Friday, November 20, 2020

Austin, Texas: Did a plane crash near the 360 Bridge? Here’s what happened


AUSTIN (KXAN) — Austin-Travis County EMS responded to reports of a plane crash near the 360 Bridge Thursday afternoon, but it was soon discovered the plane was just landing in the water.

At 5 p.m., ATCEMS said it sent personnel out to the scene after reports of a “small plane in the water.”

Shortly afterward, ATCEMS downgraded the incident after bystanders said it appeared the plane was designed to land on the water and wasn’t in trouble.

The plane took off again, and ATCEMS personnel cleared the scene, the agency said.

The Austin Police Department explained it was a seaplane that made a landing and took off shortly afterward. Video captured after the incident shows a calmer scene at the bridge.

When asked if it’s legal to land in that area of Lake Austin, APD said it is.

Loss of Control on Ground: Mitsubishi Mu-2B-40, N425GZ; accident occurred January 29, 2020 at Flying Feathers Airport (11Y), Chilton, Calumet County, Wisconsin










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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin
Hartzell Propeller Inc; Piqua, Ohio
Honeywell Aerospace; Phoenix, Arizona
Mitsubishi Heavy Industries America Inc; Dallas, Texas

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

https://registry.faa.gov/N425GZ


Location: Chilton, Wisconsin 
Accident Number: CEN20LA125
Date & Time: January 29, 2020, 09:00 Local
Registration: N425GZ
Aircraft: Mitsubishi MU 2B-40 
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

On January 29, 2020, about 0900 central standard time, a Mitsubishi MU-2B-40 airplane, N425GZ, was substantially damaged when it was involved in an accident at Flying Feathers Airport (11Y), Chilton, Wisconsin. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The National Transportation Safety Board (NTSB) was informed of the accident on March 12, 2020, by the airframe manufacturer; it was not reported to the NTSB by the pilot. The pilot stated that while landing at his private turf airstrip, the airplane yawed left and the right wing was substantially damaged when it contacted the ground.

Pilot Information

Certificate: Airline transport 
Age: 48,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter 
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Class 1 With waivers/limitations 
Last FAA Medical Exam: February 20, 2020
Occupational Pilot: Yes 
Last Flight Review or Equivalent: December 14, 2019
Flight Time: 21000 hours (Total, all aircraft), 93 hours (Total, this make and model), 53 hours (Last 90 days, all aircraft), 27 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft) On December 14, 2019, the pilot completed an initial MU-2 training course, which included 14.9 flight hours and 20 hours of ground training as required 14 CFR Part 91 Subpart N.

Aircraft and Owner/Operator Information

Aircraft Make: Mitsubishi 
Registration: N425GZ
Model/Series: MU 2B-40 
Aircraft Category: Airplane
Year of Manufacture: 1980
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 425 S.A.
Landing Gear Type: Retractable - Tricycle
Seats:
Date/Type of Last Inspection: August 9, 2019 100 hour 
Certified Max Gross Wt.: 11500 lbs
Time Since Last Inspection: 49 Hrs 
Engines: 2 Turbo prop
Airframe Total Time: 4723 Hrs at time of accident
Engine Manufacturer: Honeywell
ELT: Installed, not activated 
Engine Model/Series: TPE-33110511M
Registered Owner: 
Rated Power: 940 Horsepower
Operator: On file 
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KOSH,782 ft msl 
Distance from Accident Site: 16 Nautical Miles
Observation Time: 08:53 Local 
Direction from Accident Site: 254°
Lowest Cloud Condition:
Visibility: 10 miles
Lowest Ceiling: Overcast / 2800 ft AGL 
Visibility (RVR):
Wind Speed/Gusts: / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.2 inches Hg
Temperature/Dew Point: -4°C / -8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: New Holstein, WI (8D1 )
Type of Flight Plan Filed: None
Destination: Chilton, WI (11Y )
Type of Clearance: None
Departure Time: 
Type of Airspace: Class G

Airport Information

Airport: Flying Feathers 11Y
Runway Surface Type: Grass/turf
Airport Elevation: 940 ft msl
Runway Surface Condition: Dry
Runway Used: 18 
IFR Approach: None
Runway Length/Width: 2500 ft / 85 ft
VFR Approach/Landing: Full stop

According to the pilot, the turf runway was 2,500 ft x 85 ft; publicly available information indicated the turf runway was 1,000 x 60 ft.

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 44.061111,-88.194999(est)

An examination of the airplane, which included engine rigging, propellers, and flight control continuity, did not reveal an anomaly that would have resulted in a directional control issue. 

Additional Information 

The flight manual contained landing distance information for a dry, hard surface runway. Landing distance information for a turf runway was not available to the pilot. Investigators calculated airplane landing performance based on ambient temperature, calm wind, zero runway slope, an airplane weight of 500 lbs above empty weight, flaps at 20 deg;, and no use of reverse thrust. Estimated landing distance over a 50 ft obstacle and ground roll were 2,500 and 1,500 ft, respectively. The airplane manufacturer estimated the landing distance over a 50 ft obstacle and ground roll for a turf (or wet) runway to be about 4,250 and 3,250 ft, respectively. The pilot did not respond to requests for additional information, such as expected landing distance, runway braking condition, touchdown location, actions taken after touchdown, and where the airplane departed the runway surface.

Loss of Engine Power (Total): Cessna 150L, N19524; accident occurred January 30, 2020 at Big Lake Airport (PAGQ), Alaska

Aviation Accident Final Report - National Transportation Safety Board

 



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


Location: Big Lake, Alaska 
Accident Number: ANC20CA016
Date & Time: January 30, 2020
Registration: N19524
Aircraft: Cessna 150 
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total) 
Injuries: 2 None
Flight Conducted Under: Part 91: General aviation - Personal

Pilot Information

Certificate: Private 
Age: 40,Male
Airplane Rating(s): Single-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: 3-point
Instrument Rating(s): None 
Second Pilot Present: Yes
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Class 3 Without waivers/limitations
Last FAA Medical Exam: July 12, 2019
Occupational Pilot: No
Last Flight Review or Equivalent: May 9, 2018
Flight Time: 517.2 hours (Total, all aircraft), 187.6 hours (Total, this make and model), 404.6 hours (Pilot In Command, all aircraft), 48.2 hours (Last 90 days, all aircraft), 17.7 hours (Last 30 days, all aircraft), 4 hours (Last 24 hours, all aircraft)

Passenger Information

Certificate: 
Age:
Airplane Rating(s):
Seat Occupied: Right
Other Aircraft Rating(s): 
Restraint Used: 3-point
Instrument Rating(s): 
Second Pilot Present: Yes
Instructor Rating(s): 
Toxicology Performed: No
Medical Certification:
Last FAA Medical Exam:
Occupational Pilot:
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 
Registration: N19524
Model/Series: 150 L 
Aircraft Category: Airplane
Year of Manufacture: 1973
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 15074469
Landing Gear Type: Tricycle 
Seats: 2
Date/Type of Last Inspection: March 27, 2019 Annual 
Certified Max Gross Wt.: 1601 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 2798.3 Hrs at time of accident
Engine Manufacturer: Continental
ELT: C91 installed, not activated
Engine Model/Series: O-200
Registered Owner: 
Rated Power: 100 Horsepower
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: PAWS,354 ft msl
Distance from Accident Site: 9 Nautical Miles
Observation Time: 01:56 Local 
Direction from Accident Site: 74°
Lowest Cloud Condition: Scattered / 12000 ft AGL 
Visibility: 10 miles
Lowest Ceiling: Visibility (RVR):
Wind Speed/Gusts: /
Turbulence Type Forecast/Actual:  /
Wind Direction: Turbulence Severity
Forecast/Actual:  /
Altimeter Setting: 29.03 inches Hg
Temperature/Dew Point: -11°C / -13°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Talkeetna, AK (PATK)
Type of Flight Plan Filed: None
Destination: Big Lake, AK (PAGQ)
Type of Clearance: None
Departure Time: 
Type of Airspace: Class G

Airport Information

Airport: Big Lake BGQ 
Runway Surface Type: Gravel
Airport Elevation: 157 ft msl 
Runway Surface Condition: Unknown
Runway Used: 07 IFR 
Approach: None
Runway Length/Width: 2450 ft / 70 ft
VFR Approach/Landing: Forced landing;Straight-in

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 61.534168,-149.827774(est)

Federal Aviation Administration reopens its analysis of planned wind farm in Botetourt County, Virginia

The Federal Aviation Administration has reopened its analysis of whether wind turbines up to 680 feet tall atop a Botetourt County mountain would interfere with passing aircraft.

After completing a review in August, the FAA found no hazard. But since then, the agency has determined that not all government officials or public airport owners were notified of a public comment period.

Last month, the public comment period was reopened. The FAA will receive input through Sunday before making a second determination.

“The FAA will consider all comments received and will not predetermine or speculate about the outcome,” a spokesperson wrote in an email this week.

Following the FAA’s approval in August, the Virginia Department of Environmental Quality issued the last needed permit for Apex Clean Energy to build up to 22 wind turbines atop North Mountain in a remote part of the county.

Construction has not started but is anticipated to begin this winter and be completed next year, Apex spokeswoman Natasha Montague said Friday.

Montague said an administrative error led to the reopened analysis, and Apex expects to receive an updated finding of no hazard from the FAA shortly.

A key stakeholder in the process is the Department of Defense, which has a training route in the area for low-flying military jets. “We successfully came to an agreement with them in May that taller turbines on the property will have no impact on their training through the airspace,” Montague wrote in an email.

When the wind farm was first proposed in 2015, plans called for 25 turbines at a height of up to 550 feet. Changes in technology later allowed for fewer turbines, but at a greater height.

As the first on-shore wind farm in Virginia, Rocky Forge Wind will provide electricity to the state government, helping it to reach a goal of using renewable sources for at least 30% of the power consumed by its agencies and executive branch by 2022.

Although opponents have said the turbines will be unsightly, noisy and harmful to the environment, the FAA’s analysis is limited to air navigation issues. Information on how to comment can be found at https://oeaaa.faa.gov.

Air-Ambulance Company Agrees To Pay $825,000 To Settle Claims For Operating A Helicopter With "Severely Corroded" Parts

DENVER – United States Attorney Jason R. Dunn announced that Air Methods Corporation has agreed to pay $825,000 to settle a civil case alleging that the company violated Federal Aviation Administration (“FAA”) regulations by operating an emergency-services helicopter with severely corroded pitot tubes.

Pitot tubes are components of the pressure measurement system used to determine airspeed.  If a pitot tube is not functioning properly, it can cause the airspeed reflected on a helicopter’s instruments to vary significantly from the actual airspeed, cause the helicopter’s auto-pilot to disengage, and present serious safety concerns.

Air Methods, headquartered in Greenwood Village, Colorado, is the country’s largest air medical transport services provider.  Air Methods provides emergency transportation to trauma victims, and other patients requiring urgent transfers between medical facilities on its fleet of more than 450 helicopters and fixed-wing aircraft. 

Air Methods’ aviation operations are regulated by the FAA, which, as part of its mission to ensure safety, routinely inspects aircraft within its jurisdiction.

The United States contends that on November 4, 2014, an FAA Aviation Safety Inspector inspected an Air Methods helicopter in Tampa, Florida.  During that inspection, the safety inspector noticed that the helicopter’s pitot tubes were severely corroded and crumbling to the touch.  The inspector informed Air Methods and took photographs to document the corrosion. 

When Air Methods showed the photographs to the manufacturer of the helicopter, an employee of the manufacturer responded that the parts were “obviously” outside the scope of what would be considered serviceable to keep a pitot tube in service and recommended replacing the part(s) “as soon as possible.”  Internally, Air Methods’ employees agreed that severely corroded pitot tubes “are way beyond acceptable” and “indicative that our crews are not paying attention.”  Even so, Air Methods continued to operate the helicopter with severely corroded pitot tubes for several more days before replacing the parts.

On November 4, 2019, the United States filed a civil action, United States v. Air Methods Corp., 19-cv-03130-RM-NRN (D. Colo.), seeking to recover civil penalties from Air Methods.  The United States contended that, by operating an air-ambulance helicopter with severely corroded pitot tubes, Air Methods violated FAA “airworthiness” regulations, which require aircraft to be in a condition for safe operation. 

Air Methods has now agreed to pay $825,000 to settle the lawsuit.

“When an FAA safety inspector informs an air-ambulance company about a potential safety issue, the company needs to address it immediately,” said U.S. Attorney Jason Dunn.  “The consequences of not working cooperatively with the FAA to minimize safety risks can be disastrous for the crew and for those being transported while seriously ill or injured. This settlement reflects how seriously we take any regulatory violations that could create such unnecessary risks.”

The claims against Air Methods are allegations, and in agreeing to settle this matter, Air Methods did not admit to any liability.

This case was being handled by Assistant U.S. Attorneys Ian Kellogg and Andrea Wang in the U.S. Attorney’s Office for the District of Colorado.

Tampa Police Department Aviation Unit captures Rescue on Camera


SARASOTA, Florida (WWSB) - A dramatic rescue was caught on camera by Tampa Police after a couple was stranded after a jet ski crash. The couple crashed and ended up in the water for more than two hours before being reported missing by family members at night, The Florida Fish & Wildlife Conservation Commission says.

Watch and listen to the rescue as FWC officers, the Tampa Police Department, and the Tampa Fire Rescue respond immediately and begin searching for the couple.

FWC says The TPD Aviation Unit helicopter located the couple in the water by a bridge. They could see both were alive and wearing their life jackets, but one of the victims was struggling to keep the other person’s head above water.

TPD Aviation led FWC Officer Wilkins to the scene and he brought them on board his vessel to safety.

Cargo business takes off at Thief River Falls Regional Airport (KTVF)


The cargo business is taking off at the Thief River Falls Regional Airport. Manager Joe Hedrick provided an update to the Thief River Falls City Council at its meeting Tuesday, November 17th.

The Thief River Falls Regional Airport Authority is currently in the preliminary design phase for a 50,000 square-foot cargo hangar that would be constructed south of its fuel farm. The hangar would have enough space to park three CRJ-200 aircraft. FedEx and UPS transitioned to those larger aircraft last year. The user or users of the hangar would pay rent.

The Airport Authority has received $5.5 million in bonding bill proceeds for the estimated $7.5 million project. “To my knowledge, if we build a $5.5 million hangar, there would be a zero [local] share,” Hedrick said.

The Airport Authority had initially sought $6.75 million in bonding bill proceeds. “There’s additional funding choices that we have yet to consider,” said Hedrick, who noted the Airport Authority may decrease the size of the hangar. If that were the case, the Airport Authority would then build the hangar with the intention to add on to it in the future.

Construction is expected to begin in mid-summer 2021 with completion targeted for fall 2022.

The current multipurpose hangar won’t be sitting empty. Everybody is knocking on the Airport Authority’s door to obtain space at the multipurpose hangar, said Hedrick, who referred to Denver Air Connection, Textron and the Minnesota Department of Natural Resources as potential tenants.

“We think that we will have full occupancy of the existing multipurpose hangar,” Hedrick said.

Other projects are on the calendar as well. Hedrick reported that it appears the airport has met the threshold to qualify for an 8,000-foot runway. Currently, the airport has a 6,500-foot runway. If the Airport Authority moves forward with the project, the runway will be shifted slightly away from the river and a roadway will need to be relocated.

Work also continues on the master plan update. Hedrick noted the master plan will forecast future plans at the airport with users, aircraft and needs in mind.

The Airport Authority also anticipates replacing the airport’s 50-year-old lighting system next year.

The council approved appointing Scott Waldal to the Airport Authority. The Pennington County Board is also required to approve lay member appointments to the Airport Authority. County Board was expected to consider Waldal’s appointment at its meeting Tuesday, Nov. 24. If both entities approve Waldal’s appointment, he will succeed Nancy Tofte. Waldal currently serves as the chairperson of the Rocksbury Township Board.

Big Money And The Thrill Of Flight: General Aviation In Fredericksburg, Texas, Soars Through Pandemic

A pair of aviators park their plane after a flight over the rolling hills of Fredericksburg.

Gwen Fullbrook stands in front of her new plane — a vintage, 1943 Boeing Stearman, used for training Navy pilots during World War II.

Tony Lombardi is the only county employee at the airport.

Condensation forms on the cockpit window of a Boeing Stearman as it flies over Fredericksburg.

The Hangar Hotel greets arriving aviators as they park next to the runway.


The Hangar Hotel in Fredericksburg relies on traffic at the Gillespie County Airport to make ends meet. When COVID-19 came to Texas and visitors stopped flying into town, the drop off in business took a toll, as marketing manager Kelly Criddle explained.

“End of March into April, May, it was very slow,” she said.

According to her, the hotel usually reaches full capacity over the weekends in a normal year. In the late spring of this year, it was less than half of that.

But the airport’s central location in the Texas Hill Country, along with the runway-adjacent hotel and diner, brought some crucial, long-term guests — contractors with the Texas Forest Service.

“Actually, the timing on it really worked out well for us because we would have 10 to 15 of those guys in house at a time, and some of them stayed for two to three months,” Criddle said. “And they stayed with us throughout the summer, when they were flying out and fighting fires all over the place.”

Back then, Criddle was reluctant to answer a tough question: How long would that lackluster level of business at the hotel be sustainable? But now, she said, there’s a clear path ahead.

“Yeah, I think so, for sure,” she said. “I mean, we hung in there… so we had a stretch where it was very slow, but we did have some of our tried and true, loyal people that bought gift certificates from us, and that kind of kept us going and our morale up.”

And now those tried and true, loyal guests are back, bringing the hotel close to 100% capacity over most weekends, as well as more midweek guests.

The airline sector has been in a bit of a nosedive for the better part of the year, with planes sitting idle in hangars and thousands of employees laid off. But there’s more to the aviation industry than airlines. While one sector crashed, general aviation took off.

Tony Lombardi is the airport manager at the Gillespie County Airport in Fredericksburg. He’s actually the only county employee at this municipally owned airport, and his job isn’t always glamorous.

“A helicopter took off last night, and basically threw a bunch of grass out there,” he said, gesturing towards an area with a couple dozen parked planes. “And I had to come out here and clean off the apron, to make it look nice.”

That attention to detail has paid off. Lombardi explained that general aviators notice a well-kept airport. They return, and bring friends. With that growth comes development. What used to be an unmanned landing strip with about five buildings has expanded to a frequently used runway with about 30 buildings, including a convention center, a diner and a hotel.

“And we’ve had a $1.65 million capital improvement project done since I’ve been in the seat,” he said.

The airport took a brief hit back in the spring, but business is back.

“I mean, I’m gonna tell you last year, the (fixed base operation) — the Fredericksburg FBO — sold 418,000 gallons of fuel. Okay, record year last year,” he said. “This year, they’re going to sell 380,000 — the second most amount of gallons that they’ve sold in their history.”

And during a pandemic.

The airport gets a good amount of use from visitors, but, according to Tim Lehmberg, executive director of the Gillespie County Economic Development Commission, most of the airport’s aviators are more than just tourists.

“Much of the airport use is… absentee landowners or property owners in Fredericksburg, or full-time residents that have private aircraft that are based at the airport,” he said.

According to a 2018 study by the Texas Department of Transportation, the airport is responsible for over 100 jobs and $13.7 million in revenue. But it’s difficult to capture the full effect it has on the local real estate market. The DOT study did not take into account the people who buy land because of the airport, which is centrally located and well maintained.

According to Lehmberg, about half of all residential properties in the area don’t have homestead exemptions, meaning they’re either used as short-term rentals or as secondary homes for absentee landowners.

“And it’s that group — many of whom are spending serious amounts of money on home sites and homes here throughout the county. And it’s great for our tax base. I mean, it really is,” Lehmberg said. “And the pandemic hadn’t slowed any of that down. I mean, it’s probably accelerated a lot of people’s timetable to get the heck out of wherever it is they are.”

Back in late May, a prospective landowner named Eric Lindberg visited Fredericksburg for that purpose.

“I’ve been a huge fan of Fredericksburg for a long time,” he told TPR outside the Hangar Hotel.

“I live in Dallas most of the time, but we actually managed to come down during a large portion of the quarantine to stay down here at an Airbnb for a month and a half, which is a fantastic way to actually get somewhere that we were able to be outdoors and actually continue to enjoy life through the quarantine,” he said. “I’m looking for ranch property. And so I actually came down for a little combination of tourism, and poking around some remote areas.”

Fredericksburg is attractive to well-to-do tourists and wealthy absentee landowners because it has big pieces of ranch property, boutique shops and wine tasting rooms — far away from the COVID-19 surges of the big cities.

But what is it about the airport, about general aviation that attracts so many people?

“Well, ever since I was a little girl, I’ve been interested in it and always wanted to, but I just never did anything about it,” said flight instructor Gwen Fullbrook, a passionate advocate for general aviation. She’s held educational seminars at the airport with hundreds of students in attendance.

“One day I woke up and said, ‘You’re getting old, you better get on it,’” she said with a smile. “And so I knew I would like it, but I just didn’t know that I would be totally eaten up with it, and quit my job, and do crazy things.”

Judie Mooney is vice president of the local experimental aircraft association and sits on the advisory board for the airport. She said Fullbrook’s flight school and frequent education events have been crucial to the local growth of general aviation.

“I feel like when Gwen has made it available,” she said. “And people now know that, ‘Yes, it’s an attainable thing. We can get our pilot’s license.’ And I think there are people out there that didn’t even realize it was an option. And they’re like, ‘Oh, wow, we can do this.’”

Fullbrook recently purchased a new plane — a vintage, 1943 Boeing Stearman, used for training Navy pilots during World War II. It’s a bright blue and yellow biplane, the kind you might see an old-timey daredevil wingwalk on.

Kris Finkbeiner, who runs a specialized flight school for tailwheel airplanes, took it for a spin. The engine sputtered and then roared as it took to the air, soaring over the rolling hills, dotted with ash junipers and mountain laurels.

People noticed the plane. It’s hard to miss.

As Finkbeiner stepped down from the cockpit, a military veteran walked up to chat with the group. He has deep roots in aviation, he said, and a familial connection to Stearmans.

“My daddy used to fly one,” he said.

Finkbeiner leaned in as Fullbrook and the veteran chatted.

“See this is what happens,” he said. “We get the airplane out, and people show up.”

“I’m telling you, they do,” Mooney chimed in.

The close-knit community, enticing real estate prospects and the thrill of flight have helped Fredericksburg’s general aviation sector soar through a pandemic that has battered most of the industry.

Cessna 172P Skyhawk, N5YX: Accident occurred November 19, 2020 and Incident occurred March 03, 2018

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Albuquerque, New Mexico

Red Arrow Aviation LLC


Location: El Paso, TX 
Accident Number: CEN21LA064
Date & Time: November 19, 2020, 09:47 Local
Registration: N5YX
Aircraft: Cessna 172 
Injuries: 2 None
Flight Conducted Under: Part 91: General aviation - Personal

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N5YX
Model/Series: 172 P
Aircraft Category: Airplane
Amateur Built: No
Operator: 
Operating Certificate(s) Held: Pilot school (141)
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: KELP,3916 ft msl
Observation Time: 09:51 Local
Distance from Accident Site: 0 Nautical Miles
Temperature/Dew Point: 21°C /4°C
Lowest Cloud Condition: 
Wind Speed/Gusts, Direction: 6 knots / , 170°
Lowest Ceiling: 
Visibility: 10 miles
Altimeter Setting: 30.25 inches Hg
Type of Flight Plan Filed: None
Departure Point: Santa Teresa, NM (DNA)
Destination: El Paso, TX

Wreckage and Impact Information

Crew Injuries: 1 None 
Aircraft Damage: Substantial
Passenger Injuries: 1 None 
Aircraft Fire: None
Ground Injuries: Aircraft
Explosion: None
Total Injuries: 2 None 
Latitude, Longitude: 31.807333,-106.37636 (est)

Federal Aviation Administration / Flight Standards District Office; Albuquerque, New Mexico

March 03, 2018:  During touch and go's the aircraft nose gear collapsed and experienced a propeller strike at Dona Ana County International Jetport Airport (KDNA),  Santa Teresa, New Mexico.

Date: 03-MAR-18
Time: 17:15:00Z
Regis#: N5YX
Aircraft Make: CESSNA
Aircraft Model: 172P
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: MANEUVERING (MNV)
Operation: 91
City: SANTA TERESA
State: NEW MEXICO

Loss of Control in Flight: Pitts S-2B Special, N877UP; fatal accident occurred June 27, 2015 at Cameron Memorial Airport (KEZZ), Missouri

Steve O’Berg
























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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Kansas City, Missouri
Lycoming Engines; Williamsport, Pennsylvania 

Investigation Docket - National Transportation Safety Board:


Location: Cameron, Missouri
Accident Number: CEN15FA282
Date & Time: June 27, 2015, 13:53 Local
Registration: N877UP
Aircraft: CHRISTEN INDUSTRIES INC PITTS S2B 
Aircraft Damage: Substantial
Defining Event: Loss of control in flight 
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General aviation - Air race/show

Analysis

The pilot was performing a series of aerobatic flight maneuvers at a low altitude during an airshow. Another airshow pilot, who was familiar with the accident pilot's airshow routine, reported that the accident pilot intended to do a 45-degree knife-edge climb, perform a "Lomcevak" maneuver, and then continue the knife-edge climb. Video recordings taken by persons on the ground showed the airplane in a knife-edge climb. The pilot then entered the Lomcevak maneuver by performing a climbing snap-roll to the left. The airplane pitched nose-down and tumbled two times to the left while descending. Rather than returning to the knife-edge climb, the airplane instead entered a left spin and completed about two and a half revolutions before it impacted the terrain. The video recordings indicated that the engine was operating throughout the flight to ground impact.

A postaccident examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. A review of medical, pathological, and toxicological information revealed no evidence of any medical condition or substance that would have contributed to the pilot's loss of control during performance of aerobatic maneuvers.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain airplane control during a low-level aerobatic flight maneuver.

Findings

Personnel issues Aircraft control - Pilot
Aircraft Angle of attack - Not attained/maintained

Factual Information

History of Flight

Maneuvering-aerobatics Loss of control in flight (Defining event)
Maneuvering-aerobatics Aerodynamic stall/spin
Uncontrolled descent Collision with terr/obj (non-CFIT)

On June 27, 2015, about 1353 central daylight time, a Christen Industries Pitts S-2B, N877UP, sustained substantial damage when it impacted terrain during an aerobatic flight at the Cameron Memorial Airport (EZZ), Cameron, Missouri. The airline transport pilot received fatal injuries. The airplane was registered to and operated by the pilot under the provisions of the 14 Code of Federal Regulations as a Part 91 airshow flight. Day visual meteorological conditions prevailed for the airshow demonstration flight that departed from EZZ about 1340. No flight plan was filed.

The pilot's flight demonstration card used during the airshow indicated that he planned to do 10 aerobatic maneuvers during the flight. For the ninth maneuver, it indicated that he planned to do a Lomcevak maneuver, an advanced aerobatic maneuver. An airshow pilot who was familiar with the accident pilot's airshow routine, reported that the accident pilot intended to do a 45-degree knife-edge climb, perform the Lomcevak maneuver, and then continue the knife-edge climb.

Video recordings taken by persons on the ground showed the airplane flying the planned routines. The eighth aerobatic maneuver was a steep climb maneuver to a near stalled condition that the pilot titled a "chopper (helicopter) pass." After the chopper pass, the airplane entered a dive to gain airspeed. It then flew straight and level for about 5 seconds before doing a course reversal by pulling up into a left climb and then turning back to the right before diving down to gain airspeed. Then it pulled up and flew straight and level for about 4 seconds before entering into about a 30-degree knife-edge climb. During the knife-edge climb, the airplane appeared to enter the Lomcevak maneuver by doing a climbing snaproll to the left. The nose of the airplane pitched down and the airplane tumbled two times to the left while descending. The airplane entered a left spin and completed about two and a half revolutions before it impacted the terrain.

Pilot Information

Certificate: Airline transport 
Age: 50,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Single
Other Aircraft Rating(s): Helicopter 
Restraint Used: 5-point
Instrument Rating(s): Airplane; Helicopter 
Second Pilot Present: No
Instructor Rating(s): Airplane multi-engine; Helicopter; Instrument airplane; Instrument helicopter
Toxicology Performed: Yes
Medical Certification: Class 1 With waivers/limitations
Last FAA Medical Exam: February 15, 2015
Occupational Pilot: Yes 
Last Flight Review or Equivalent:
Flight Time: 11000 hours (Total, all aircraft), 200 hours (Total, this make and model)

The 50-year-old pilot held an airline transport pilot certificate with single-engine land, multi-engine land, helicopter, airplane instrument, and helicopter instrument ratings. He was also an instructor pilot with airplane single-engine, multi-engine, helicopter, airplane instrument, and helicopter instrument instructor ratings. He held a first class medical certificate issued in February 15, 2015. The pilot completed an insurance application on August 25, 2014, that indicated that he had a total of 11,000 flight hours with 200 hours in the accident airplane make and model. The pilot held a Level 3 Statement of Aerobatic Competency from the Federal Aviation Administration for solo aerobatics with a 500 ft base altitude limit in Pitts airplanes. The Level 3 flight evaluation was conducted on May 7, 2015.

Aircraft and Owner/Operator Information

Aircraft Make: CHRISTEN INDUSTRIES INC 
Registration: N877UP
Model/Series: PITTS S-2B
Aircraft Category: Airplane
Year of Manufacture: 1985
Amateur Built: No
Airworthiness Certificate: Experimental (Special)
Serial Number: 5080
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: May 1, 2015 Annual 
Certified Max Gross Wt.: 1700 lbs
Time Since Last Inspection: 13 Hrs
Engines: 1 Reciprocating
Airframe Total Time: 1819 Hrs at time of accident 
Engine Manufacturer: Lycoming
ELT: Installed, activated, did not
aid in locating accident
Engine Model/Series: AEIO-540-D4A5
Registered Owner: Rated Power: 300 Horsepower
Operator: On file 
Operating Certificate(s) Held: None

The airplane was a Christen Industries factory-built, tandem two-seat, experimental single-engine Pitts S-2B biplane manufactured in 1985. It was equipped with a 300-horsepower aerobatic Lycoming AEIO540-D4A5 engine, serial number L-22892-48A. The engine powered a 3-bladed MT propeller. The most recent annual maintenance inspection was conducted on May 1, 2015, with a total aircraft time on 1,806 hours. The airplane had 1,819 total hours at the time of the accident. The engine had a total time of
141.2 hours since the last overhaul.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: MCI
Distance from Accident Site: 33 Nautical Miles
Observation Time: 13:53 Local
Direction from Accident Site: 330°
Lowest Cloud Condition: Scattered / 4600 ft AGL
Visibility 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 5 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: Turbulence Severity
Forecast/Actual:  /
Altimeter Setting: 30.1 inches Hg
Temperature/Dew Point: 26°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Cameron, MO (EZZ ) 
Type of Flight Plan Filed: None
Destination: Cameron, MO (EZZ )
Type of Clearance: None
Departure Time: 13:40 Local 
Type of Airspace:

At 1353, the surface weather observation at Kansas City International Airport (MCI), located 33 nm northwest of EZZ, was: wind variable at 5 kts; visibility 10 miles; sky condition scattered clouds at 4,500 ft; temperature 26 degrees C; dew point 16 degrees C; altimeter 30.10 inches of mercury.

Airport Information

Airport: Cameron Memorial Airport EZZ 
Runway Surface Type: Asphalt
Airport Elevation: 1040 ft msl
Runway Surface Condition: Dry
Runway Used: 35 IFR 
Approach: None 
Runway Length/Width: 4000 ft / 75 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Fatal 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal 
Latitude, Longitude: 39.726665,-94.279167

The airplane impacted the trees and terrain in a shallow nose down attitude with a high vertical descent rate. The engine compartment, fuselage, wings, and empennage exhibited crushing and buckling from the ground impact, but the airplane remained intact. There was no post impact ground fire. The engine compartment exhibited upward crushing, and the leading edges of the wings did not exhibit aft crushing. Flight control continuity was confirmed from all flight control surfaces to their respective cockpit controls. The elevator trim continuity was confirmed from the elevator trim tabs to the elevator trim control.

The engine was shipped to the manufacturer for examination. The examination revealed that the damage to the engine would not preclude an engine run on a test stand. Due to impact damage, the following slaved parts were used during the engine run test: fuel servo, magneto harness, 2 spark plugs, 3 intake pipes, oil supply hoses, fuel supply hoses, oil filter base, fuel pump, and starter support. The engine was installed in an engine test cell for an engine run. The engine was started and operated at the following points: 1) warm up at 1,500 rpm for 5 minutes; 2) run at 1,800 rpm for 5 minutes; 3) run at 2,200 rpm for 5 minutes; 4) magneto check at 2,200 rpm; 5) rated run at 2,700 rpm for 10 minutes; 6) idle run for 5 minutes; and 7) manual acceleration check. The engine passed all points within the prescribed limits of the engine run.

The fuel pump was examined. It displayed significant damage, including several cracks in the body, and separation at the screw-fastened interface between two of the subcomponents, and with two of the screws no longer in their installed position, and others loose. The screws and their mating, threaded holes were examined. None of the screws were broken, but all of them had metallic material present in their lower threads, along with some hardened, blue colored nonmetallic substance consistent with a cured thread locking compound. The mating, internal threads in the pump body were severely stripped.

Additional Information

The Lomcevak is a family of aerobatic flight maneuvers where the aircraft, with almost no forward airspeed, rotates on chosen axes due to gyroscopic precession and torque of the rotating propeller. One type of Lomcevak is an when the pilot follows a knife-edge roll by flipping the airplane end-over-end and into a spin, from which the pilot then recovers control of the airplane.

Medical and Pathological Information

The autopsy of the pilot was performed at the Frontier Forensics Morgue, Kansas City, Missouri, on June 28, 2015. The cause of death was from multiple blunt force injuries sustained in an airplane accident. A Forensic Toxicology Fatal Accident Report was prepared by the FAA Civil Aerospace Medical Institute. No carbon monoxide was detected in the blood (cavity). No ethanol was detected in the vitreous. Azacyclonol was detected in the urine but not detected in the blood (femoral).

Fexofenadine was detected in the urine and the blood (femoral). Ibuprofen was detected in the urine. Fexofenadine is a non-sedating antihistamine available over the counter; it is commonly marketed with the name Allegra. Ibuprofen is a non-steroidal anti-inflammatory medication available over the counter with the names Motrin and Advil.

Tests and Research

The National Transportation Safety Board's (NTSB) Vehicle Recorder Division received three image files containing video and audio that captured the accident. The recorder laboratory correlated the videos to local time and a summary of the flight was made. In brief, the video files showed the aircraft performing aerobatic maneuvers while producing a smoke oil trail throughout the flight.

At 1351:56, the aircraft was straight and leveled as it prepared for its next maneuver two seconds later.

At 1351:58, the aircraft began to climb. The smoke oil trail indicated a constant angle climb. Two seconds later the aircraft rolled left wing down as it continued its constant angle climb.

At 1352:02, the aircraft performed a 360 degree rolling maneuver which resulted in the aircraft tumbling toward the ground. The tumble was similar to an aerobatic maneuver known as the "Lomcevak". At this time, the sound of the engine became faint and the trailing smoke oil began to dissipate.

At 1352:11, the aircraft continued tumbling and smoke oil trails became visible again when the sound of the engine became noticeable again. The sound of the engine and smoke oil trail remained noticeable until impact.

At 1352:12, the aircraft ended its tumble but continued nose down descending toward the ground.

At 1352:13, the sound of the engine ends as the aircraft impacted the ground.