Saturday, June 12, 2021

Inside the effort to save the Caldwell Industrial Airport (KEUL) cafe



CALDWELL, Idaho — Becky Aldrich calls the Caldwell Airport Cafe her home. Where she lives and sleeps is her second.

When she walks inside the cafe, she sees the model airplanes hanging from the ceiling. She sees the photos on the walls that tell the airport’s story. She sees the people who have supported the family owned business she now runs.

Aldrich has worked at the restaurant for 16 years. She’s been the owner for the last 10 after her grandmother handed it off to her. Aldrich’s sister and sister-in-law work there too.

The customers are loyal. The staff is friendly. Conversation often fills the dining rooms. Aldrich described her regulars as a family — they agree. Some pilots from throughout the region fly specifically to Caldwell just to eat there.

“This building is my life,” Aldrich said.

Everything changed in late winter, when Aldrich found out the city of Caldwell is considering knocking down the city-owned building to put a new hangar or two at the Caldwell Industrial Airport. The city runs the airport and maintains it’s still early in the process since no official Request For Proposals have been sent out. At a May 17 city council meeting, though, a preliminary blueprint was shown of where the new hangars could go — in the same spot where the restaurant’s building sits now.

Since the building is an old farmhouse, its intended use wasn’t for a restaurant. But it’s become a big attraction for both pilots and locals.

More than a dozen people showed up to the May 17 meeting to support Aldrich. An online petition had nearly 1,500 signatures as of Thursday. The restaurant has been woven into the fabric of Caldwell.

Aldrich wants it to stay that way.

“My biggest hope is they start the development on that side,” Aldrich said while looking out the window and across the tarmac. “There's lots of room over there to do so and leave this building alone.”

Late this winter, Aldrich wanted to renew her lease with the city. That’s when she found out Caldwell is in the early stages of potentially planning a new use for the space.

During a recent internal audit, the city deemed the cafe’s lease in violation of Federal Aviation Administration regulations. Since the airport is supported by FAA grants, it’s required to charge market-rate rent for leases.

Airport Manager Rob Oates said the city is looking at knocking down the building because of a combination of two main reasons. One is because the building is in “the perfect location” for a new hangar, which would be a “dramatic upgrade to the facilities,” he said. The other is because the city says the lease needs to be re-done anyway.

The original farmhouse was already old when the airport moved to its current location, Oates said. That was around 50 years ago.

“The most likely scenario would be to replace that building,” Oates said.

Oates, Public Works Director Brent Orton and other city officials have said they want to work with Aldrich. But she was upset to find out a possible blueprint already exists with the new hangar. As of now, it’s only discussions and no plan has been selected. The whole process could end up taking years.

Aldrich wanted to jump in front of the situation. That’s why she spoke at the May 3 city council meeting. The discussion item was then put on the agenda for May 17.

The building also houses a few offices. Another tenant approached the city and offered to buy it.

“That is not an idea the city will entertain,” Oates said.

Aldrich recently met with Oates and Public Works Director Brent Orton to discuss different possibilities. They told her the building was costing the city too much money. Aldrich disputes the city’s calculations and said she thinks the strategy might’ve been “a scare tactic.”

They presented three ideas: Aldrich could potentially return to a new building in a similar location on the west side of the airport along Aviation Way once the new hangar is built. She could move into the Hubler Terminal on the north side of the airport. Or she could operate out of a food truck.

Aldrich had issues with all three.

She didn’t understand why the city would complain about costs and then propose building an entirely new building in a similar spot. That new building could also potentially include a restaurant on the second floor, a more difficult place for older customers to walk to. Even though the city might be supportive of a restaurant, there’s no guarantee Aldrich would be chosen as the one to run it.

Moving into the other terminal could maybe work for Aldrich, but it doesn’t yet have a space built for a restaurant.

Aldrich quickly rejected the food truck idea. That would wreck the ambiance she’s spent years creating.

“We would like to be as fair as we can manage,” Oates said. “No one looks to the city as a beacon of fairness, naturally, but that’s our goal.”



After feeling unsatisfied, Aldrich took her fight to the Caldwell City Council. She spoke on May 3 about how important the cafe is to her, and how she views it as more than just a business. Councilmembers have repeated that no plans are in place and everything so far has just been preliminary discussions.

At the May 17 meeting, Aldrich again emphasized her points. Oates and Orton have said the early conversations with Aldrich are an example of how they’re listening to her.

“I do believe that some version of this redevelopment plan is in the best interest of our airport and community,” Oates said May 17.

If the city moves forward with a Request For Proposal, the possibilities will be reviewed by the Airport Commission and the City Council will have the final say. If the eventual redevelopment is approved, that’s when tenants would receive official notice of the change.

Orton said the reason the city hasn’t given Aldrich a new lease is because he didn’t want to spring the higher rate on her without consulting her. He asserted there was some “miscommunication” regarding the city’s process, explaining any final decisions are still a ways off.

“I understand that it costs tax dollars,” Aldrich said at the May 17 meeting, “and I also understand, and I can speak on behalf of your taxpayers, that they would be proud to know and see where those tax dollars are going.”

Caldwell Councilman Jarom Wagoner said at the May 3 meeting that he’s been a customer at the cafe several times.

“I take my boys there every now and then,” Wagoner said. “We love to go there and watch the planes and eat and we can see our house from there.”

Jay Hardman, 62, has been a loyal customer the past five years. He’s one of multiple customers who Aldrich has thrown birthday parties for.

“It's the best place to eat,” Hardman said. “Simple as that.”

Hardman said he has family members living in Montana who request to eat at the Airport Cafe every time they visit. He’s bewildered why the city is thinking of redeveloping the area.

When this process started, Aldrich wasn’t sure if her customers love the restaurant as much as she does. She’s grateful for the support she’s received.

“See ya next time. Love ya,” Hardman says every time he leaves the restaurant.

Aldrich began working full-time at the cafe when she was 18. She’s 33 now. Her customers have watched her grow up. Her children have already thought about potentially working there someday.

“It’s not just a building,” Aldrich told the City Council May 3 while fighting through emotions. “To me, it has memories from decade to decade and generation to generation.”


Loss of Control on Ground: Luscombe 8A, N2094B; accident occurred June 12, 2018 at Phoenix Deer Valley Airport (KDVT), Maricopa County, Arizona








Aviation Accident Final Report - National Transportation Safety Board

Federal Aviation Administration / Flight Standards District Office; Phoenix, Arizona 

Investigation Docket - National Transportation Safety Board:


Location: Phoenix, Arizona 
Accident Number: GAA18CA338
Date & Time: June 12, 2018, 11:00 Local
Registration: N2094B
Aircraft: Luscombe 8 
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot of the tailwheel-equipped airplane reported that, during landing, the airplane ballooned, He then added power and "lost control on the second touchdown." The airplane landed, exited the runway to the left, and came to rest inverted.

The airplane sustained substantial damage to the left wing.

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

The automated weather observation station located on the airport reported that, about the time of the accident, the wind was from 190° at 3 knots. The airplane landed on runway 25R.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper landing flare and subsequent failure to maintain directional control during landing.

Findings

Personnel issues Aircraft control - Pilot
Aircraft Directional control - Not attained/maintained
Aircraft Landing flare - Not attained/maintained

Factual Information

History of Flight

Landing Abnormal runway contact
Landing Loss of control on ground (Defining event)
Landing Runway excursion
Landing Nose over/nose down

Pilot Information

Certificate: Private
Age: 81, Male
Airplane Rating(s): Single-engine land 
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Class 3 Without waivers/limitations
Last FAA Medical Exam: September 21, 2017
Occupational Pilot: No
Last Flight Review or Equivalent: September 27, 2017
Flight Time: (Estimated) 3228 hours (Total, all aircraft), 1 hours (Total, this make and model), 30 hours (Last 90 days, all aircraft), 24 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Luscombe
Registration: N2094B
Model/Series: 8 A 
Aircraft Category: Airplane
Year of Manufacture: 1949 
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 6521
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: May 12, 2018 Annual
Certified Max Gross Wt.: 1260 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 4010 Hrs as of last inspection 
Engine Manufacturer: Continental
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: A65
Registered Owner: 
Rated Power: 65 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: KDVT, 1455 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 17:53 Local 
Direction from Accident Site: 234°
Lowest Cloud Condition: Clear 
Visibility: 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots / 
Turbulence Type Forecast/Actual:  / None
Wind Direction: 190°
Turbulence Severity Forecast/Actual:  / N/A
Altimeter Setting: 29.84 inches Hg
Temperature/Dew Point: 36°C / -5°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: CHANDLER, AZ (CHD)
Type of Flight Plan Filed: None
Destination: Phoenix, AZ (DVT)
Type of Clearance: Unknown
Departure Time: 10:00 Local 
Type of Airspace: Class D

Airport Information

Airport: PHOENIX DEER VALLEY DVT
Runway Surface Type: Asphalt
Airport Elevation: 1478 ft msl
Runway Surface Condition: Dry
Runway Used: 25R
IFR Approach: None
Runway Length/Width: 4500 ft / 75 ft
VFR Approach/Landing: Full stop; Traffic pattern

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: 33.689723,-112.07917 (est)

Fuel Starvation: Cessna 182E Skylane, N3051Y; fatal accident occurred June 12, 2019 in Maitland, Orange County, Florida


Stanley Alfred Rampey, MD

 
Daniel P. Boggs, Investigator In Charge






Aviation Accident Final Report - National Transportation Safety Board 

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Orlando, Florida
Continental Motors; Mobile, Alabama
Textron Aviation; Wichita, Kansas

Investigation Docket - National Transportation Safety Board:

Golden Corner Flying Club


Location: Maitland, Florida 
Accident Number: ERA19FA193
Date & Time: June 12, 2019, 11:02 Local
Registration: N3051Y
Aircraft: Cessna 182 
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The private pilot departed on a visual flight rules cross-country flight; according to his filed flight plan, the airplane had 4 hours of fuel onboard. After flying about 3.1 hours, the pilot landed at an intermediate airport before continuing to his destination, which was about 34 miles away. He did not purchase fuel at the intermediate stop. Shortly after takeoff, the pilot declared an emergency with air traffic control and stated that the airplane was not getting fuel out of the right main fuel tank. The pilot was cleared to land at the nearest airport (the intermediate airport) and radio contact with the airplane was lost shortly thereafter.

A witness in a boat on a lake saw and heard the airplane overhead. He stated that the engine was sputtering like it was running out of gas. He further stated that the airplane flew past the lake, made a 180° turn and flew back toward the lake; it appeared to impact trees on the lakeshore, then impacted the water.

The airplane was recovered from the lake; the intact, unbreached main fuel tanks each contained about 2 gallons of fuel, and the single auxiliary tank also contained about 2 gallons of fuel. According to the owner's manual, the unusable fuel in each main fuel tank was 2.5 gallons and 0.5 gallons in the auxiliary tank. The fuel selector was found in the right main tank position. A test run of the engine using the fuel from onboard the airplane revealed no anomalies. Onboard engine monitor data from the accident flight showed that the cylinder head and exhaust gas temperatures decreased 2 minutes before the data ended.

The data also showed the fuel flow rate spiked during the same time, likely due to air introduced into the fuel lines as the engine was starved of fuel.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's inadequate preflight fuel planning, which resulted in a total loss of engine power due to fuel starvation.

Findings

Personnel issues Fuel planning - Pilot
Aircraft Fuel - Fluid management

Factual Information

HISTORY OF FLIGHT

On June 12, 2019, about 1102 eastern daylight time, a Cessna 182E, N3051Y, was substantially damaged when it was involved in an accident near Maitland, Florida. The private pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Earlier on day of the accident, the pilot and passenger flew the airplane from Oconee County Regional Airport (CEU), Clemson, South Carolina, to Executive Airport (ORL), Orlando, Florida. A fuel receipt revealed that the pilot purchased 21.1 gallons of fuel before departing CEU, and the pilot's filed flight plan indicated that the airplane departed CEU with 4 hours of fuel on board. According to radar data from the Federal Aviation Administration (FAA), the duration of the flight from CEU to ORL was 3.10 hours. The pilot did not purchase fuel at ORL before departing about 1055 for his next destination, Massey Ranch Airpark (X50), New Smyrna Beach, Florida.

Air traffic control radio communication information provided by the FAA revealed that the pilot declared an emergency with air traffic control at 1101 and stated that the airplane was not getting fuel out of the right tank. The pilot asked for the nearest airport and the controller provided vectors back toward ORL. The controller cleared the pilot to land and instructed him to contact the tower controller at ORL. The pilot also reported to the tower controller that the airplane was not getting fuel out of the right tank. The controller cleared the pilot to land on runway 13, but the pilot did not respond, and no further communications were received from the accident airplane.

A witness stated that he was in a boat on the northeast side of Lake Maitland when he heard and saw an airplane flying overhead. The engine was sputtering "like it was running out of gas." He watched the airplane fly over the lake to the north then make a 180° turn back toward the lake; he thought the pilot was trying to perform a water landing. The witness stated that it looked like the airplane may have hit treetops at the edge of the water because it nosed over and descended straight into the water, impacting "very hard." He immediately went over to the airplane, which was still above water; however, it quickly sank.

PERSONNEL INFORMATION

The pilot's logbook was not located.

AIRCRAFT INFORMATION

Each wing was equipped with a bladder-type fuel cell, each with a capacity of 32.5 gallons. The airplane was also equipped with an auxiliary fuel tank installed behind the rear seat, with a capacity of 18 gallons. When the auxiliary fuel switch was selected on, fuel was transferred to the right fuel tank.

According to the airplane's owner's manual, the unusable amount of fuel for each wing tank was 2.5 gallons, and the amount of unusable fuel in the auxiliary tank was 0.5 gallons.

METEOROLOGICAL INFORMATION

WRECKAGE AND IMPACT INFORMATION

The airplane was located in Lake Maitland at a depth of 20 ft. Two gallons of fuel were removed from each wing tank and from the single auxiliary tank. The left and right wings remained attached to the airframe, and their respective control surfaces remained attached. Both left and right main fuel tanks remained intact and unbreached; the fuel caps were in place and secure. The rudder, elevator, and vertical stabilizer were attached and not damaged. The main landing gear was attached and not damaged.

The instrument panel was intact; however, the panel was separated from its mounts. The throttle, mixture, and propeller controls were in the forward position. The fuel selector valve was in the right main fuel tank position. The auxiliary fuel pump switch was in the off position. The lap belts and shoulder harnesses remained attached. Flight control continuity was established from the cockpit to all flight control surfaces.
 
The propeller was attached to the engine; one blade was bent forward, one blade tip was bent forward, and the third blade was straight. The bottom engine cowl displayed impact damage. The muffler and airbox were crushed. The top engine cowling was not damaged. The engine remained attached to the engine mounts and not damaged.

The airplane was recovered to a salvage facility and secured to a trailer in preparation for an engine run. The fuel that was removed from the airplane was used to conduct a postaccident engine operational check. The engine started without hesitation and ran continuously for about 3 minutes at various power settings.

A JPI 700 engine monitor was recovered from the airplane and sent to the National Transportation Safety Board Vehicle Recorders Laboratory for data download. The data showed the cylinder head temperatures (CHT) and exhaust gas temperatures (EGT) decreasing 2 minutes before the data ended. The data also revealed that the fuel flow rate spiked during that time consistent with air introduced into the fuel lines.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Office of the Office of the Medical Examiner, Orlando, Florida. The report listed the cause of death as craniocervical trauma.

Toxicology testing was performed on the pilot by the FAA Forensic Sciences Laboratory. The results were negative for drugs and alcohol.

History of Flight

Initial climb Fuel starvation (Defining event)
Emergency descent Off-field or emergency landing
Emergency descent Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Private
Age: 67, 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: Yes
Medical Certification: Class 2 With waivers/limitations 
Last FAA Medical Exam: October 1, 2018
Occupational Pilot: No 
Last Flight Review or Equivalent: November 15, 2017
Flight Time: 1234 hours (Total, all aircraft), 33 hours (Total, this make and model)

Passenger Information

Certificate: Age: 44,Male
Airplane Rating(s): 
Seat Occupied: Right
Other Aircraft Rating(s):
Restraint Used: Unknown
Instrument Rating(s): 
Second Pilot Present: No
Instructor Rating(s):
Toxicology Performed: No
Medical Certification: 
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N3051Y
Model/Series: 182 E 
Aircraft Category: Airplane
Year of Manufacture: 1962
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: 18254051
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: April 4, 2019 Annual
Certified Max Gross Wt.: 2348 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 5835.49 Hrs as of last inspection
Engine Manufacturer: Continental
ELT: C91 installed, not activated
Engine Model/Series: O-520 SERIES
Registered Owner:
Rated Power: 375 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: KORL,112 ft msl
Distance from Accident Site: 5 Nautical Miles
Observation Time: 10:53 Local 
Direction from Accident Site: 169°
Lowest Cloud Condition: Few 
Visibility: 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 12 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 270°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.89 inches Hg 
Temperature/Dew Point: 24°C / 22°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Orlando, FL (ORL) 
Type of Flight Plan Filed: None
Destination: New Smyrna Beach, FL (X50)
Type of Clearance: None
Departure Time: 10:55 Local 
Type of Airspace: Class D

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 28.620277,-81.349166 (est)







Part(s) Separation From Aircraft: Beech E90 King Air, N176TW; accident occurred June 12, 2019 at Majors Airport (KGVT), Greenville, Hunt County, Texas


Aviation Accident Final Report - National Transportation Safety Board 

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Irving, Texas 
Textron Aviation; Wichita, Kansas 

Investigation Docket - National Transportation Safety Board:


Location: Greenville, Texas
Accident Number: CEN19LA166
Date & Time: June 12, 2019, 17:25 Local 
Registration: N176TW
Aircraft: Beech E90 
Aircraft Damage: Substantial
Defining Event: Part(s) separation from AC
Injuries: 3 None
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

The pilots were performing an instructional flight with multiple takeoffs and landings when, during one takeoff, the pilots heard a loud noise, and the right main landing gear (MLG) wheel assembly departed the airplane. The pilots elected to perform an emergency landing at another airport due to its larger runways and emergency personnel and equipment. The airplane landed and came to rest upright on the runway surface. Examination of the airplane after landing revealed that the right main wheel/tire and lower shock absorber assembly departed the upper shock absorber assembly. The separated assembly, which was located near the departure airport, impacted the right horizontal stabilizer after separation, which sustained substantial damage.

Metallurgical examination of the assembly revealed that the MLG fractured at the connection between the upper and lower torque knees. Fatigue was identified on a fractured piece of the upper torque knee, and other fractures on the torque knee were consistent with overload. Corrosion assisted in crack initiation, and the crack propagated through fatigue until a critical crack length was reached. It is likely that the fatigue area fractured first and the other connections experienced an increase in loading, which caused them to separate from the MLG assembly.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The fatigue failure of the right main landing gear upper torque knee.

Findings

Aircraft Main gear strut/axle/truck - Fatigue/wear/corrosion
Aircraft Main gear strut/axle/truck - Failure

Factual Information

On June 12, 2019, about 1725 central daylight time, a Beech E90 airplane, N176TW, experienced a right main landing gear (MLG) failure during takeoff from Majors Airport (GVT), Greenville, Texas, and an emergency landing was performed at Fort Worth Alliance Airport (AFW), Fort Worth, Texas. The two airline transport pilots and a company check pilot were not injured, and the airplane sustained
substantial damage to the right horizontal stabilizer. The airplane was registered to Sierra American Corporation, Wilmington, Delaware, and operated by Ameristar Jet Charter, Inc., Addison, Texas, as a Title 14 Code of Federal Regulations Part 91 instructional flight. Day visual meteorological conditions prevailed at the time of the accident, and a visual flight rules flight plan was filed. The flight was originating from GVT.

According to the operator, the pilots were performing an instructional flight with multiple takeoffs and landings at GVT. During the accident takeoff, the pilots heard a loud noise, and with the assistance of ground witnesses, determined the right MLG wheel assembly departed the airplane. The separated wheel assembly and fractured components were located near the runway at GVT. The pilots elected to perform an emergency landing at AFW due to large runways and emergency personnel and equipment. The airplane landed and came to rest upright on the runway surface.

Examination of the airplane revealed the right main wheel/tire and lower shock absorber assembly departed the upper shock absorber assembly. The separated assembly then impacted the right horizontal stabilizer, and the stabilizer sustained substantial damage. The lower shock absorber assembly was recovered at GVT and retained for further materials examination. 

On June 27, 2019, at Textron Aviation, Wichita, Kansas, the right MLG assembly was examined by Textron Aviation engineers under the supervision of a Federal Aviation Administration (FAA) engineer. According to the Textron engineering report, the MLG was found to have fractured at the connection between the upper and lower torque knees (part numbers 50-810032-4, 50-810295-17), and at two other connection points in the upper torque knee. The examination resulted in the following findings:

1. The upper torque knee was found to have fractured at all three connection points.

2. Fatigue was identified on a fractured piece of the upper torque knee, and all other fractures were consistent with overload.

3. Corrosion was found to have assisted in crack initiation. The crack propagated through fatigue until a critical crack length was reached.

4. Material chemistry, tensile properties, conductivity, and microstructure of the upper torque link was consistent with aluminum alloy 2014 in the T6 condition.

The Textron engineering report was reviewed and approved by the National Transportation Safety Board materials laboratory chief engineer.

According to Textron, due to historical evidence of this occurrence, a mandatory service bulletin (SB32-3134) was released in July 1999 requiring non-destructive inspection of the torque knees at reduced intervals. Per the SB, the mandatory inspection was to be accomplished within the next 100 cycles (1 cycle = 1 landing) or next scheduled inspection for MLG torque knees with accumulated time in service of 1,000 hours. Recurring inspections were required every 1,000 cycles or 2 years, which ever occurred first. An additional service bulletin (SB 32-3116) was released in October 1999 recommending a steel torque knee replacement for the upper and lower torque knees and removed the 1,000 cycle/2-year inspection requirement for SB 32-3134. On February 22, 2002, the FAA issued airworthiness directive 2002-01-10 which required the repetitive inspection and/or replacement of the torque knees per the SBs.

A review of the aircraft records revealed the upper torque knee underwent florescent penetrant inspection on March 25, 2016; airframe total time: 11,230.4/Landings 10,505, and on February 10, 2017; time and landings unknown. At the time of the accident, the airframe total time was 11,423.5 hours and 10,715 landings.

History of Flight

Takeoff Part(s) separation from AC (Defining event)
Landing Abnormal runway contact

Pilot Information

Certificate: Airline transport; Flight instructor
Age: 64,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): Airplane 
Second Pilot Present: Yes
Instructor Rating(s): Airplane single-engine; Instrument airplane
Toxicology Performed: No
Medical Certification: Class 1 Without waivers/limitations
Last FAA Medical Exam: December 27, 2018
Occupational Pilot: Yes 
Last Flight Review or Equivalent: February 27, 2019
Flight Time: 7226 hours (Total, all aircraft), 200 hours (Total, this make and model), 4438 hours (Pilot In Command, all aircraft), 11 hours (Last 90 days, all aircraft), 9 hours (Last 30 days, all aircraft)

Flight instructor Information

Certificate: Airline transport 
Age: 38,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Right
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Class 1 With waivers/limitations 
Last FAA Medical Exam: October 8, 2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: March 13, 2019
Flight Time: 8094 hours (Total, all aircraft), 112 hours (Total, this make and model), 5668 hours (Pilot In Command, all aircraft), 32 hours (Last 90 days, all aircraft), 7 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Beech 
Registration: N176TW
Model/Series: E90 
Aircraft Category: Airplane
Year of Manufacture: 1974
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: LW-76
Landing Gear Type: Retractable - Tricycle 
Seats: 8
Date/Type of Last Inspection: January 14, 2018 AAIP
Certified Max Gross Wt.: 10160 lbs
Time Since Last Inspection: 
Engines: 2 Turbo prop
Airframe Total Time: 11400.4 Hrs as of last inspection
Engine Manufacturer: Pratt & Whitney
ELT: C126 installed, not activated
Engine Model/Series: PT6A-28
Registered Owner: 
Rated Power: 550 Horsepower
Operator: 
Operating Certificate(s) Held: On-demand air taxi (135)
Operator Does Business As: 
Operator Designator Code: HAEA

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: AFW,723 ft msl 
Distance from Accident Site: 0 Nautical Miles
Observation Time: 16:53 Local
Direction from Accident Site: 0°
Lowest Cloud Condition: Scattered / 6000 ft AGL
Visibility: 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 13 knots / 21 knots 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 360°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.97 inches Hg 
Temperature/Dew Point: 31°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Greenville, TX (GVT) 
Type of Flight Plan Filed: VFR
Destination: Fort Worth, TX (AFW) 
Type of Clearance: Traffic advisory; VFR flight following
Departure Time:
Type of Airspace: Class D

Airport Information

Airport: Fort Worth Alliance Airport AFW 
Runway Surface Type: Concrete
Airport Elevation: 723 ft msl 
Runway Surface Condition: Dry
Runway Used: 34L IFR Approach: None
Runway Length/Width: 11010 ft / 150 ft 
VFR Approach/Landing: Full stop

Wreckage and Impact Information

Crew Injuries: 3 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 3 None 
Latitude, Longitude: 33.069999,-96.065277(est)

















Loss of Lift: Just Aircraft Highlander, N324SB; accident occurred June 12, 2019 at Rockin M Airport (T14), Quinlan, Hunt County, Texas







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; Irving, Texas

Investigation Docket - National Transportation Safety Board:


Location: Quinlan, Texas 
Accident Number: CEN19LA173
Date & Time: June 12, 2019, 19:35 Local
Registration: N324SB
Aircraft: JUST AIRCRAFT HIGHLANDER 
Aircraft Damage: Substantial
Defining Event: Loss of lift 
Injuries: 1 Minor, 1 None
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot was practicing short-field takeoffs from a 3,120-ft soft, turf runway with 800 ft available; the airplane lifted off the ground with about 400 ft of runway remaining. According to the pilot, a light crosswind was present during the takeoff, but the wind may have shifted to a quartering tailwind. During initial climb, the pilot stated he attempted to accelerate briefly in ground effort and subsequently noticed the airplane was climbing poorly and the flight controls "felt sluggish." Unable to clear a line of trees about 300 ft beyond the end of the runway, the pilot pitched down to avoid stalling the airplane and impacted trees.

Postaccident examination revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

Based on the airplane's weight and the ambient conditions, the manufacturer specified that a takeoff distance to clear a 50-ft obstacle was about 920 ft. With a 5 knot tailwind, the takeoff distance to clear a 50 ft obstacle was about 1,100 ft. Further, during the initial climb toward oncoming trees, with little margin for error, the pilot most likely did not adequately accelerate the airplane while in ground effect, as is needed for a soft-field takeoff. Instead, the pilot most likely attempted to climb at a slow speed, which resulted in a settling effect and the inability to clear trees near the departure end of the runway.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's decision to depart with minimal runway available and his improper soft-field takeoff procedure, which resulted in impact with trees due to a slow airspeed and settling effect during climbout. 

Findings

Personnel issues Decision making/judgment - Pilot
Personnel issues Aircraft control - Pilot
Aircraft Airspeed - Not attained/maintained
Aircraft Climb capability - Not attained/maintained
Aircraft Takeoff distance - Capability exceeded
Personnel issues Incorrect action performance - Pilot
Personnel issues Performance calculations - Pilot

Factual Information

***This factual report was modified on October 22, 2020. Please see the docket for the original report.***

On June 13, 2019, about 1935 central daylight time, an amateur-built Just Aircraft Highlander airplane, N324SB, was substantially damaged when it was involved in an accident at Rockin M Airport (T14), Quinlan, Texas. The pilot suffered minor injuries and the passenger was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot was practicing short-field takeoffs that included use of soft-field takeoff procedures to clear a 50 ft obstacle at T14. The airport owner marked a starting position about 800 ft from the end of the 3,120 ft runway and a line of trees was located about 300 ft beyond the end of the runway. From the marked starting position on the runway, the pilot performed three solo takeoffs with a ground roll of about 200 ft.

After the practice takeoffs, the pilot returned to load the passenger and they lifted off with a ground roll of about 400 ft. During the soft-field takeoff procedure, the pilot stated he attempted to accelerate briefly in ground effect before climbing out. He noticed the airplane was performing poorly and the flight controls "felt sluggish." Unable to clear trees off the end of the runway without potentially stalling the airplane, the pilot elected to pitch the nose down and then impacted into shorter trees, damaging the right wing.

Postaccident examination of the airplane and engine test runs revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

The pilot stated the airplane's weight was about 60 lbs less than maximum gross and that a light crosswind was present that may have shifted to a light quartering tailwind. Manufacturer specifications predicted takeoff distance to clear a 50 ft obstacle as 800 ft. The pilot operating handbook recommended increasing takeoff distance by 10% for each 1,000 ft that field elevation was above sea level, 10% for each 18°F that temperature was above 60°F, and 20% for each 5 knots of tailwind. Based on the ambient conditions at the time of the accident, predicted takeoff distance to clear a 50 ft obstacle was about 920 ft without any tailwind and about 1,100 ft with 5 knots of tailwind.

The Federal Aviation Administration Airplane Flying Handbook (FAA-H-8083-38) contains the following information for a soft-field takeoff:

After the airplane becomes airborne, the pilot should gently lower the nose with the wheels clear of the surface to allow the airplane to accelerate to Vy, or Vx if obstacles must be cleared. … An attempt to climb prematurely or too steeply may cause the airplane to settle back to the surface as a result of the loss of ground effect. … During the transition out of the ground effect area, the pilot should not attempt to climb out of ground effect before reaching the sufficient climb airspeed, as this may result in the airplane being unable to climb further, even with full power applied. Therefore, it is essential that the airplane remain in ground effect until at least Vx is reached.

History of Flight

Prior to flight Preflight or dispatch event
Initial climb Loss of lift (Defining event)
Initial climb Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Commercial; Flight instructor
Age: 32, Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land; Multiengine sea
Seat Occupied: Right
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane multi-engine; Airplane single-engine; Instrument airplane
Toxicology Performed: No
Medical Certification: Class 2 With waivers/limitations 
Last FAA Medical Exam: August 28, 2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: October 17, 2018
Flight Time: 10921 hours (Total, all aircraft), 19 hours (Total, this make and model), 10045 hours (Pilot In Command, all aircraft), 299 hours (Last 90 days, all aircraft), 127 hours (Last 30 days, all aircraft), 6 hours (Last 24 hours, all aircraft)

Passenger Information

Certificate: Age: Male
Airplane Rating(s):
Seat Occupied: Left
Other Aircraft Rating(s): 
Restraint Used: 4-point
Instrument Rating(s): 
Second Pilot Present: Yes
Instructor Rating(s):
Toxicology Performed: No
Medical Certification: 
Last FAA Medical Exam:
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: JUST AIRCRAFT
Registration: N324SB
Model/Series: HIGHLANDER 
Aircraft Category: Airplane
Year of Manufacture: 2008
Amateur Built: Yes
Airworthiness Certificate: Experimental (Special) 
Serial Number: JAESC0158
Landing Gear Type: Tailwheel 
Seats: 2
Date/Type of Last Inspection: February 21, 2019 Annual 
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 567 Hrs as of last inspection
Engine Manufacturer: Rotax
ELT: C91 installed, activated, aided in locating accident
Engine Model/Series: 912ULS
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: KTRL,475 ft msl
Distance from Accident Site: 17 Nautical Miles
Observation Time: 19:53 Local 
Direction from Accident Site: 211°
Lowest Cloud Condition: Clear 
Visibility 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 100° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.04 inches Hg
Temperature/Dew Point: 28°C / 13°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Quinlan, TX (T14)
Type of Flight Plan Filed: None
Destination: Quinlan, TX (T14) 
Type of Clearance: None
Departure Time: 19:45 Local 
Type of Airspace: Class G

Airport Information

Airport: Rockin M T14 
Runway Surface Type: Grass/turf
Airport Elevation: 473 ft msl 
Runway Surface Condition: Dry; Soft
Runway Used: 36 
IFR  Approach: None
Runway Length/Width: 3120 ft / 60 ft 
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 Minor, 1 None
Latitude, Longitude: 32.952499,-96.095832(est)

Loss of Control on Ground: Piper PA-24-250 Comanche, N8300P; accident occurred June 12, 2019 at Cambridge Municipal Airport (KCDI), Guernsey County, Ohio




Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Columbus, Ohio

Investigation Docket - National Transportation Safety Board:

Epirus LLC


Location: Cambridge, Ohio
Accident Number: GAA19CA340
Date & Time: June 12, 2019, 22:10 Local 
Registration: N8300P
Aircraft: Piper PA24 
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 Minor
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot reported that the airplane landed hard, veered left, and exited the runway. The airplane then impacted terrain and came to rest in a creek. The airplane sustained substantial damage to the left wing. The pilot reported that there were no preimpact mechanical failures or malfunctions with the airplane that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper landing flare, which resulted in a hard landing, and his subsequent loss of directional control, which resulted in impact with a creek. 

Findings

Personnel issues Aircraft control - Pilot
Aircraft Landing flare - Not attained/maintained
Aircraft Directional control - Not attained/maintained

Factual Information

History of Flight

Landing-flare/touchdown Hard landing
Landing-flare/touchdown Loss of control on ground (Defining event)
Landing-flare/touchdown Runway excursion
Landing-flare/touchdown Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Private 
Age: 56,Male
Airplane Rating(s): Single-engine land 
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: Unknown
Instrument Rating(s): None 
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Class 3 Without waivers/limitations
Last FAA Medical Exam: July 1, 2019
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N8300P
Model/Series: PA24 250 
Aircraft Category: Airplane
Year of Manufacture: 1963
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 24-3549
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: Unknown
Certified Max Gross Wt.: 2899 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 
Engine Manufacturer: Lycoming
ELT: Installed, not activated 
Engine Model/Series: O-540 SERIES
Registered Owner: 
Rated Power: 250 Horsepower
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Night
Observation Facility, Elevation: KCDI,799 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 02:19 Local
Direction from Accident Site: 0°
Lowest Cloud Condition: Scattered / 3300 ft AGL 
Visibility: 3 miles
Lowest Ceiling: Broken / 6500 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: 29.84 inches Hg 
Temperature/Dew Point: 17°C / 16°C
Precipitation and Obscuration: Light - None - Rain
Departure Point: Caldwell, NJ (CDW) 
Type of Flight Plan Filed: None
Destination: Middletown, OH (MWO)
Type of Clearance: None
Departure Time: 
Type of Airspace: Class G

Airport Information

Airport: Cambridge Muni CDI
Runway Surface Type: Asphalt
Airport Elevation: 798 ft msl 
Runway Surface Condition: Wet
Runway Used: 22
IFR Approach: Unknown
Runway Length/Width: 4298 ft / 75 ft
VFR Approach/Landing: Full stop; Precautionary landing

Wreckage and Impact Information

Crew Injuries: 1 Minor 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 39.974998,-81.577499(est)





Aerodynamic Stall/Spin: Cessna T188C AG Husky, N2085J; accident occurred June 12, 2020 in Bokoshe, LeFlore County, Oklahoma












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; Oklahoma City, Oklahoma

Investigation Docket - National Transportation Safety Board:

AgraTech Inc


Location: McCurtain, Oklahoma
Accident Number: CEN20CA229
Date & Time: June 12, 2020, 13:20 Local
Registration: N2085J
Aircraft: Cessna T188
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 1 Serious
Flight Conducted Under: Part 137: Agricultural

Analysis

The commercial pilot was conducting an aerial application flight to a field that had a small hill on the north side. After the completion of the second pass, the pilot maneuvered the airplane out of the field to turn away from the hill and to get turned around for another pass. Upon starting the turn back towards the field, the pilot realized that he had not allowed adequate space to perform the turn given the airplane's "current load and environmental conditions." The pilot leveled the wings and attempted to fly over the hill; however, the airplane encountered an aerodynamic stall about 30 ft above ground level and subsequently impacted trees and rocky terrain. The airplane sustained substantial damage to the fuselage, the left wing, and the empennage. The pilot reported there were no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain the proper airspeed during a low altitude aerial application maneuver and his exceedance of the airplane’s critical angle of attack, which resulted in an aerodynamic stall at too low of an altitude to recover.

Findings

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

Factual Information

History of Flight

Maneuvering-low-alt flying Low altitude operation/event
Maneuvering-low-alt flying Aerodynamic stall/spin (Defining event)
Maneuvering-low-alt flying Attempted remediation/recovery
Maneuvering-low-alt flying Loss of control in flight
Maneuvering-low-alt flying Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Commercial; Flight instructor 
Age: 25,Male
Airplane Rating(s): Single-engine land 
Seat Occupied: Single
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane single-engine 
Toxicology Performed: No
Medical Certification: Class 2 Without waivers/limitations
Last FAA Medical Exam: November 1, 2019
Occupational Pilot: Yes 
Last Flight Review or Equivalent: March 18, 2019
Flight Time: 3050 hours (Total, all aircraft), 843 hours (Total, this make and model), 2999.8 hours (Pilot In Command, all aircraft), 378.2 hours (Last 90 days, all aircraft), 152.6 hours (Last 30 days, all aircraft), 7 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 
Registration: N2085J
Model/Series: T188 C
Aircraft Category: Airplane
Year of Manufacture: 1978
Amateur Built: No
Airworthiness Certificate: Restricted (Special)
Serial Number: T18803375T
Landing Gear Type: Tailwheel
Seats: 1
Date/Type of Last Inspection: January 16, 2020 Annual 
Certified Max Gross Wt.: 4400 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 7294 Hrs at time of accident 
Engine Manufacturer: Continental Motors
ELT: Not installed 
Engine Model/Series: TSIO-520-T
Registered Owner: 
Rated Power: 310 Horsepower
Operator: 
Operating Certificate(s) Held: Agricultural aircraft (137)
Operator Does Business As: AgraTech, Inc.
Operator Designator Code: G47G

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KGZL,601 ft msl 
Distance from Accident Site: 12 Nautical Miles
Observation Time: 18:15 Local
Direction from Accident Site: 313°
Lowest Cloud Condition: Clear
Visibility 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 9 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 160°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.29 inches Hg
Temperature/Dew Point: 32°C / 3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Stigler, OK (GZL)
Type of Flight Plan Filed: None
Destination: Stigler, OK (GZL)
Type of Clearance: None
Departure Time: 12:50 Local
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 Serious 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious 
Latitude, Longitude: 35.145,-94.916114(est)