oil filter. The adapter was installed on the engine about 2 years before the accident; the engine had accrued about 340 hours since that time. There were no documents regarding the installation of the oil filter adapter, and it is unknown how it was installed or if new gaskets were used at the time of installation. Maintenance records indicated that the oil filter was changed 7 times between the engine installation and the accident. The last maintenance performed on the airplane was an annual inspection completed 5 days and about 9.4 flight hours before the accident. During this maintenance, the oil filter and the vacuum pump accessory driveshaft seal were replaced. It is possible that the vacuum pump seal was replaced because the mechanics thought it was leaking due to the presence of oil in the engine compartment. This may have been the first indication that the oil filter adapter was beginning to leak.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A total loss of engine power due to oil starvation as a result of the failure of a gasket on the oil filter adapter and the pilot’s inability to clear power lines during the emergency landing.

Findings

Aircraft Recip eng oil sys - Failure
Environmental issues Wire - Contributed to outcome
Personnel issues Monitoring environment - Pilot
Aircraft Oil - Incorrect service/maintenance

Factual Information

On May 01, 2019, about 1100 Pacific daylight time, a Cessna T182P airplane, N7302S, was substantially damaged when it was involved in an accident near Mill Creek, California. The pilot and one passenger sustained serious injuries and one passenger was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot stated that the purpose of the flight was to fly around Mount Lassen, California. After takeoff, he climbed the airplane to between 11,000 and 11,500 ft mean sea level (msl). The airplane approached the west side of the mountain and the pilot began a right turn with the intention of circling the mountain. As the airplane transitioned to the east side of Mount Lassen, he heard a muffled "boom" from the engine compartment, which was immediately followed by a visible puff of white vapor and a partial loss of engine power. Thereafter, black smoke, consistent with the smell of burnt oil, began to enter the cockpit. The pilot trimmed the airplane for its best glide airspeed and the airplane began to descend at an estimated 1,000 ft per minute. While looking for a suitable place to make an off-airport landing, the pilot briefly attempted to troubleshoot the engine problem and noted that when he retarded the throttle control, there was a slight reduction in power, which indicated to him that at least one piston continued to operate. He then advanced the throttle fully forward to arrest the descent as much as possible.

After rejecting his first selected field, the pilot turned the airplane toward a grassy meadow that was beyond trees. He planned to flare the airplane immediately after clearing the 4-ft fence that stretched northwest-southeast across the field. After the airplane passed over the treetops, he extended the flaps and continued toward the fence. The pilot suddenly saw powerlines immediately ahead and attempted to maneuver the airplane underneath them. The airplane contacted the wires and spun from the impact, coming to rest inverted (see Figure 1). 

Figure 1. Accident Site

The rear-seated passenger's cellphone contained photographs and a video of the flight. A 24-second video, beginning at 1032:43, captured part of the cockpit. Images revealed that the engine oil pressure gauge was indicating near 0 psi and the tachometer read 4,249.7 hours, which was 24 minutes before the accident.

PILOT INFORMATION

The pilot also held a mechanic certificate with airframe and powerplant ratings.

AIRPLANE INFORMATION

The logbook entries and an interview with maintenance personnel revealed that, during the last maintenance, the airplane's owner changed the oil and another maintenance facility replaced the vacuum pump accessory driveshaft seal.

According to the engine manufacturer, the engine pumps about 16 quarts of oil per minute at the maximum oil pressure of 60 psi (the sump capacity is 12 quarts).

Oil Filter Adapter Design

The engine was equipped with an F&M Enterprises Inc engine oil filter adapter, model No. C6LC-S installed under FAA Supplemental Type Certificate (STC) No. SE09356SC. According to the current STC holder, Stratus Tool Technologies (owned by Aero Accessories Inc.), Stratus purchased the STC from F&M Enterprises Inc about 5 years before the accident. 

The purpose of the adapter was to enable the engine to use a conventional, spin-on oil filter. As manufactured, the oil pump was equipped with a brass oil screen mounted to the casing; the filter adapter used the oil screen bore to attach to the engine. The adapter included a tee casting (housing) and a hub (shaft), which was threaded into the oil screen hole on the engine's oil pump casting. The tee casting had a sleeve with a through-bore and a mounting base that accepted a spin-on oil filter. When installed, the shaft was journaled into the bore of the sleeve and screwed into the oil screen hole, which had two oil passage openings. A crown (1-inch bolt head) at the outboard end of the shaft secured the tee casting against the oil pump casing; a gasket was placed between the crown and the outboard surface of the sleeve's bore. Another gasket was placed between the oil pump casting and the inboard surface of the sleeve's bore. Oil inlet and oil outlet passages are provided through the hub and the tee casting to circulate oil from the oil screen hole into the spin-on filter, and back into the oil screen hole from the spin-on filter (see Figure 2).

Figure 2. Accessory Gear Case Showing Location of Oil Filter Adapter


Oil Filter Adapter Gaskets

The adapter was originally designed to use two AN900-200 copper crush gaskets (one between the crown and the outboard surface of the sleeve’s bore and the other between the oil pump casting and the inboard surface of the sleeve’s bore). At an unknown time and for an unknown reason, F&M Enterprises changed the gasket on the inboard surface of the sleeve’s bore to a fiber gasket. The fiber gasket, part number FM07, was manufactured from 3750 Leak-Guard material produced by Garlock and originally
cut by GPI using an FAA-certified die (the last order placed by F&M Enterprises was in July 2013). Stratus Tool Technologies stated that, since they purchased the STC, they ordered the gaskets from Corley Gasket Company, which has not had any FAA oversight. 

Oil Filter Adapter on Accident Airplane

The airplane owner stated that he installed the oil filter adapter upon receipt of the engine in February 2017 after removing the adapter from the airplane's previous engine and installing it on the newly overhauled engine in the airplane. The owner stated that he could not recall the procedures that he used to install the adapter on the accident engine, but he thought he would have looked at the manufacturer's
instructions.

The maintenance records indicated that after engine installation, the engine's oil filter was changed seven times, all of which were performed by the owner.

Oil Filter Adapter Examination

Following the accident, testing was performed to try to induce failure of an exemplar fiber gasket in a manner similar to the accident adapter. When the adapter hub was not torqued to the required 65 ft/lbs, the housing could be moved about the shaft with minimum force and oil was observed leaking from the area where the adapter housing meets the engine case while the engine was running.

During installation of the oil filter adapters, investigators had difficulty keeping the housing from rotating while torqueing the hub. On some of the installations, when the adapter was torqued to 65 ft/lbs, the housing could still be rotated about the hub when hand pressure was applied. When the adapter was properly torqued and the adapter housing was rotated by force, the rotation would result in a crescent impression in the gasket's outer material, similar to the accident gasket. Less force was required to leave the crescent impression if there was oil on the fiber gasket. However, despite creating various imperfections on both new and used gaskets and using a variety of installation methods and torque values, investigators were unable to duplicate the fiber gasket blowout that was seen in the accident oil filter adapter.

STC Holders' Installation Instructions

The complete certification package for the STC could not be found by the FAA Aircraft Certification Office (ACO) responsible for its oversight. According to records provided by Status Tool Technologies, at the time the accident engine was installed in February 2017, the Instructions for Continued Airworthiness (ICAW) for the oil filter adapter assembly had last been published in October 2013. The ICAW stated, in part, "New gaskets are to be installed anytime the oil filter adapter assy is removed and re-installed," and to "Replace gaskets at 300 hours or 3 yrs whichever occurs first." It further stated to "Refer to F&M Installation Instructions for gasket P/Ns." At the time of the accident, the fiber gasket had accumulated 41.9 hours beyond the 300-hour replacement recommendation.

In April 2017, a revised oil filter adapter installation manual was released and contained a note stating, "The oil filter adapter transfer cylinder must be re-tightened to 65 foot pounds of torque between 8 and 12 hours of operation after installation or any time the adapter is removed and reinstalled." Another note stated that the mechanic must include the following statement in the Form 337 (in pertinent part): "If the oil filter adapter is loosened, or removed from the engine for any reason, it must be re-installed using new gaskets, tightened in accordance with these installation instructions and properly safety-wired."

Also in April 2017, Stratus Tool Technologies issued a ICAW which gave instructions that at each oil change and each 100-hour or annual inspection, the mechanic should "inspect the oil filter adapter for oil seepage," and "if oil seepage is detected, replace the fiber and copper gaskets on the transfer cylinder with new gaskets." It stated that the "use of a torque wrench is mandatory when installing or reinstalling the filter adapter," and to "safety-wire the transfer cylinder to an appropriate safety-wire location on the engine accessory case." Following that maintenance, the mechanic should "run the engine and check for oil leaks." An additional instruction stated that a mechanic should "Check and verify that the body does not move (rotate around the transfer cylinder) when 10 to 20 pounds of force is applied to the body in a manner that would tend to rotate it around the transfer cylinder," and "if the body rotates around the transfer cylinder, remove the safety-wire and tighten the adapter." The instructions further stated to "always install new fiber and copper (where used) gaskets each time the filter adapter is removed and reinstalled on the engine."

WRECKAGE AND IMPACT INFORMATION

The accident site was located in a marshy field about 37.5 nautical miles from the departure airport. The wreckage was found distributed 565-ft distance along a magnetic bearing of about 230°. Power lines, which comprised two parallel wires about 20 ft tall, stretched across the field oriented east west.

The first identified pieces of debris were pieces of the fairing from the left-wing strut located about 40 and 70 ft from the power lines. The towers supporting the lines were about 375 ft apart (see Figure 3). The first identified points of ground contact were two nearly parallel indentations in the vegetation and dirt spaced about 6 ft apart on the far northeastern end of the debris field. There were deep craters after the indentations and disrupted grass that continued southwest toward the main wreckage. The craters corresponded in size and orientation to that of the vertical stabilizer and rudder, consistent with the airplane impacting terrain inverted.

Figure 3. Accident Location Showing Debris Field


The fuselage came to rest inverted. A 2.5-ft portion of the left-wing strut remained attached to the fuselage. The cabin doors had been removed by first responders. There was an oil sheen on the entire belly of the fuselage, the lower surface of the horizontal stabilizer, and the elevator control surfaces. The lower left cowling contained a rub mark consistent with contact with a wire.

The left-wing aileron and flap remained attached at their respective attachment points. The leading edge exhibited crush damage along its entire length, with the inboard section crushed significantly farther aft. The upper 5 ft of wing strut remained attached to the wing. The leading edge of the wing strut exhibited numerous rub marks and small holes consistent with electrical arcing. The area where the separation of the strut occurred contained a small metal wire in the fracture surface that was consistent with having been sliced. The crush damage to the inboard portion of the wing had damaged the bladder of the fuel tank. The right-wing flap remained attached at its hinges. The aileron had folded on itself and only remained attached to the inboard attach points. The right-wing bladder tank contained a liquid consistent in odor and appearance with 100 low-lead aviation fuel. A measurement of the flap actuator extension was consistent with the flaps extended about 20° at the time of impact.

An external visual examination of the engine revealed oil staining on the firewall. There was a hole in the bottom of the crankcase adjacent to the No. 3 cylinder, and the corresponding push rods were loose. There was also a hole in the upper crankcase near the No. 4 cylinder. The internal engine components were examined using a lighted borescope through the hole in the crankcase. The oil sump contained a small amount of visible oil and numerous pieces of metal debris, including pieces of pistons and connecting rods. 

The upper spark plugs were light gray in color, with the No. 3 plug face slightly darker gray.  According to the Champion Aviation Check-A-Plug AV-27 Chart, the observed spark plug features corresponded to normal engine operation. Borescope examination of the cylinders revealed no foreign object damage, no evidence of detonation, and no indication of excessive oil consumption. The No. 4 cylinder could not be internally examined due to the position of its piston. The carburetor was disassembled, revealing intact plastic floats and liquid resembling 100 low-lead aviation fuel in the bowl. The oil filter adapter was found loose at the accident site and the area adjacent to the filter's adapter was wet with oil.

Additional examination revealed that the oil filter adapter was loose, and the adapter housing could be rotated about the shaft (see Figure 4). The safety wire was removed and the breakaway torque of the adapter, which was required to be 65 foot-pounds (ft/lbs), was less than 20 ft/lbs and the housing could be rotated by hand with minimal effort. 

Figure 4. Oil Filter Housing Movement

The fiber gasket, located between the oil pump casting and the adapter housing, was protruding with the outside edge extending beyond the castings (see Figure 5). Additionally, a tear could be seen in the gasket where the adapter housing abutted the engine case. Removal of the adapter revealed that the fiber gasket was completely split. The copper crush gasket was intact.

Figure 5. Fiber Gasket

ADDITIONAL INFORMATION

In response to this accident and related testing, Stratus Tool Technologies issued a Service Bulletin (SB), SB-001, dated October 25, 2019, that stated that the oil filter adapter should be inspected for oil leakage and gasket damage. If no discrepancies were found, the SB provided detailed instructions of how to install the adapter properly (eliminating rotation of the housing by use of a wood block) and how to mark the adapter to provide a visual indication of rotation after it is installed.

A review of the National Transportation Safety Board accident/incident database revealed at least six previous accidents involving an oil starvation event involving an F&M Enterprises Inc./Stratus Tool Technologies oil filter adapter due to either the failure of the gasket and/or having improper gaskets.

According to an Atlanta ACO representative, using the FAA's Monitor Safety/Analyze Data (MSAD) process, the ACO performed a risk assessment following the Small Airplane Risk Analysis (SARA) guidelines and found that the issue did not warrant mandatory regulatory action. The ACO did initiate an activity with the FAA FSDO to issue a Safety Alert for Operators (SAFO) to address the issue, advising operators and maintainers of the potential unsafe condition associated with the oil adapters. At the time of this report, the SAFO has not been published.

History of Flight

Enroute Loss of engine power (total) (Defining event)
Emergency descent Off-field or emergency landing

Pilot Information

Certificate: Commercial; Flight instructor 
Age: 69, Male
Airplane Rating(s): Single-engine land; Multi-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): Airplane multi-engine; Airplane single-engine
Toxicology Performed: No
Medical Certification: Class 2 With waivers/limitations 
Last FAA Medical Exam: March 16, 2017
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time: (Estimated) 2500 hours (Total, all aircraft), 75 hours (Total, this make and model), 1850 hours (Pilot In Command, all aircraft), 20 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 
Registration: N7302S
Model/Series: 182 P 
Aircraft Category: Airplane
Year of Manufacture: 1976
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 18265095
Landing Gear Type: 
Tricycle Seats: 4
Date/Type of Last Inspection: April 26, 2019 Annual
Certified Max Gross Wt.: 2348 lbs
Time Since Last Inspection: 9 Hrs
Engines: 1 Reciprocating
Airframe Total Time: 4240.7 Hrs as of last inspection
Engine Manufacturer: Continental
ELT: C91 installed, activated, did not aid in locating accident
Engine Model/Series: O-470-S (1)
Registered Owner:
Rated Power: 230 Horsepower
Operator: Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KRDD,497 ft msl 
Distance from Accident Site: 37 Nautical Miles
Observation Time: 10:53 Local 
Direction from Accident Site: 285°
Lowest Cloud Condition: Clear Visibility 10 miles
Lowest Ceiling: None Visibility (RVR):
Wind Speed/Gusts: 6 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.39 inches Hg
Temperature/Dew Point: 25°C / -3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Chico, CA (CIC) 
Type of Flight Plan Filed: None
Destination: Chico, CA (CIC) 
Type of Clearance: None
Departure Time: 10:10 Local
Type of Airspace:

Wreckage and Impact Information

Crew Injuries: 1 Serious 
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal, 1 Serious 
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal, 2 Serious 
Latitude, Longitude: 40.36,-121.510559







Lowell Glenn Daun

A private celebration of life will be held for Lowell Glenn Daun, 72 of Chico. 

He passed away on Wednesday, May 1 2019 as the result of a plane crash in Childs Meadows near Mineral, CA.

Lowell was born on January 9, 1947 in Redlands, CA, a third generation Californian.

He is survived by his wife, Dorothy of Chico; four daughters, six grandchildren, two sisters and one brother in law.

Donations may be made in his memory to the National Military Families Association. 

https://www.brusiefh.com


A Chico man was killed when a small plane crashed Wednesday near Mineral at Child's Meadows, and two others remain in critical condition, reports the Tehama County Sheriff's Office.

It appears the plane was circling the area on Highway 36W near Highway 172 before crashing around 11:02 a.m.

Killed was 72-year-old Lowell Daun, who was a passenger in the 1976 182P Cessna owned by Air Carriage, Inc.,out the Chico Municipal Airport, said Tehama County sheriff's Det. Robert Bakken.

The names of a second passenger and the pilot, a male and a female, said Bakken, has not been released by the sheriff's office as matter of privacy.

Both were transported by air ambulance to an area hospital.

According to the sheriff's office, the office received a report from Oakland AiTraffic Control that the plane had suffered total engine failure.

CalFire, the sheriff's office and CalTrans responded to the report and located the crashed aircraft in piece at Child's Meadow.

The Federal Aviation Administration and the National Transportation Safety Board is investigating the incident.

Original article ➤ https://www.appeal-democrat.com

RED BLUFF, California — At least one person killed in a plane crash in the Childs Meadow vicinity involving a Cessna carrying three persons.

A report was received about 11 a.m. Wednesday from Oakland Air Traffic Control of a Cessna with engine trouble west of Mineral and possibly about 39 miles northeast of Red Bluff, according to scanner traffic. At 12:30 p.m., the Tehama County Sheriff’s Department coroner’s unit was requested.

Initial reports around 11:36 a.m. indicated the plane was found with a missing wing and no persons seen near it in the area of State Route 36E and State Route 172 near Childs Meadows. The Susanville Fire Department was cited as the source for that information.

A medic was requested at 11:38 a.m. and power lines were reported down across 172 near the intersection with 36E at 11:44 a.m.

A Susanville California Highway Patrol unit reported there were three people in the plane and two were injured, but talking. There was no response regarding the status of the third individual.

Caltrans closed 172 at 36E. Nothing further was available as of 1 p.m. Wednesday.

Original article ➤ https://www.redbluffdailynews.com

UPDATE 3:07 p.m. May 1, 2019 - Caltrans District 2 said Highway 172 is now open at the Highway 36 junction after a plane experiencing total engine failure crash-landed in Child's Meadows. 

UPDATE 2:28 p.m. May 1, 2019 - The Tehama County Sheriff's Office has confirmed that one person died and two others were critically injured in the plane crash. 

Authorities received a call from Oakland Air Traffic Control around 11:02 a.m. in regards to a plane experiencing total engine failure in the area of Highway 36 and Highway 172. They advised authorities that the plane was going down. 

The Tehama County Sheriff's Office could not confirm where the plane was coming from and where it was going. 

TEHAMA COUNTY, Calif. - Caltrans District 2 said there are traffic delays on SR 36 east of the junction with SR 172 due to a downed aircraft. 

CAL FIRE first got reports of the downed aircraft around 11:16 a.m. and have sent crews out to the scene. 

Original article ➤ https://www.actionnewsnow.com

Visual Flight Rules encounter with Instrument Meteorological Conditions: Cessna 172N Skyhawk, N733KZ; fatal accident occurred May 01, 2019 in Tyrone, Blair County, Pennsylvania














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; New Cumberland, Pennsylvania
Textron Aviation; Wichita, Kansas
Lycoming Engines; Williamsport, Pennsylvania

Investigation Docket - National Transportation Safety Board:


Location: Tyrone, Pennsylvania
Accident Number: ERA19FA161
Date & Time: May 1, 2019, 12:51 Local
Registration: N733KZ
Aircraft: Cessna 172
Aircraft Damage: Substantial
Defining Event: VFR encounter with IMC 
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On May 1, 2019, about 1251 eastern daylight time, a Cessna 172N, N733KZ, was destroyed when it when it was involved in an accident near Tyrone, Pennsylvania. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The pilot filed an instrument flight rules (IFR) flight plan through the ForeFlight application for the intended flight from University Park Airport (UNV), State College, Pennsylvania, to Pittsburgh/Butler Regional Airport (BTP), Butler, Pennsylvania. According to audio recordings from the UNV air traffic control tower (ATCT), on initial contact with ground control, the pilot advised the controller that he had obtained automated terminal information service update Papa and requested to taxi to runway 24 for a westbound departure. The controller asked the pilot if he wanted to depart on the filed IFR flight plan or if he was “going VFR [visual flight rules],” and he replied he would depart under VFR. The controller then cleared the pilot for takeoff from runway 24, provided him an updated altimeter setting, and told him to advise when he departed class D airspace. The pilot acknowledged the instruction but ultimately did not advise the controller when he departed the airport’s airspace. No further communications were received from the pilot.

According to Federal Aviation Administration radar flight track data, the airplane departed about 1240 and remained on the runway heading for about 4.5 nautical miles (nm) while climbing to 2,500 ft mean sea level (msl). The airplane turned slightly right to a west-southwest heading, descended to about 2,000 ft msl, and remained on that heading and altitude for about 10 nm. The airplane then turned to the same heading initially flown after takeoff, descended slightly, and then climbed back to about 2,000 ft msl over about 3 nm. The airplane entered a right turn before the flight track data were lost at 1251:07. At that time the airplane was at an altitude about 2,050 ft msl. The accident site was located about 700 ft north-northwest of the last radar data target, at an elevation of about 2,100 feet.

A witness located about 2,078 ft east-southeast from the accident site reported that, at the time of the accident, it was very foggy, but it was not raining. She heard a loud sounding airplane, which got her attention. She then saw the airplane flying below the fog, “straight” in a westerly direction then banking but not too steeply. She lost sight of the airplane when it went behind trees, followed by the sound of an explosion.

Pilot Information

Certificate: Commercial 
Age: 55, Male
Airplane Rating(s): Single-engine land
Seat Occupied: Unknown
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: Yes
Medical Certification: BasicMed With waivers/limitations 
Last FAA Medical Exam: June 20, 2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 583 hours (Total, all aircraft), 543 hours (Total, this make and model) 

The pilot held a commercial pilot certificate with ratings for airplane single-engine land and instrument airplane. None of the pilot’s personal flight logs were available for review. Review of the pilot’s application to join the flying club that operated the accident airplane, which was submitted to the flying club in June 2017, revealed that he had accumulated 563 total hours of flight experience, of which 523 were in the accident airplane make and model. He also noted that he had accumulated 79 hours of instrument flight experience. On the application the pilot stated that his most recent flight was in May 2011. The pilot subsequently completed 13 flights in the accident airplane, over the course of 20.7 flight hours, between August 2017 and April 2019.

According to members of the flying club, a flight instructor flew in the accident airplane with the pilot, about 1 month before the accident after it had undergone maintenance for an extended time, and during which two Garmin G5 electronic flight instruments and a Garmin GFC 500 autopilot were installed. The club had advised pilots to fly the airplane with an instructor to refamiliarize themselves with the airplane and for a proficiency check.

The flight instructor who flew with the pilot stated that the proficiency flight covered loss of control, power-on and power-off stalls, steep turns, and emergency procedures. Because the instructor was not an instrument instructor, he did not cover topics that might have been addressed during an instrument proficiency check, but he did have the pilot fly for about 18 minutes using a vision restricting device. The flight instructor described that during that time, the pilot struggled to hold altitude, but he was within +/- 100 ft. The pilot mentioned that the likely reason he struggled to hold altitude was that the display format of the new electronic flight instruments were more responsive than the previously installed analog instruments. The pilot did not mention anything to him about his instrument flight experience or instrument currency. After the flight, flight instructor did not sign the pilot’s logbook, and he suggested he fly a few more times VFR to familiarize himself with the new electronic flight instruments.

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N733KZ
Model/Series: 172 N 
Aircraft Category: Airplane
Year of Manufacture: 1976
Amateur Built: No
Airworthiness Certificate: Normal; Utility 
Serial Number: 17268363
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: March 15, 2019 Annual
Certified Max Gross Wt.: 2400 lbs
Time Since Last Inspection: 20 Hrs
Engines: 1 Reciprocating
Airframe Total Time: 7272.2 Hrs as of last inspection
Engine Manufacturer: Lycoming
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: O-320-D2G
Registered Owner: 
Rated Power: 160 Horsepower
Operator: On file
Operating Certificate(s) Held: None

Following the airplane’s last annual inspection on March 15, 2019, a maintenance facility employee conducted a test flight and deemed it satisfactory during all phases of flight. He reported that he was impressed with the autopilot system. Club personnel estimated that, excluding the accident flight, the airplane had been operated about 20 hours since the annual inspection. The president of the flying club conducted a 1.0-hour flight on April 30, 2019, which was the last flight of the accident airplane before the accident flight. He reported no issues with either the G5 or autopilot. The only discrepancy he noted was a 20-second loss of the GPS signal. There was no record that the airplane was flown after the president of the club flew it and the accident pilot began his flight.

The airplane’s altimeter, altitude reporting, and static system tests required by 14 CFR Part 91.411 and the transponder test required by 14 CFR Part 91.413 were last completed on November 14, 2018.

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument (IMC)
Condition of Light: Day
Observation Facility, Elevation: UNV,1231 ft msl 
Distance from Accident Site: 17 Nautical Miles
Observation Time: 12:53 Local
Direction from Accident Site: 72°
Lowest Cloud Condition: 
Visibility: 7 miles
Lowest Ceiling: Overcast / 1200 ft AGL 
Visibility (RVR):
Wind Speed/Gusts: 6 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 190° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.27 inches Hg 
Temperature/Dew Point: 13°C / 11°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: State College, PA (UNV) 
Type of Flight Plan Filed: IFR
Destination: Butler, PA (BTP) 
Type of Clearance: None
Departure Time: 12:40 Local 
Type of Airspace:

A review of ForeFlight records revealed that the pilot obtained preflight weather briefings at 0854 and 1125. The weather briefing package contained all the standard weather information, including valid and active AIRMETs Sierra and Tango, a current surface analysis graphic, METARs, pilot reports, graphical forecasts for aviation (GFA), TAFs, and winds aloft forecasts. He last checked the UNV airport information (which can include METAR and TAF information) about 1235. It could not be determined if the pilot checked or received any additional weather information before or during the flight.

AIRMET Sierra warned of instrument meteorological conditions and mountain obscuration due to clouds and mist, and AIRMET Tango warned of moderate turbulence between 2,000 ft msl and flight level 180. The GFA cloud forecast products indicated a broken-to-overcast cloud ceiling between 2,100 and 2,500 ft msl with cloud tops at 5,000 ft msl. The UNV TAF, which was issued at 1125, forecast an overcast ceiling at 1,000 feet above ground level (or about 2,400 ft msl) around the time of the departure.

The 1300 High-Resolution Rapid Refresh (HRRR) sounding for the accident site indicated alternating layers of stable and conditionally unstable environments from the surface through 8,000 ft msl. The HRRR sounding also indicated that the cloud base was near 2,000 ft msl within about 1.6 nm of the accident site. The Rawinsonde Observation (RAOB) identified the possibility of clouds from between about 2,000 and 6,000 ft msl and indicated that a frontal inversion existed above the accident site at 4,348 ft msl with clouds below the inversion layer and no possibility of icing conditions below 14,000 ft msl. The RAOB indicated the possibility of light, low-level wind shear from the surface to about 3,500 ft msl and light-to-moderate clear-air turbulence (CAT) in several layers between the surface and 14,000 ft msl with moderate CAT between 3,000 and 5,000 ft msl. 

At 0658, the Cleveland Air Route Traffic Control Center issued a Center Weather Service Unit Meteorological Impact Statement, which warned of patchy instrument meteorological conditions and isolated marginal visual flight rules conditions at the accident site and BTP with conditions valid through 1500.

At 0825, the National Weather Service Office, State College, Pennsylvania, issued an Area Forecast Discussion, and its aviation section reported widespread instrument meteorological conditions due to low cloud ceilings across the area with clouds remaining across the area through the morning with conditions improving from west to east in the afternoon.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal 
Aircraft Fire: On-ground
Ground Injuries: Aircraft
Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 40.764446,-78.211112

The airplane impacted heavily wooded terrain on a ridgeline with a maximum elevation in that area of about 2,275 ft msl. During examination of the accident site, pieces of the airframe were found in trees and on the ground. The cockpit and cabin exhibited extensive impact and fire damage. Wreckage pieces not found near the cockpit and cabin did not exhibit fire damage. The first identified tree contact was about 20 ft agl at an elevation of 2,122 ft msl. The outer portion of the right wing was found along the energy path about 63 ft past the tree, and the first identified ground contact location, which is where the rudder counterweight was found, was about 80 ft from the right wing’s outer section.

The farthest identified wreckage, which comprised the engine assembly and the attached propeller, one side of the horizontal stabilizer with attached elevator, the cockpit, and a section of wing were found at an elevation of 2,181 ft msl. All primary and secondary flight controls and primary structure were accounted for at the accident site.

Examination of the airframe revealed that the fuselage was consumed by postcrash fire from the cockpit to about fuselage station 166. The left horizontal/elevator remained attached to the fuselage with the counterweight attached. The pitch trim actuator was extended about 1.25 inches, which equated to 0° or neutral. Both elevator and rudder control cables remained connected at their respective bellcranks. The elevator bridle cable was attached to the primary control cable and was wrapped around the autopilot trim capstan, which rotated freely. The outboard portion of the left elevator was partially consumed by fire.

The vertical stabilizer’s main spar was attached, but it was fractured about 12 inches up from the attachment point. The right horizontal stabilizer had separated and exhibited a semicircular indentation about 37 inches outboard of the attachment point. The impact angle correlated to about a 18° right bank.

The elevator counterweight was separated. The full span of the elevator trim tab remained connected to the elevator. The pushrod remained connected to the trim tab and elevator trim actuator but was fractured, and the actuator had separated. The rudder counterweight had separated. The elevator trim cable was separated from the chain; both cables were fractured in tension overload.

Examination of the flight control cables for roll, pitch, and yaw revealed that, except for a section of the right aileron primary control cable near the control yoke, which was not found; cables that were cut for recovery; or cables that exhibited tension overload, revealed no evidence of any preaccident failures or malfunctions that would have precluded normal operations. No threads were extended at the flap actuator consistent with flaps retracted.

Both wings were fragmented in multiple pieces and exhibited semicircular indentations on their leading edges consistent with tree contacts. The pitot tube opening was free of obstructions, and electrical wires were noted going to the pitot tube.

Initial examination of the engine revealed that it remained attached to its respective engine mount, which remained attached to the firewall. The engine was covered in yellow fire retardant residue and exhibited postimpact fire damage. The starter ring gear was fractured. One magneto remained attached to the engine, but the other was detached from the accessory section. The carburetor exhibited impact damage and was not attached to the engine, but it was held into its location via the throttle control cable.

Further examination of the engine revealed impact damage to the rocker box covers on the Nos. 1 and 3 cylinders and bent and smashed pushrods on the exhaust side of the No. 1 cylinder. Both pushrods on the No. 4 cylinder were bent and smashed. The engine crankshaft was rotated about 60° through the vacuum pump accessory drive, but it could not be fully rotated. Inspection of the cylinders with a borescope revealed that some of the cylinders exhibited corrosion and debris, but all the valves were found intact. Examination of the crankshaft revealed that the propeller flange was bent rearward between about 30° and 40°. The top and lower spark plugs exhibited normal coloration and were in normal-to-worn condition. No electrode damage was noted on any of the spark plugs.

Both magnetos failed to produce spark when rotated using a cordless drill. Further examination of the left magneto revealed that the impulse coupling assembly was “locked” and heavily corroded. The flyweights of the impulse coupling assembly were free to move, although, after removal, the impulse coupling assembly was still seized. During a bench test, the magneto was operated to 1,000 rpm, and it did not produce spark. Safety concerns prevented higher rpm operation. The magneto was disassembled, which revealed heat damage to the distributor block, support bar, insulation of the electrical wire from the capacitor to the contact points, the electrical wire from the primary side of the coil to the contact points, and the ground wire from the coil. The ground side of the electrical wire was removed, and the resistance of the primary side coil was 0.7 to 0.8 ohm (specification is 0.5 to 1.2 ohm), and the secondary side of the coil resistance readings showed an open circuit, likely due to the damage to the coil. The contact points opened and closed through 360° of rotation. No discrepancies were noted with the rotor gear, distributor block, or distributor gear. The capacitor and the electrical wire insulation exhibited heat damage. Operational testing of the capacitor revealed that the leakage and series resistance tests were satisfactory, but the capacity test was .115 microfarad too high. The impulse coupling assembly, which was soaked for more than 1 hour, was mechanically moved, and spring tension was observed, and the spring was intact, and the flyweights worked satisfactorily.

Examination of the right magneto revealed heat damage to the ignition harness cover, and the ignition leads insulation was melted. The hex of the capacitor of the P-Lead attachment exhibited heat damage. During a bench test, the magneto produced spark at 400 rpm, but it misfired at 1,000 and 1,200 magneto rpm. The magneto produced spark at 2,000 magneto rpm with no discrepancies noted. Disassembly of the magneto revealed a flat spot to the insulation of the electrical wire from the capacitor to the contact points near the capacitor, which was likely due to heat and not abrasion. Examination of the rotor gear, support bar, copper electrode of the distributor gear, carbon brush, and distributor block revealed no evidence of preaccident failures or malfunctions. The coil primary and secondary resistance values, e-gap, and the capacitor were within specifications.

Examination of the lubrication and fuel metering systems revealed no evidence of preaccident failures or malfunctions that would have precluded normal operation. Examination of the propeller, which remained attached to the engine, revealed that both blades exhibited “S” type bending and gouging on the leading edge. Three tree branches, which were about .75 inch to 1.5 inches in diameter, were found at the accident site, and they exhibited cut marks consistent with propeller impact.

Organizational and Management Information

The president, maintenance officer, and treasurer of the flying club that operated the airplane all reported that the pilot-in-command was responsible for dispatching a flight, decision making, and risk assessment. The club did not have any bylaws or standard operating procedures that stipulated minimum weather conditions or qualifications for intended flights in either visual or instrument meteorological conditions nor did it have a risk assessment program in place. Part II of the club’s “Flying and Safety Rules” specified that “Club members shall operate Club aircraft in accordance with Federal Aviation Regulations, state, airport and
Club Flying and Safety Rules at all times….” and failure to comply shall result in disciplinary action by the club.

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

Location: Tyrone, PA
Accident Number: ERA19FA161
Date & Time: 05/01/2019, 1251 EDT
Registration: N733KZ
Aircraft: Cessna 172
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On May 1, 2019, about 1251 eastern daylight time, a Cessna 172N, N733KZ, was destroyed when it impacted mountainous terrain while maneuvering near Tyrone, Pennsylvania. The commercial pilot and one passenger were fatally injured. The airplane was being operated by PsyFliers Club, Inc. under the provisions of Title 14 Code of Federal Regulations Part 91, as a personal flight. Instrument meteorological conditions prevailed in the area at the time for the visual flight rules (VFR) flight that originated from University Park Airport (UNV), State College, Pennsylvania about 1240, destined for the Pittsburgh/Butler Regional Airport (BTP), Butler, Pennsylvania.

According to preliminary air traffic control information obtained from the Federal Aviation Administration (FAA), the pilot filed an instrument flight rules (IFR) flight plan; however, he elected depart VFR and asked the UNV air traffic controller to cancel the IFR flight plan. The pilot was cleared for takeoff from runway 24, was provided the updated altimeter setting and told to advise when leaving the class D airspace; however, there were no subsequent communications from the pilot.

According to preliminary ADS-B radar track data of transponder 1200 codes, the airplane departed and remained on runway heading for about 4.5 nautical miles (nm) while climbing to 2,500 ft mean sea level (msl). The flight track turned slightly right to a west-southwest heading, descended to about 2,000 ft msl, and remained on that heading and altitude for about 10 nm. The flight then turned to the same heading initially flown after takeoff, descended slightly then climbed to about 2,000 ft msl over about 3 nm. The radar data indicated that the airplane began a right turn before radar track data was lost. The last radar target at 1251:02, indicated the airplane was at about 2,050 feet msl, about 0.11 mile southeast of the accident site.

A witness who was outside about 1/2 mile east-southeast from the accident site reported it was very foggy but not raining. She heard a loud sounding airplane which got her attention. She then observed the airplane west of her position flying low and "straight" below the fog in a westerly direction "way above a nearby 45 ft tall tree." The airplane banked to the right ("not too steep"), then she lost sight of the airplane when it went behind trees. She then heard the sound of an explosion and called 911 to report the accident.

The airplane impacted heavily wooded terrain near the top of a ridgeline that was at elevation about 2,275 ft msl about 17 miles west-southwest of UNV. The wreckage was highly fragmented and partially consumed by a postcrash fire.

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N733KZ
Model/Series: 172 N
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: UNV, 1231 ft msl
Observation Time: 1253 EDT
Distance from Accident Site: 17 Nautical Miles
Temperature/Dew Point: 13°C / 11°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 6 knots / , 190°
Lowest Ceiling: Overcast / 1200 ft agl
Visibility:  7 Miles
Altimeter Setting: 30.27 inches Hg
Type of Flight Plan Filed: IFR
Departure Point: State College, PA (UNV)
Destination: Butler, PA (BTP)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 40.764444, -78.211111

Dr. Joseph T. and Valerie Diane Bernardo


Dr. Joseph T. Bernardo, often called “J.” by many of his colleagues, and his wife Valerie Diane Bernardo perished in an airplane accident on May 1st, 2019.

Joe was born on March 5, 1964, in Lodi, New Jersey, the son of Joseph and Ruth (Niosi) Bernardo, who are both surviving at their home in Andover, New Jersey. Joe earned his Ph.D. from Penn State in IST. He was employed at Penn State for 9 years, where he was a Senior Research Engineer at the Applied Research Lab. Joe loved flying and was a member of the Psyfliers Club.

Valerie was born on January 7, 1965, in Butler, Pennsylvania, the daughter of the late John King and Peggy (Yori) King, who survives at her home in Chicora. Valerie also attended Penn State, where she earned her Master’s degree in nutrition and was a Registered Dietitian for 28 years. She loved to spend time outdoors, gardening. Above all, Valerie proudly devoted her life to taking care of her family and home.

On May 18, 1986, in Rimersburg, Joe and Valerie were united in marriage. The two shared 32 blissful years of marriage together, while lovingly raising their two children.

In addition to Joe’s parents and Valerie’s mother, the couple is survived by their two children, Bethany and Justin Bernardo, both of State College. Also surviving are Joe’s sister Karen Bernardo of New Jersey, Valerie’s sister Sheryl Schmader, niece Madison, nephew Nicholas, all of California, and brother Alan King and spouse Mathew Alexander of New Mexico.

Joe and Valerie were devoted members of Park Forest Baptist Church in State College.

Friends will be received on Tuesday, May 7, 2019, from 5-8 pm at Park Forest Baptist Church at 3030 Carnegie Drive, State College. Funeral services will be held on Wednesday, May 8, 2019, at 10 am at the church, with Rev. Jeremy Field officiating. Burial will immediately follow at Boalsburg Cemetery, where Joe and Valerie will be laid to rest, side by side, just as they lived.

In lieu of flowers, memorial contributions may be made in Joe and Valerie’s memory to The Door Student Services, Pioneers Japan: Hiroshima Team, or Pregnancy Resource Clinic. 

https://wetzlerfuneralhome.com



Taylor Township, Centre County, Pennsylvania - WTAJ has gathered new details related to a plane that crashed Wednesday afternoon in the mountains of Taylor Township, Centre County.

The crash killed both the plane's pilot and passenger... who were identified Thursday evening by the Centre County Coroner's office.

The pilot: 55-year-old Joseph T. Bernardo of State College.

The passenger: 54-year-old Valerie Bernardo of State College.

The two were husband and wife.

It's now known that Bernardo took off from the University Park Airport in State College.

However, different sources conflict in stating where the plane was headed. The Federal Aviation Administration (FAA) says the plane was headed for Burlington, Vermont. But, FlightAware.com reports that the plane was headed to the Butler County Airport. According to a flight path provided by FlightAware.com, the plane appeared to be headed south and west toward the Butler County Airport.

WTAJ gathered audio recordings of air traffic control's contact with the plane before it took off.

Note: At this time, it's unknown who is speaking during each radio transmission (it could be the pilot or air traffic control). Also, IFR (referenced below) stands for instrument flight rules... this is different than VFR- visual flight rules.

A transcription of the radio transmissions is below.

"733 University Park...do you want your IFR... "

"Do you want me to remove that strip or leave it open?"

"Your IFR flight plan is good."

"733 Kilo 0 University Tower runway... good for takeoff"

Then about 11 seconds later... this is heard

"Quiet out there"

"Pilots do get nervous"

At the moment, WTAJ is not certain of the context of "Pilots do get nervous".

Was this just a side comment by air traffic control, perhaps referencing the notion that the pilot didn't respond to being cleared for takeoff?

Or did the pilot say this indicating he was actually nervous?

Why was this stated in a radio trasmission?

University Park Airport has not commented on questions related to the trasmissions as the plane crash is still under investigation.

It is known that the plane was owned by a State College flying club called: Pysfliers.

According to FlightAware.com, the plane was taken out on at least 5 flights last month... including one flight that lasted just under an hour, on the day before the crash.

All flights listed for the plane before the crash took-off and landed at the University Park Airport.


Story and video ➤ https://www.wearecentralpa.com



Yesterday at 1300 hours the Columbia Fire Company was alerted to assist the Mountain Top Fire Company with a Level 1 Aircraft Crash near the 4200 block of Tyrone Pike, Rush Township Centre County. 

Engine 22-2, Tanker 22 and Brush Tanker 22 all responded on the alarm. 

The original staging area was at the truck pull off at the top of the Sandy Ridge Mountain. 

Centre County Dispatch Advised the original caller resided on the 3500 block of S Mountain Rd in Taylor Township.

Command had Engine 22-2 go to their address and speak with them to obtain further information. 

Prior to arriving there the engine crew could see a wing from the aircraft in the tree tops on the mountain top. 

Lieutenant 22 gave coordinates of the predicted crash site area and all units redirected to that location.

Lieutenant 22, Chief 13-4, Captain 12-1 and EMS started the hike up the hillside. 

After almost an hour of climbing the crew arrived at the crash site. 

The plane was extinguished with water cans from Engine 22-2. 

Sadly, there were no survivors from the crash. 

After several hours, all units cleared the scene and the call was turned over to the FAA and NTSB. 

The aircraft was a Cessna 172N Skyhawk from the State College area. 

We send our condolences to the families and friends of the deceased. Any further questions can be directed to those two agencies.
Columbia Fire Company



The two people killed in Wednesday's plane crash in Rush Township were a married State College couple, Centre County Chief Deputy Coroner Judith Pleskonko said in a news release on Thursday night.

Joseph T. Bernardo, 55, was the pilot of the single-engine plane and his wife, 54-year-old Valerie D. Bernardo, was the passenger. Both were pronounced dead at the scene after the Cessna 172 crashed into the Sandy Ridge Mountain summit just before 1 p.m.

Autopsies were performed on Thursday but results are pending.

Joseph Bernardo was an employee in Penn State's Applied Research Lab.

"On behalf of Penn State, we extend our heartfelt condolences to friends and family of Joseph Bernardo during this time of tremendous sorrow," Penn State spokeswoman Lisa Powers said.

According to the Federal Aviation Administration, the plane departed from University Park Airport. A C172 that departed at 12:41 p.m. was listed as being registered to State College-based flying club Psyfliers.

Emergency responders were dispatched when a caller reported seeing a low-flying plane crash near the top of Sandy Ridge Mountain, as well as hearing an explosion.

Mountain Top Fire Company was first on the scene and commanded the response, joined by multiple fire and EMS companies from Centre, Clearfield and Blair counties, as well as state police. Crews worked in the heavily wooded area throughout the afternoon and into Wednesday night.

The FAA is investigating and the National Transportation Safety Board will determine a probable cause of the crash.

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


A Cessna C172 aircraft crashed into the side of Sandy Ridge Mountain in Taylor Township around 1 p.m. Wednesday, the Federal Aviation Administration confirmed.

The Federal Aviation Administration said the plane took off from University Park Airport.

Daniel Christine Jr. said his parents, Kay and Daniel Christine Sr., were the ones who heard the plane crash from their home on Mountain Road and called 911. 

“My parents heard a plane that sounded like it was having issues, then heard it crash into the mountain with a loud bang,” he said.

Because of the heavy fog that afternoon, Christine Jr. said his parents mostly heard, rather than saw the crash.

Christine Jr. and his father then helped lead state troopers up the dirt road to get to the crash site, where he said they could see flames and debris.

The Centre County deputy coroner was called to the scene, but the number of fatalities has not yet been confirmed.

The area in which the plane crashed was heavily wooded, and rescue crews needed to use all-terrain vehicles to reach the site, firefighters on the scene confirmed. They also used a drone to help pinpoint the location.

Mountain Top Fire Company assumed command, while Columbia, Bald Eagle, Neptune, Philipsburg and Port Matilda also responded, along with state police and EMS.

State police said the investigation has been handed over to the FAA, which will determine the cause of the crash.

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









PsyFliers —
July 30, 2018 

We're currently 11 members sharing use of a 1977 Cessna 172N. The aircraft is meticulously maintained by Gullwing Aviation at Mifflin Airport. It has recent avionics - including an IFR-certified, WAAS (precisie) GPS with moving map, an ADS-B out transponder that provides in-flight weather and traffic information and connects to pilot's electric flight bag devices (e.g., iPads). As of summer 2018, we are equipped with a new Garmin autopilot and Garmin glass-panel instruments. The aircraft itself has an upgraded engine from the stock C172N, increasing useful capacity by 100lbs. The engine is very regularly monitored via oil and oil filter analyses, compression checks, and annual inspections.  Scheduling works via a website and is quite flexible. We are financially responsible and careful, we have savings to account for future maintenance, and members are insured to fly.  Most importantly, we're fun and friendly!
PsyFliers

SANDY RIDGE, Pennsylvania — 

UPDATE 3: The Federal Aviation Administration has released the following statement:

A Cessna C172 aircraft crashed in the vicinity of Sandy Ridge Mountain in Rush Township, Pennsylvania,  about 1 p.m. today. The aircraft took off from University Park Airport in State College, Pennsylvania.  Check with local authorities for information about the condition of the two people on board. The Federal Aviation Administration will investigate and the National Transportation Safety Board will determine the probable cause of the accident.

UPDATE 2: Officials say a resident witnessed a low flying plane descending over an area made up of mostly state game land.

The Mountaintop Fire Chief Timothy Sharpless says the resident thought they heard an explosion moments after seeing the plane.

Numerous fire and rescue crews throughout the area responded to the scene.

The Centre County coroner arrived after crews located the plane and was taken to the scene.

the mountaintop fire chief says getting to the scene was a struggle.

“A resident saw a low flying plane, heard what they thought to be an explosion,” Sharpless says. “We were hampered by heavy fog so we weren’t sure if what they were seeing was smoke or fog which hampered any real surveillance to try to locate.”

Sharpless says he suspects there were multiple fatalities.

The Centre County EMA says the investigation has been handed over to the FAA, they will investigate to determine the cause of the crash.

UPDATE 1: Fire officials say the plane has been found. A 6 News crew near the location says the Centre County coroner is on scene.

ORIGINAL STORY: Crews are searching for the scene of a possible single engine plane crash in Centre County, according to the Columbia Fire Company.

According to officials, the reported crash happened Wednesday afternoon in the area of Sandy Ridge.

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







CENTRE COUNTY, Pennsylvania -- The Coroner has been called to the scene of a plane crash in Centre County.

Officials have confirmed that at least one person is dead near Taylor Township.

State Police in Rockview began searching for the small plane between Sandy Ridge and the Bald Eagle area around 1 p.m.

Story and video ➤ https://www.wearecentralpa.com