Sunday, November 03, 2019

Fuel Exhaustion: Cessna T337D Turbo Super Skymaster, N337J; accident occurred July 07, 2017 near Greenwood County Airport (KGRD), South Carolina


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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Charlotte, South Carolina
Continental Motors; Mobile, Alabama
Textron; Kansas City, Kansas

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

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

http://registry.faa.gov/N337J


Location: Greenwood, SC
Accident Number: ERA17LA235
Date & Time: 07/07/2017, 0735 EDT
Registration: N337J
Aircraft: CESSNA T337
Aircraft Damage:Substantial 
Defining Event: Fuel exhaustion
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Instructional 

On July 7, 2017, about 0735 eastern daylight time, a Cessna T337D, N337J, was substantially damaged during a forced landing near Greenwood County Airport (GRD), Greenwood, South Carolina. The flight instructor and a private pilot sustained minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local instructional flight. The airplane was operated under the provisions of 14 Code of Federal Regulations Part 91.

The flight instructor stated that the purpose of the flight was for the single-engine rated private pilot (student) to become familiar with the accident airplane as he worked toward an instrument rating. The private pilot performed the preflight inspection with no anomalies noted. The flight instructor stated that their inspection of the fuel tanks revealed that they were ¾ full, which they verified on the airplane's fuel gauges. The student stated that during the preflight inspection they did not visually check the fuel tanks but noted that the fuel gages read between ½ and ¾ full. The engine run-up was normal and they departed from runway 27.

After departure, they practiced maneuvers uneventfully for about 30 minutes and then performed one aerodynamic stall. After practicing the stall, the front engine started to surge from high power to low power and then lost all power. The flight instructor told the pilot to turn back to the airport and fly to the runway while he looked in the emergency checklist for the engine-out procedure. The rear engine was still operating normally at the time. The flight instructor turned the fuel boost pump on, switched the fuel tank from main to auxiliary, and then back to main in an attempt to restore power to the front engine, to no avail. He recalled that sometime during the flight back to the airport, the rear engine also experienced a total loss of power. The airplane was too low to reach the runway, and the pilot transferred control to the flight instructor, who performed a forced landing into trees.

Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that the airplane came to rest on its right side. The right wing separated from the fuselage and was found inverted on the fuselage. The left wing and strut were still attached to the fuselage. A fuel sample was taken from the left wing auxiliary sump and found to be blue in color and absent of visible debris. The right-wing fuel tanks were not accessible. The salvage crew that removed the airplane from the accident site, stated to the FAA inspector that they removed 6 gallons of fuel in the left wing and no fuel was in the right wing. The FAA inspector further stated there was no smell of fuel at the accident site. Both wings had impact marks consistent with hitting trees. The front and rear engine propellers did not exhibit rotational scoring. The landing gear were extended.

Examination of both engines revealed evidence of any preaccident mechanical malfunctions or failures that would have precluded normal operation. The four-main fuel tank fuel quantity sender units were removed and tested with an ohm meter. In the empty position, the left outboard fuel sender had a resistance valve equal to an approximately half-full reading. The left and right inboard fuel senders had a resistance valve equal to an approximately full tank reading. The right outboard fuel sender unit displayed inconsistent resistance readings throughout its range of travel.

The airplane was equipped with a main fuel tank in each wing and an auxiliary fuel tank in each wing, which combined held a total of 131 gallons of fuel, with 128 gallons of useable fuel, and 3 gallons of unusable fuel. Each main fuel tank was comprised of two metal tanks, one outboard of the other, connected with hoses. Fuel automatically flowed from the outboard tank to the inboard tank through the hoses via gravity.

Each main fuel tank was equipped with two float-type fuel level sender units, one in the outboard tank and one in the inboard tank. The two sender units were connected electrically in parallel to a fuel quantity gage in the cockpit.

On November 29, 1999, the airframe manufacturer released mandatory Service Bulletin MEB99-21, which was applicable several models of airplane including the accident airplane . The purpose of the service bulletin was, "To inspect the Stewart Warner manufactured fuel quantity indicating system for verification that each fuel tank quantity gauge indicates empty when the fuel tank contains only unusable fuel and indicates full when the fuel tank is full." The service bulletin dictated that an initial inspection be completed within 100 hours of operation or 12 months, whichever occurred first, and should subsequent reoccur every 12 months.

The airplane's most recent annual inspection was completed on February 24, 2017 at 2,591 total airframe flight hours. Review of the airplane's maintenance logbooks revealed no evidence that MEB99-21 had been complied with.



Flight Instructor Information

Certificate: Airline Transport; Flight Instructor
Age: 42, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 05/25/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 06/21/2017
Flight Time: (Estimated) 9472 hours (Total, all aircraft), 8.4 hours (Total, this make and model), 7932 hours (Pilot In Command, all aircraft), 34 hours (Last 90 days, all aircraft), 18 hours (Last 30 days, all aircraft)

Pilot Information

Certificate:Private 
Age: 22, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s):None 
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 04/24/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 08/06/2016
Flight Time:   (Estimated) 61.9 hours (Total, all aircraft), 0 hours (Total, this make and model), 31.9 hours (Pilot In Command, all aircraft)



Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N337J
Model/Series: T337 D
Aircraft Category: Airplane
Year of Manufacture: 1968
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 337-1017
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 02/24/2017, Annual
Certified Max Gross Wt.: 4400 lbs
Time Since Last Inspection:
Engines: 2 Reciprocating
Airframe Total Time: 2591.2 Hours as of last inspection
Engine Manufacturer: Continental
ELT: C91 installed, not activated
Engine Model/Series: IO-360
Registered Owner: On file
Rated Power: 300 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: KGRD, 631 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 0735 EDT
Direction from Accident Site: 266°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: 
Wind Direction: 250°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.06 inches Hg
Temperature/Dew Point: 23°C / 20°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Greenwood, SC (GRD)
Type of Flight Plan Filed: None
Destination: Greenwood, SC (GRD)
Type of Clearance: None
Departure Time: 0700 EDT
Type of Airspace: Class E

Airport Information

Airport: GREENWOOD COUNTY (GRD)
Runway Surface Type: Asphalt
Airport Elevation: 631 ft
Runway Surface Condition: Dry
Runway Used: 27
IFR Approach: None
Runway Length/Width: 5001 ft / 100 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 2 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude: 34.250000, -82.143611 (est)

BASE: Fatal accident occurred November 02, 2019 in Jurupa Valley, Riverside County, California

CAL FIRE Riverside

Skydiver Fatality in Jurupa Valley RPT: 7:26 A.M.:  
At the Riverside Quarry near Sierra Avenue and 30th. 1 confirmed fatality. 1 ENG, 1 MEDSQ. 



A parachutist believed to have been attempting a BASE jump was found dead Sunday morning at the Riverside Quarry in Jurupa Valley, authorities said.

Riverside County Sheriff’s deputies and Cal Fire/Riverside County firefighters were called to the quarry near Sierra Avenue and 30th Street shortly before 7:30 a.m., where a man with a parachute was found, Sheriff’s Deputy Mike Vasquez said.

“It appears the individual was BASE jumping,” Vasquez said of the early investigation that continued Sunday morning.

It was believed he jumped Saturday evening, rather than Sunday, when he was found by a person who reported it to authorities, Vasquez said.

Cal Fire confirmed the death. The identity of the man was being withheld until relatives are notified.

The acronym for BASE jumping stands for the kinds of fixed platforms used in the practice of jumping from them and using a parachute: building, antenna, span or earth — the last can include cliffs or rock overhangs.

Due to fatalities and injuries associated with the practice, many local governments have made BASE jumping illegal, and it is also banned in National Parks.

The location of the Sunday incident is called Riverside Quarry on maps and in more recent articles about the spot. It is the site of the long-abandoned Jensen Quarry, and until recently was a popular spot for rock climbers.

It was temporarily closed to climbing in August of this year because of a home and park development in the quarry area.

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

Aerodynamic Stall / Spin: Piper PA-28-180, N9427J; accident occured July 04, 2017 near Fernando Luis Ribas Dominicci Airport (SIG), San Juan, Puerto Rico

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; San Juan, Puerto Rico

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


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

http://registry.faa.gov/N9427J

Location: San Juan, PR
Accident Number: ERA17LA227
Date & Time: 07/04/2017, 1721 ADT
Registration: N9427J
Aircraft: PIPER PA28
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 4 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 4, 2017, at 1721 Atlantic daylight time, a Piper PA28-180, N9427J, operated by Horizon Aviation, was substantially damaged when it impacted the San Antonio Canal shortly after takeoff from Fernando Luis Ribas Dominicci Airport (SIG), San Juan, Puerto Rico. The private pilot and three passengers were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to the pilot, the purpose of the flight was to fly to a designated practice area, and return. Prior to the flight, the airplane was fueled. The pilot also calculated the weight and balance, performed a preflight inspection of the airplane and an engine run-up, with no issues noted.

During the takeoff roll on runway 9, the engine instruments were "in the green" and the engine developed full power. During the initial climb at an altitude of about 250 ft above ground level, the engine started to run rough and lose power. The engine did not respond to throttle inputs. The pilot informed the air traffic control tower that he intended to return and land on runway 27. As the airplane flew toward a marina, the pilot recalled seeing people on the ground and wanted to avoid them. He did not recall the remainder of the accident sequence.

One of the passengers was also a certificated pilot. He stated that the takeoff roll was normal, he observed the airspeed indicator at 60 knots, and liftoff was normal. The pilot flying then reported the engine was rough and radioed the control tower to request to return to runway 27. The passenger estimated the altitude to be around 200 to 300 ft at that time and he also noticed the engine roughness and loss of power, accompanied by vibrations. He stated that the pilot tried hard to avoid people on the ground. As the pilot was turning left, the passenger observed that the airplane was losing airspeed, and he saw the stall warning light flashing and he called out to the pilot "airspeed" a few times. He then recalled the airplane in a stall/spin attitude.

A witness located at the marina recorded a portion of the flight on a video camera. A review of the recording revealed that about 20 seconds before impact, the airplane was flying relatively level in an easterly direction, for about 5 seconds, before being obscured by a water drop on the camera lens. About 7 seconds later, the airplane was visible again and on a southerly heading, toward the camera, in a left descending turn. The airplane's bank angle increased to about 90° left wing down, before it impacted the canal.

The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. His most recent first-class medical certificate was issued on October 9, 2012. Review of the pilot's logbook revealed that he had accrued a total flight experience of about 142 hours. His previous flight was on April 10, 2017, which was a "rental check" in the accident airplane.

Review of the airplane's maintenance records revealed that the most recent 100-hour inspection was performed on March 25, 2017, about 90 hours prior to the accident. Additionally, the most recent annual inspection was completed on July 19, 2016, about 193 hours prior to the accident. The engine had accrued a total of 4,233 hours since new, and 937 hours since overhaul.

Initial examination of the airplane by a Federal Aviation Administrator (FAA) inspector revealed that left wing was separated from the fuselage at the root, the right wing was partially separated at the root. The empennage was crushed in several locations, the left stabilator was partially separated and bent upward about 90° at its root.

The throttle and mixture controls were found in the full-forward position, the carburetor heat control was in the off position. The fuel selector handle was in the right tank position, the electric fuel pump switch was in the "on" position. Both fuel caps were secure with their seals intact.

The engine was drained of sea water, oil, and sediment for examination by an FAA inspector. The inspector removed the spark plugs and did not observe any wear or damage. The carburetor was removed from engine and no damage was noted. The inspector was able to rotate the propeller and obtain compression on all cylinders. The examination did not reveal any preimpact anomalies.

An on-board video recording and the witness video recording were forwarded to the National Transportation Safety Board Vehicle Recorder Laboratory, Washington, DC. Review of the onboard video revealed that the airplane lifted off about 35.2 seconds elapsed time (all times are elapsed times). At 1:16.3, the airplane rolled slightly right. Between 1:18.7 and 1:19.7, the engine noise decreased. At 1:20.0, the airplane rolled level and the engine noise further decreased between 1:27.2 and 1:30.1. At 1:30.8, the airplane began to bank left. At 1:34.9, the airplane was in a descending left bank turn. Between 1:34.0 and 1:36.6, there was a momentary increase in background noise, consistent with an increase in engine noise. Between 1:36.8 and 1:37.7, the background noise decreased slightly, and remained at the same levels between 1:36.6 and 1:44.3. The sound of impact was recorded at 1:44.6.

A sound spectrum study of the onboard video revealed that engine rpm was at 2,265 for about 7 seconds as the airplane was in the right bank. It then decreased to 1,980 rpm and the airplane began to bank left. The rpm momentarily increased to 2,292 about 5 seconds later, followed by a momentary decrease to 1,950, but remained stable between 2,373 to 2,451 rpm for about 6 seconds leading up to impact.

The recorded weather at SIG, at 1729, was: wind from 070° at 14 knots; visibility 8 miles; thin scattered clouds at 3,500 ft; scattered clouds at 8,000 ft; temperature 29° C; dew point 25° C; altimeter 30.01 inches of mercury.

Review of an FAA Carburetor Icing Chart for the given temperature and dew point revealed "Icing (glide and cruise power)."

Pilot Information

Certificate: Private
Age: 26, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 10/09/2012
Occupational Pilot:No 
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 142 hours (Total, all aircraft), 50 hours (Total, this make and model), 64 hours (Pilot In Command, all aircraft), 1 hours (Last 90 days, all aircraft), 0 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N9427J
Model/Series: PA28 180
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28-3538
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 03/25/2017, 100 Hour
Certified Max Gross Wt.: 2400 lbs
Time Since Last Inspection: 90 Hours
Engines: 1 Reciprocating
Airframe Total Time: 4323 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT: Installed
Engine Model/Series: O-360-A3A
Registered Owner: LATITUDE AVIATION LLC
Rated Power: 180 hp
Operator: Horizon Aviation
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: TJIG, 10 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 1729 ADT
Direction from Accident Site: 260°
Lowest Cloud Condition: Scattered / 3500 ft agl
Visibility:  8 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 14 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 70°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.01 inches Hg
Temperature/Dew Point: 29°C / 25°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: San Juan, PR (SIG)
Type of Flight Plan Filed: None
Destination: San Juan, PR (SIG)
Type of Clearance: VFR
Departure Time: 1720 ADT
Type of Airspace: Class D

Airport Information

Airport: FERNANDO LUIS RIBAS DOMINICCI (SIG)
Runway Surface Type: Asphalt
Airport Elevation: 9 ft
Runway Surface Condition: Dry
Runway Used: 09
IFR Approach: None
Runway Length/Width: 5539 ft / 100 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 3 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 4 None
Latitude, Longitude: 18.458333, -66.089444 (est)

Cessna 150K, N6001G: Incident occurred November 03, 2019 near Chicago Executive Airport (KPWK), Cook County, Illinois

Federal Aviation Administration / Flight Standards District Office; Greater Chicago

Aircraft experienced engine problems and landed on a golf course.

N6001G LLC

https://registry.faa.gov/N6001G


Date: 03-NOV-19
Time: 20:32:00Z
Regis#: N6001G
Aircraft Make: CESSNA
Aircraft Model: 150
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: INSTRUCTION
Flight Phase: UNKNOWN (UNK)
Operation: 91
City: WHEELING
State: ILLINOIS



Police and firefighter/paramedics from Glenview responded about 2:39 p.m. Sunday November 3, 2019 to a report of an emergency landing involving a private aircraft at The Glen Club, 2901 West Lake Avenue. The aircraft pilot made the emergency landing on the golf course near the 13th hole, which is near the middle west area or northwest area of the golf course. The pilot was outside the aircraft before firefighter/paramedics arrived.

Firefighters reported the aircraft was located about 300 yards from the intersection of Monterey Drive and Lake Avenue. Glenview Fire Department Battalion Chief 6 reported a lot of people standing around the aircraft. Firefighters first reached the aircraft with an ATV. Firefighters on the scene reported the pilot said the aircraft either ran out of fuel or had some time fuel problem or engine problem with the aircraft.

The Glen Club golf course is located just west of the The Glen Town Center shopping center.

Ironically the site is located where runways once existed. In 1995, the Glenview Naval Air Station was closed as part of a Base Realignment and Closure military restructuring process, and “The Glen” — including The Glen Town Center, walking and biking trails, two golf courses, the Glenview Park District Park Center, the Kohl Children’s Museum, Attea Middle School, and the North Glenview Metra station — was built. A firefighter training site, known as NIPSTA (Northeastern Illinois Public Safety Training Academy) is also located nearby to the north.

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




GLENVIEW, Illinois (WLS) -- A plane was forced to make an emergency landing at a north suburban golf club Sunday afternoon.

The Cessna 150K landed near the 13th hole on The Glen Club golf course in Glenview.

According to the Federal Aviation Administration, the plane had two passengers when it landed at the golf club Sunday shortly after 2:30 p.m. The pilot had reported engine trouble, the FAA said.

Authorities said no injuries have been reported in the emergency landing.

Christie Pasch, manager of The Glen Club, said golfers were at a nearby hole at the time of the landing. She said she was told the the plane was carrying a pilot and a student.

Pasch said the plane reportedly was coming from and to Chicago Executive Airport.

The landing didn't pose any danger to other golfers or cause any damage to the golf course.

The plane is expected to be towed away.

The FAA will investigate the cause of the emergency landing.

Story and video ➤ https://abc7chicago.com






GLENVIEW, Illinois (CBS) — A small plane made an emergency landing on a golf course in Glenview Sunday afternoon, officials said.

The plane landed sometime before 3 p.m. at The Glen Club, at 2901 W. Lake Avenue.

“So we were on 13 ready to tee off when this plane comes hovering over our head – just missed the tree; obviously the engine was off. Just missed the tree and then did a nice landing. Nobody was injured. So I called it in right away,” said golfer Dave Cederberg “It was pretty scary though – just flew right over our heads.”

A law enforcement official told CBS 2’s Steven Graves it was an emergency landing, but the reason behind the landing was not immediately learned.

The general manager of The Glen Club said she’d heard the plane took off from Chicago Executive Airport in Wheeling, and the pilot was a training student who was supposed to go back to the airport. No golfers were on Hole 13 when the plane landed there, she said.

No one was injured and the plane was not damaged. A golf shop worker said the fire department responded to the plane on golf carts.

Original article ➤ https://chicago.cbslocal.com

Remote Control Glider: Fatal accident occurred November 02, 2019 in Pingtung County, Taiwan




The co-owner of local seafood chain Lure Fish House was arrested in Taiwan after his remote-controlled glider struck and killed a woman.

The accident happened Saturday as David Cortina, 57, was visiting Taiwan to participate in a World Air Sports Federation remote-controlled glider competition.

According to a report in the English-language Taiwan News, Cortina was flying his glider at a park on the southeast coast when it came down about half a kilometer from the competition site and fatally hit a 36-year-old woman in the head as she held her son. Her son suffered a minor cut, according to Taiwan News.

Cortina was arrested and questioned and has since been released from police custody after posting $6,500 bail, according to the Taiwan News report. He remains in Taiwan after handing over his passport and travel documents.

In a brief phone interview with The Star on Wednesday evening, Cortina said he is doing what he can to help in the aftermath of the accident.

“We’re so focused on the family, that’s all that really matters at this point,” Cortina told The Star.

In a written statement issued later, he said:

“We are consumed with immense sadness and grief over this tragic accident and are fully cooperating with Taiwanese authorities. At the moment, our primary focus is supporting the family as they mourn this terrible loss. We ask our local community to offer their thoughts and prayers during this difficult time. Out of respect to all involved, we will not be commenting further.”

Lure Fish House opened its first location nine years ago in Camarillo. It later expanded to Ventura, Westlake Village and Santa Barbara. Cortina co-owns the restaurant with his wife, Patricia, according to the restaurant’s alcohol license.

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




"The problem is, of course, with the activity itself in that country, but the main issue is the organizer.

This race is part of the FAI racing program and this location is one of the best in the world for F3F. This is the fourth time a race has been organized in this area and apparently no issue has been raised so far.

The peculiarity of this category is that while in all other categories the presence of the wind does not only help it, it is not only helpful but necessary. The limit in this category is double that of all others. That is, while the threshold for any other wind category is 12m / s here it rises to 25m / s. 

These gliders are almost identical to those of the F3B but much more robust because they are designed to handle much more load. In fact, when there is high wind many times the ballast reaches the limit and the model weighs about 4.5 kg.

The accident did not happen at the time of the test but at the time of landing. After the pilot makes the 10 rounds, he then climbs too high and, after first resting, then plans to land in a specific area designated by the organizer. The race area and the landing area must be clearly defined by the organizer and normally not only visitors but also other participants or organizers or judges are not allowed to access them. Because the organizer in this particular case was and is very experienced I would say he did it again.

The same was the unlucky athlete from America. David C ...... is a member of the US EO and has participated in many World Championships. So does his assistant in this particular case.

From my information it appears that the athlete climbed high after 10 laps to prepare for the landing. I note that many times the landing takes place several minutes after the effort is completed. At this stage and while the model was flying at low speed and low enough (it was in the final) it entered the sun and lost it. After that was done it was uncontrollable. The unfortunate visitor had nothing to do with the event. He may not even have known it. The place was a large public park that attracted many visitors.

Both the athlete and the organizer are not currently in custody. Apparently the race was interrupted.

Put yourself in the position of the athlete. Even if there is no intent (which is certain) even if the sentence is the least, it is not difficult to understand what an abusive psychological state will be after this event.

The insurance coverage that certainly existed on both the organizer and the athlete's side cannot erase the fact.

Authorities have already contacted the FAI and requested specific information.

It has nothing to do with this subject but unfortunately our mentality is most often "there is no way this can happen to me".

Authorities are currently examining the athlete, organizers and park officials to determine what action has been taken.

It's a good idea not to mess with alanas etc because I don't think it matters. The accident can happen to anyone everywhere. Then what do you do?"

There is obviously a procedure to be followed for similar cases. You don't see that in air-modeling the events are limited at least internationally, but at the level of other airports the incidents are much more and unfortunately there are deaths. Then what do you do I do not mention if you are or are involved in an international organization but if you happen on a daily basis even in a model runway. In this particular case what had to be done had been done. Remember that we are dealing with electronic devices and we rely on them. It does not mean that they cannot fail. The point is to be able to prove that you had taken all the necessary steps and what happened was something that surpassed you.

Distance is not the measure that will ensure safety on its own. It's a series of measures. I mention that the responsibility (not just in this case) is mainly on the organizers because they are the ones who know the particularities of each area and those who should take care of what the competitors have to throw away. That's why there are local rules. For this particular case what I mentioned was what I know right now from the reports we have received. Now if there was a signal loss issue and the model besides the sun problem mentioned there was another issue I don't know. Years ago it had become deadly at an airshow in Hungary again with a German participant. His model fell kilometers away and killed a man. In the end, it turned out that despite the existence of a Notam, a military base updated its electronic systems and shut down the model. That is why I say that in such cases you must have done what is humanly possible to avoid the unpleasant.

Because we are concerned with the fact and because such incidents are rare for this reason and there are similar discussions around the world today. How many accidents happen on the road every day? Much more. It obviously does not mean that we should not make our occupation safer.

Antonis Papadopoulos

https://www.aeromodelling.gr

The damaged RC glider.

TAIPEI (Taiwan News) — An American who was piloting a remote-controlled (RC) glider suspected of fatally striking a Taiwanese woman on November 2nd, has been released on bail.

A competition for radio-controlled gliders in Pingtung County’s Kenting went fatally wrong at 4:50 p.m. on November 2nd when a glider controlled by a competitor from the U.S. team hit a 36-year-old woman surnamed Lin in the head, killing her, while she held her two-year-old boy. The glider, which weighed 5 kilograms, also inflicted a minor cut to the boy's neck, according to Hengchun Precinct police.

Lin was part of a tour group from Tainan and had been walking on a wooden path in Kenting's Longpan Park when the glider suddenly fell out of the sky. The site was located 450 meters from the F3F Radio Control Soaring (Slope) World Cup at Longpan Park, leading an expert to suggest that the glider had been thrown off course by a strong wind, UDN reported.

Chen Yi-li, the chief prosecutor at the Pingtung District Prosecutors Office, said that forensic analysis found that Lin had suffered severe trauma to her head, prompting the office to investigate the man for negligent homicide, reported CNA. When the RC glider pilot, identified as David Cortina, 57, was arrested at the scene, he refused to make a formal statement without consulting a lawyer and was held in custody overnight.

At noon on November 3rd, the American Institute in Taiwan (AIT) appointed an attorney for Cortina. At 1 p.m. that day, Hengchun Precinct District prosecutors questioned Cortina, along with Taiwan R/C Slope Glider Association head Tseng Kuo-tung, about the incident, according to the report.

Cortina, a member of the California Team, who had previously participated in an event in Kenting in 2014, said he felt remorse and apologized for the incident that day. After the plane had suddenly disappeared, he said he went searching for it and panicked when he heard that it had struck a passerby.

In the afternoon, Cortina was released on NT$200,000 (US$6,500) bail, and he and Tseng face charges of negligent homicide, reported CNA. Prior to his release, Cortina was required to hand over his passport and travel documents to prevent his departure from the country as he awaits trial.

https://www.taiwannews.com

Other RC gliders from the race.


Taipei, November 3rd   -  An American pilot of remote control gliders was released on NT$200,000 (US$6,700) bail Sunday after being questioned over an accident in which his glider struck a woman during a competition in Pingtung County and killed her.

Chen Yi-li, the chief prosecutor at the Pingtung District Prosecutors Office, said a forensic examination showed that the woman sustained a head injury, leading to the possibility that the American pilot may be liable for negligent homicide.

The pilot, identified as David Cortina, was prohibited by the court from leaving Taiwan, and he was ordered by prosecutors to turn over his passport and travel documents to prevent him from fleeing or hiding.

The accident occurred at 4:50 p.m. Saturday during the F3F Radio Control Soaring (Slope) World Cup at Lungpan Park on the eastern coast of the Hengchun Peninsula.

The aircraft, operated by Cortina, crashed into the 35-year-old mother, who was holding her 2-year-old son as she was walking on a path at the park about 450 meters from the race venue.

The woman fell and immediately lost consciousness after being hit, and she was pronounced dead at the site.

Her 2-year-old son suffered a cut on his neck but was fine otherwise, according to Hengchun Precinct police.

The landing spot was far away from the 100-meter course used to race the gliders. The course was out to sea and along the coast, while the park was well inland.

Cortina, a member of a team from California, participated in a similar race in Kenting in 2014, police said, and when he gave his statement Sunday, he expressed regret and apologized over the matter.

He said the aircraft disappeared suddenly, and as he began to look for it, he heard that it hit someone and led to the person's death.

"Extremely sorry," he said Sunday before getting into a police vehicle, according to police.

Original article can be found here ➤ http://focustaiwan.tw

Cirrus SR22, N608RS: Accident occurred April 04, 2019 at Kissimmee Gateway Airport (KISM), Orlando, Orange County, Florida



























HOURS estimated from logbooks or other information - not guaranteed or warranted.

AIRCRAFT:
2015 Cirrus SR22 N608RS, s/n: 4275

The last Annual inspection was signed off 01/10/19 at ACTT 1,244.9, Hobbs 1401.5

ENGINE:
Continental IO550N68B, s/n: 1031344
The last 100 Hour inspection was signed off 01/10/19 at ETT 1,244.9

PROPELLER: 
Hartzell PHC-J3Y1F-1N, s/n: NJ1194B
The last 100 Hour inspection was signed off 01/10/19 at PTT 1,244.9

EQUIPMENT:  
Reported to be equipped as originally manufactured.

DESCRIPTION OF ACCIDENT:   
On 04/04/19, N608RS was parked on the ramp at Kissimmee, Florida, when it was impacted by a Cessna 172 that broke loose from a tow vehicle. The left lower cowling of the C172 impacted the right horizontal stabilizer of the Cirrus. The C172 spinner then impacted and penetrated the empennage just forward of the horizontal stabilizer. The force at the tail caused the Cirrus (which was chocked but not tied down), to spin 90 degrees and the Cirrus windshield went under the right wing of the C172 which scraped the windshield and adjacent skin.

DESCRIPTION OF DAMAGES:
The damage includes but may not be limited to:
Hole in right empennage;
Left horizontal stabilizer damaged;
Scrape in windshield.

LOCATION OF AIRCRAFT:
Kissimmee Airport, Florida

REMARKS:  
Insurer reserves the right to reject any and all bids;
Salvage is as is/where is;
The posting information is the best to our knowledge;
An inspection of the salvage is highly recommended.

Read more here: http://www.avclaims.com/N608RS.html