Wednesday, March 24, 2021

New Utah law, inspired in part by Beechcraft A24R Sierra N9798L crash, says pilots must have insurance

ROY — The lawsuit from a 2017 crash of an airplane on 1900 West in Roy lingers on, more than three years after it was filed.

The pilot, apparently, was not insured, leaving Samantha Sandoval — hit in her car in the September 12, 2017, incident while driving along the roadway — traumatized and with bills to pay, according to Utah Rep. Cheryl Acton, a West Jordan Republican.

But in a bid to give victims like Sandoval at least a measure of help going forward, Utah lawmakers this session approved a bill requiring general Utah aviation pilots with airplanes to carry at least $100,000 in liability insurance. Gov. Spencer Cox signed House Bill 77 into law last week and with the action, Utah becomes just the 12th U.S. state with minimum liability insurance or aircraft financial responsibility requirements, according to Acton and U.S. General Accounting Office data.

"I think it's a good improvement," Roy Mayor Bob Dandoy said. Over the years, Roy, which abuts Ogden-Hinckley Airport in Ogden, has been the site of a number of crashes of small aircraft, and leaders in the city are particularly mindful of the issue.

However, the new law isn't a panacea, some say.

The Federal Aviation Administration is mainly concerned with the safety of aircraft and doesn't have rules related to liability in crashes, according to Acton. Thus, it's up to states to craft legislation, and HB 77, motivated by a deadly 2020 crash of a plane in West Jordan that destroyed a home there as well as crashes like the one in Roy, is her effort in that direction.

In the absence of insurance to help in the aftermath of certain plane crashes, victims have to resort to court action, Acton said. And going to court, she went on, "makes it time-consuming and difficult." At the same time, though, she didn't want to put liability requirements too high in HB 77 and make insurance costs overly burdensome for aircraft hobbyists.

Indeed, Bryant Garrett, manager of Ogden-Hinckley Airport, said the idea behind HB 77 is good. The insurance requirements, though, are a bit skimpy. "It was done for the right reasons with good intentions, but it's a little short on money," he said.

At the same time, Garrett said many airports, including Ogden-Hinckley Airport, already require insurance of pilots who house their airplanes at their facilities. In Ogden, pilots are required to have at least $1 million in insurance.

Robert Fuller, the lawyer representing Sanodval in her lawsuit against the pilot of the 2017 airplane and others allegedly involved, echoed Garrett's sentiments on the liability levels. "It's a good start," he said.

He also noted, though, that medical costs in an airplane crash can quickly mount. Better would be implementation of uniform insurance requirements at the national level, applicable to pilots with airplanes across the nation.

The feds are aware of the issue. A 2015 General Accounting Office study into the insurance question says commercial air carriers are required to carry liability insurance under federal law. No such federal requirements exist for owners of small aircraft, though.

"In some cases, accidents involving uninsured or underinsured [general aviation] aircraft owners have occurred where individuals (passengers or third parties) who incurred losses received little or no compensation," reads the 2015 report.

In the 2017 plane crash, the pilot, Lawrence Erick, was carrying out a "pre-buy inspection" of the craft involved, a Beechcraft Sierra, according to a statement he made to federal transportation officials shortly after the incident. He is believed to be from Arizona, according to Sandoval's lawsuit. While in flight, according to Erick's statement, the craft experienced technical issues, precipitating his effort to land on 1900 West and the collision with the Sandoval vehicle.

Sandoval filed suit in 2nd District Court in Ogden on Feb. 2, 2018, against Erick and others involved in airplane maintenance at Ogden-Hinckley Airport. Erick has denied blame in the matter and the suit winds its way through court.








Aviation Accident Final Report - National Transportation Safety Board 

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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah

Investigation Docket - National Transportation Safety Board:

https://registry.faa.gov/N9798L

Location: Ogden, Utah 
Accident Number: WPR17LA202
Date & Time: September 12, 2017, 13:37 Local Registration: N9798L
Aircraft: Beech A24R 
Aircraft Damage: Substantial
Defining Event: Windshear or thunderstorm 
Injuries: 2 Minor
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The airline transport pilot reported that general maintenance had recently been completed on the airplane, and this was the pilot's first flight in the airplane and the first flight since the maintenance. The pilot completed two engine run-ups before taking off to practice touch-and-go landings. During the takeoff sequence, all instruments indicated normal. The airplane climbed to about 200 ft but then stopped climbing. The pilot reported that the engine did not sound obviously rough; however, the altitude was not increasing, and airspeed was decreasing. He enriched the mixture with no improvement. He turned on the fuel boost pump and received a little extra power for about half a second. He then tested the magnetos, which both indicated normal. He attempted to maintain altitude; however, his airspeed was steadily decreasing, so he chose to land on a nearby road, during which the airplane impacted a car and then the ground before it was consumed by fire.

The weather observation just before the accident indicated the wind was variable at 3 knots, with the visibility at or greater than 10 miles and clear skies. The weather observation just after the accident indicated the wind was at 14 knots gusting to 19 knots, with visibility at or greater than 10 miles and clear skies. A gust front was moving northeastward toward the accident site about the time of the accident. The leading edge of the outflow or gust front moved past the accident site right around the time of the accident. Witnesses reported that shortly after takeoff, the engine sounded "weird" and was "sputtering" or "puttering." The postaccident airframe and engine examination revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation. Thus, it is likely that the erratic and strong wind conditions reduced the airplane's ability to maintain the initial takeoff climb.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The airplane's inability to maintain an initial takeoff climb for reasons that could not be determined based on available information.

Findings

Aircraft Climb capability - Attain/maintain not possible
Not determined (general) - Unknown/Not determined
Environmental issues Convective turbulence - Effect on operation
Environmental issues Gusts - Effect on operation

Factual Information

History of Flight

Initial climb Windshear or thunderstorm (Defining event)
Initial climb Off-field or emergency landing
Initial climb Collision with terr/obj (non-CFIT)
Post-impact Fire/smoke (post-impact)

On September 12, 2017, about 1337 mountain daylight time, a Beechcraft A24R airplane, N9798L, collided with a vehicle shortly after takeoff from the Ogden-Hinckley Airport (OGD), Ogden, Utah and landed onto a roadway about one mile southwest of the airport. The airline transport pilot sustained minor injuries and the person in the vehicle sustained minor injuries. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91, personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed for the local flight.

The pilot reported that this was the first flight after recent general maintenance and his first flight in this airplane. After two engine run-ups on the ground, the pilot took off to practice touch-and-go landings. During the takeoff sequence, all instruments indicated normal. The airplane climbed to about 200 ft, but then stopped climbing. The pilot reported that the engine did not sound obviously rough and it was maintaining full power, however, his altitude was not increasing, and airspeed was decreasing. He enriched the mixture and there was no improvement; he turned on the fuel boost pump and received a little extra power for about half a second. He then tested the magnetos, and both indicated normal. He attempted to maintain altitude, however, his airspeed was steadily decreasing, therefore, he elected to land onto a nearby road. During the landing sequence the airplane impacted a car, then the ground, before it slid to a rest and was consumed by fire.

Witnesses reported that shortly after the airplane took off from the airport, the engine was described as sounding "weird", "sputtering", or "puttering." The airplane appeared as if it stopped climbing before it started to descend to a nearby road. 

Pilot Information

Certificate: Airline transport; Commercial 
Age: 63, Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: None
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: March 1, 2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: February 27, 2017
Flight Time: (Estimated) 22000 hours (Total, all aircraft), 20 hours (Total, this make and model), 10000 hours (Pilot In Command, all aircraft), 70 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N9798L
Model/Series: A24R 
Aircraft Category: Airplane
Year of Manufacture: 1972 
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: MC-117
Landing Gear Type: Retractable - Tricycle Seats: 4
Date/Type of Last Inspection: May 1, 2005 Annual 
Certified Max Gross Wt.: 2750 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 2300 Hrs as of last inspection 
Engine Manufacturer: LYCOMING
ELT: Installed, not activated 
Engine Model/Series: IO-360-A1B
Registered Owner: 
Rated Power: 200 Horsepower
Operator: On file 
Operating Certificate(s) Held: None

An airframe and engine examination was conducted by a Federal Aviation Administration (FAA) Inspector the day after the accident. The throttle and mixture control cables were manipulated within the cockpit; the mixture moved accordingly, but the throttle was seized. Further examination revealed the throttle arm on the throttle body was damaged and unable to be moved; when disconnected, the throttle plate moved accordingly. The rocker covers were removed from the engine and there was no evidence of thermal discoloration or a stuck valve. The spark plugs were removed and were consistent with "NORMAL" when compared to the Champion Check-a-plug chart. The upper spark plugs from cylinder #2, and #4 showed evidence of corrosion on the threads, but that did not extend to the electrodes. The engine was rotated by hand, thumb compression was obtained in each cylinder, gear and valve train continuity was established, and the magneto's impulse coupling was heard.

The pilot reported that on August 27, 2017, he arrived at the airport to do a pre-buy inspection of the airplane. During this time, he learned that the airplane had sat for a long period of time. During an engine run-up, a loose engine injector and a worn fuel line was noticed. The pilot then contacted a local mechanic to do an inspection for airworthiness. General maintenance was completed just prior to the accident flight. According to the pilot, the engine was cleaned, a compression check was completed, the fuel injector lines were either tightened or replaced, a fuel line was replaced, the hydraulic system was serviced, and the battery was serviced.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: OGD,4472 ft msl 
Distance from Accident Site: 2 Nautical Miles
Observation Time: 13:53 Local
Direction from Accident Site: 21°
Lowest Cloud Condition: Clear
Visibility 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 14 knots / 19 knots 
Turbulence Type Forecast/Actual:  / None
Wind Direction: 250°
Turbulence Severity Forecast/Actual:  / N/A
Altimeter Setting: 30.12 inches Hg 
Temperature/Dew Point: 31°C / 9°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Ogden, UT (OGD)
Type of Flight Plan Filed: None
Destination: Ogden, UT (OGD)
Type of Clearance: Unknown
Departure Time: 13:35 Local
Type of Airspace:

At 1253, the METAR weather observation at OGD indicated wind variable at 3 knots, 10 miles visibility or greater, clear skies below 12,000 ft agl, temperature 30o C, dew point 8o C, and altimeter setting of 30.11 inches of mercury. At 1353, the observation at OGD indicated wind from 250o at 14 knots with gusts to 19 knots, 10 miles visibility or greater, clear skies below 12,000 ft agl, temperature of 31o C, dew point 9o  C, and an altimeter setting of 30.12 inches of mercury.

A weather study was completed by a National Transportation Safety Board Meteorologist. Surface analysis charts depicted a surface trough located just west of the accident site stretching from central Utah northwestward into southern Idaho and eastern Oregon.

The National Weather Service (NWS) issued an Area Forecast Discussion, which mentioned that there was a 20% chance of gusty and erratic thunderstorm outflow winds to impact the area. In addition, the NWS issued an Airport Weather Warning for the Salt Lake City International Airport valid from 1330 to 1440 and warned of a west wind of 20-25 mph with gusts to 30-35 mph. The Integrated Terminal Weather System data indicated a gust front in between OGD and Salt Lake City, Utah, located 25 miles south of the accident site, at 1335 moving northeastward towards OGD and the accident site. The base velocity data, indicated the leading edge of the outflow or gust front moved passed the accident site right around the time of the accident. Gust front conditions were indicated on the display until 1350.

Visible Satellite Imagery indicated no cloud cover over the accident site at the accident time, however, a cloud boundary was apparent moving past the accident site between 1325 and 1345 with additional cumulous cloud development east of the accident site across the mountainous terrain by 1357. The additional cloud cover across the mountainous terrain east of the accident site formed as the outflow boundary/gust front moved eastward into the mountainous terrain inducing additional vertical motion.

The FAA's Advisory Circular AC00-6B title "Aviation Weather" issued in August 2016 is the primary basic training guide on many weather hazards, including gust fronts and outflow. It is stated that gust front conditions are associated with rain showers and more frequently with thunderstorm activity. Gust fronts create many hazards for aviation and can cause damaging wind at the surface.

The FAA Advisory Circular AC 00-24C titled "Thunderstorms" issued February 2013 is the primary basic training guide on thunderstorm hazards used for flight training guidance. The turbulence region of a gust front is identified from the leading edge or "nose", which would be marked by a sudden wind shift and increase in wind speed along with potentially moderate to severe turbulence up to 1,000 and
occasionally to 3,000 feet above ground level. A sudden wind shift and gusty winds associated with a gust front can be seen at OGD and SLC, when the gust front moved across those airports at the accident time. Multiple surges of cold dense air are typical results in individual strong gusts. Behind the "head" of the gust front, another area of turbulence is typically found near the "wake." This can cause wave formations with the density discontinuities between the warm and cold air masses resulting again in moderate to severe turbulence. Gust fronts are often observed extending up to 15 miles from the main precipitation core of the thunderstorm or rain shower.

Airport Information

Airport: Ogden-Hinckley Airport OGD 
Runway Surface Type: Asphalt
Airport Elevation: 4472 ft msl 
Runway Surface Condition: Dry
Runway Used: 21 
IFR Approach: None
Runway Length/Width: 8103 ft / 150 ft VFR 
Approach/Landing: Precautionary landing

Wreckage and Impact Information

Crew Injuries: 1 Minor 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: On-ground
Ground Injuries: 1 Minor 
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude:41.190555,-112.007774 (est)















Quicksilver MX II, Unregistered: Accident occurred February 25, 2021 in Hattiesburg, Mississippi

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; Jackson, Mississippi 

Location: Hattiesburg, MS 
Accident Number: CEN21LA145
Date & Time: February 25, 2021, 16:30 Local 
Registration: UNREG
Aircraft: Quicksilver MXII
Injuries: 1 Serious
Flight Conducted Under: Part 91: General aviation - Personal

On February 25, 2021, about 1630 eastern standard time, a Quicksilver MXII ultralight, unregistered, sustained substantial damage when it was involved in an accident near Hattiesburg Mississippi. The airline transport pilot sustained serious injuries. The ultralight was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight.

The pilot reported that after a 30-minute flight in the local area, the pilot maneuvered the ultralight for a landing to private property. While on the final approach, the engine ceased producing power as the pilot retarded the throttle. The pilot reported the engine was operating at about 4,000 rpm and the throttle was retarded to about 3,500 rpm. The pilot reported there was an adequate amount of fuel onboard at the time of the loss of engine power. Upon realizing the complete loss of engine power with the propeller windmilling, the pilot elected to perform a forced landing to a nearby field. While landing to the field, the right wing impacted a tree branch, which caused the ultralight to come to rest on the front of the fuselage. The pilot was able to egress from the ultralight without further incident. The ultralight sustained substantial damage to the right wing and to the fuselage.

A Federal Aviation Administration (FAA) aviation safety inspector (ASI) traveled to the accident site to conduct documentation activities. Upon arrival to the accident site, the ASI found the rudder and fuel tank had already been removed from the airframe. The ASI observed that all the airframe identification decals appeared to have been removed for a long period of time. The ASI reported the pilot was not able to produce any sort of pilot’s operating handbook or maintenance records for the ultralight. The ASI was able to establish airframe control continuity. 

The ultralight had two occupant seats installed, a 6-gallon fuel tank installed, and was equipped with a Rotax 503 reciprocating engine. The pilot reported the ultralight was built at an unknown date in the 1980s, and he purchased the ultralight in 2003. The ultralight was not exempt under 14 CFR Part 103 Ultralight Vehicles and thus was required to be registered with the FAA and have an airworthiness certificate.

The wreckage was retained for a future examination of the engine.

Aircraft and Owner/Operator Information

Aircraft Make: Quicksilver
Registration: UNREG
Model/Series: MXII 
Aircraft Category: Ultralight
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None
Operator Designator Code: None

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: KHBG,151 ft msl 
Observation Time: 15:53 Local
Distance from Accident Site: 11 Nautical Miles
Temperature/Dew Point: 23°C /15°C
Lowest Cloud Condition: 
Wind Speed/Gusts, Direction: 4 knots / , 20°
Lowest Ceiling: 
Visibility: 10 miles
Altimeter Setting: 30.13 inches Hg
Type of Flight Plan Filed: None
Departure Point: Hattiesburg, MS (PVT)
Destination: Hattiesburg, MS

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 1 Serious 
Latitude, Longitude: 31.107809,-89.274323 (est)

Beech D95A, N30JV: Incident occurred March 23, 2021 at Walker County Airport (KJFX), Jasper, Alabama

Federal Aviation Administration / Flight Standards District Office; Alabama and NW Florida

Aircraft landed and gear collapsed. 

Jasper Aviation Inc 


Date: 23-MAR-21
Time: 01:30:00Z
Regis#: N30JV
Aircraft Make: BEECH
Aircraft Model: D95
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
City: JASPER
State: ALABAMA

Mooney M20B Mark 21, N74786: Accident occurred March 24, 2021 in Animas, Hidalgo County, New Mexico

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

Location: Animas, NM 
Accident Number: WPR21LA141
Date & Time: March 24, 2021, 01:30 Local 
Registration: N74786
Aircraft: Mooney M20B 
Injuries: 2 Serious
Flight Conducted Under: Part 91: General aviation - Personal

On March 24, 2021, 0130 mountain standard time, a Mooney M20B, N74786, was substantially damaged when it was involved in an accident near Animas, New Mexico. The pilot and passenger were seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 crosscountry personal flight.

The pilot had filed an Instrument Flight Rules (IFR) flight plan for a flight from Fort Stockton-Pecos County Airport (FST), Fort Stockton, Texas, to Tucson International Airport (TUS), Tucson, Arizona. During the flight, the pilot reported a loss of engine power and that they were experiencing light rime ice. The airplane became the subject of an Alert Notice (ALNOT) when Albuquerque Center lost communication with the pilot and the airplane dropped off radar.

According to responding Law Enforcement, the airplane came to rest in mountainous terrain at an elevation of about 5,010 ft mean sea level about a mile northwest of Pinkey Wright Mountains.

Aircraft and Owner/Operator Information

Aircraft Make: Mooney
Registration: N74786
Model/Series: M20B 
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: 
Condition of Light:
Observation Facility, Elevation: KDMN,4301 ft msl 
Observation Time: 01:29 Local
Distance from Accident Site: 38 Nautical Miles
Temperature/Dew Point: 4°C /2°C
Lowest Cloud Condition: 
Wind Speed/Gusts, Direction: 13 knots / 20 knots, 280°
Lowest Ceiling: 
Visibility: 9 miles
Altimeter Setting: 29.8 inches Hg
Type of Flight Plan Filed:
Departure Point: 
Destination:

Wreckage and Impact Information

Crew Injuries: 1 Serious 
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious 
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 2 Serious
Latitude, Longitude: 32.063,-108.422 (est)




FULSHEAR, Texas (KTRK) -- Two off-duty Fulshear Police officers were injured when their small plane crashed into a mountain in New Mexico and they remain in critical condition.

Police say Adam Schoof and Dillon Rice were in a small plane heading to California when they ran into trouble near Lordsburg, New Mexico Wednesday morning.

During a Facebook live stream hosted by the Fulshear Katy Area Chamber Commerce on Friday, Capt. Mike McCoy with the Fulshear Police Department issued an update on the officers' conditions.

"They are in really bad shape," said McCoy.

McCoy said Schoof has a private pilot's license and was flying the plane at the time of the crash.

"[Schoof] normally pilots as a hobby. But he normally pilots on his off time to take passengers who can't afford flights to area hospitals. He volunteers his own time to do that," McCoy said of Schoof.

It took rescuers nearly four hours to find the wreckage and stabilize the two officers. Schoof and Rice were eventually taken to a hospital in El Paso, where they remain in serious, but stable condition.

McCoy said Schoof is married with a daughter. His good friend, Rice, has a girlfriend.

"I love these guys, they're family. I really love them," McCoy said. "These two guys are just good hearts."

On Friday, the Schoof family issued their own statement regarding the officer's condition.

"Adam was critically injured in a plane accident on Wednesday morning. The Schoof Family extends our most heartfelt gratitude to God our Father for the life of our son, husband, and father, Michael Adam Schoof, and his friend and partner Dillon Rice. Adam and Dillon were in a small engine aircraft accident on Wednesday, March 24, 2021. We extend our thankfulness to the first responder teams whose coordinated efforts resulted in Adam and Dillon's critical and timely rescue, albeit in a remote area of New Mexico.

We thank the Fulshear Police Department, the City of Fulshear, Sugar Creek Baptist Church, and the outpouring of love and support Adam and our family has received from so many friends in our community.

In His faith and confidence,
The Schoof Family"

At last check, both officers were undergoing surgery and will remain in the hospital in El Paso for some time.

If you would like to help, you can donate to their recovery effort through the Fulshear Police Foundation.


Officer Adam Schoof


LORDSBURG, New Mexico – U.S. Border Patrol agents assist New Mexico State Police (NMSP) in locating a downed aircraft and rescuing a pilot and one passenger.

On March 24, 2021 at approximately 0145 MST, New Mexico State Police requested the assistance from Lordsburg Border Patrol Station in the search and rescue of a downed fixed-wing single engine aircraft in the southern end of the Pyramid Mountains.

Lordsburg Station immediately dispatched Border Patrol Agents along with a certified Emergency Medical Technician. Agents were equipped with All-Terrain Vehicles, Utility Terrain Vehicles and night vision equipment.

After an extensive search, Lordsburg agents were able to locate a pilot and passenger at the coordinates provided by NMSP. Both subjects were off-duty police officers with the Fulshear Police Department in Fulshear, Texas.

The pilot was injured but conscious and lying outside of the aircraft. The passenger, although conscious, appeared to have suffered injuries and required extraction from the aircraft by agents. Injuries to both victims included lacerations throughout their bodies, a broken leg and one of the victims was reportedly going into shock.

After over four hours on the ground, feverishly conducting life-saving efforts, agents transported both subjects over harsh terrain to awaiting emergency medical services from Hidalgo County. Both subjects were transported to a local hospital with non-life-threatening injuries.

“I would like to recognize the hard-working Lordsburg Agents that participated in the rescue of the pilot and passenger of the airplane. If it wasn’t for their efforts, these two victims could have perished in the aftermath of the crash,” said El Paso Sector Chief - 2 - Gloria I. Chavez. “It goes to show how, in addition to securing our Nation’s borders, our agents are committed to assisting other agencies when called to action to save human lives.”

The National Transportation Safety Board is the lead investigative agency. Any questions related to the investigation should be directed to Peter C. Knudson (peter.knudson@ntsb.gov) with NTSB media relations.

Officer Dillon Rice


OFFICER BENEFIT FUND 

Officer Adam Schoof & Dillon Rice

On Wednesday, March 24, 2021 New Mexico State Police along with the FAA (Federal Aviation Administration) have confirmed that two of Fulshear's police officers, Adam Schoof and Dillon Rice, were involved in a plane crash in New Mexico. 

Miraculously, both officers survived the crash, however the extent of their injuries are severe. This accident was not duty-related.

Adam was the pilot of the aircraft with a sole passenger, Dillon. Officer Adam Schoof is a pilot and flies during his time off for recreation, and also volunteers his time to transport patients that cannot afford to be flown to hospitals for treatment. 

Fulshear's City Manager and Police Chief Kenny Seymour have travelled to the area hospital to assist the officers and their families. 

We ask that you keep Adam and Dillon, their families, friends and co-workers, in your thoughts and prayers.

Donations are being managed and processed by the Fulshear Police Foundation on behalf Officers Schoof and Rice. 

100% of donations made to the Fulshear Police Foundation until April 30, 2021 will be dedicated to these two officers of the Fulshear Police Department. 




FULSHEAR, Texas – Two Fulshear officers are recovering after a plane crash in Lordsburg, New Mexico.

The Federal Aviation Administration is investigating the plane crash that happened on Wednesday.

Fulshear Police Department posted on its social media accounts that two officers, Adam Schoof and Dilon Rice, were severely injured in the crash.

According to the department, Schoof, the pilot, flies during his off time for recreation and also volunteers his time to fly patients to hospitals. This accident, the department says, was not duty-related.

Officials said Schoof and Rice were the only passengers on board the aircraft at the time of the crash.

The Fulshear Police Foundation set up a benefit fund for the two officers.

The cause of the crash is under investigation.




Airbus A321: Incident occurred March 23, 2021 at Fort Lauderdale-Hollywood International Airport (KFLL), Broward County, Florida



A possible bird strike forced a JetBlue flight departing for South America from Fort Lauderdale-Hollywood International Airport to return to the airport shortly after takeoff.

Flight 1825, which was scheduled to land in Lima, Peru, had taken off from the airport just before 5 p.m., Tuesday.

The Airbus A321 then turned around after possibly striking birds mid-flight. It landed safely at the airport out of an abundance of caution, officials said.

Broward Sheriff Fire Rescue units were standing by for its arrival, but their assistance was not needed, officials said.

7Skyforce HD hovered over Gate F9 at FLL, where workers could be seen focusing on the twin-engine aircraft’s left engine.

Airline officials said the aircraft will be taken out of service for inspection, and the flight will be switched to another aircraft.