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Harrison Ford Reported Fair After Plane Crash



 
 
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  #11  
Old March 7th 15, 12:36 PM posted to rec.aviation.piloting
Larry Dighera
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Posts: 3,839
Default Harrison Ford Reported Fair After Plane Crash

On Sat, 07 Mar 2015 11:45:10 +1100, Sylvia Else
wrote:

On 6/03/2015 12:30 PM, Larry Dighera wrote:

Bonis has lobbied to close the airport as being inadequate. "This airport is
remarkably close to residential areas and flight schools, which is very
concerning," he said.


Yes, fancy building an airport in the middle of a residential area.

Oh, that's right, they didn't.

I'm amazed that they were able to sell new houses close to an airport
under the extended runway centreline. Presumably people only start to
worry about things after they've moved in.

Who allowed them to be built there?

Sylvia.


Exactly. Buyers purchase real estate at reduced prices that reflect the
proximity to the airport, and than insist that the airport go away. Such
behavior seems a bit selfish, arrogant and self serving to me.

Those Santa Monica officials who permitted residential development in close
proximity to the airport are guilty of malfeasance in office from my
prospective. They should be prosecuted for that irresponsible behavior.
Ads
  #12  
Old March 7th 15, 07:40 PM posted to rec.aviation.piloting
george152
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Posts: 158
Default Harrison Ford Reported Fair After Plane Crash

On 8/03/2015 1:36 a.m., Larry Dighera wrote:

Exactly. Buyers purchase real estate at reduced prices that reflect the
proximity to the airport, and than insist that the airport go away. Such
behavior seems a bit selfish, arrogant and self serving to me.

Those Santa Monica officials who permitted residential development in close
proximity to the airport are guilty of malfeasance in office from my
prospective. They should be prosecuted for that irresponsible behavior.


I've got an idea.
Those complaining of the proximity to the airfield get their property
revalued against properties situated away from the airfield and have to
pay the difference if the airfield shuts down.
  #13  
Old March 7th 15, 09:16 PM posted to rec.aviation.piloting
Larry Dighera
external usenet poster
 
Posts: 3,839
Default Harrison Ford Reported Fair After Plane Crash

On Sun, 08 Mar 2015 08:40:31 +1300, george152 wrote:

On 8/03/2015 1:36 a.m., Larry Dighera wrote:

Exactly. Buyers purchase real estate at reduced prices that reflect the
proximity to the airport, and than insist that the airport go away. Such
behavior seems a bit selfish, arrogant and self serving to me.

Those Santa Monica officials who permitted residential development in close
proximity to the airport are guilty of malfeasance in office from my
prospective. They should be prosecuted for that irresponsible behavior.


I've got an idea.
Those complaining of the proximity to the airfield get their property
revalued against properties situated away from the airfield and have to
pay the difference if the airfield shuts down.



Brilliant!

We should all post comments on those pro-airport decommissioning web pages with
something like this:

Owners' of real property located within the sphere of influence of the
Santa Monica Airport may look forward to having the assessed value of their
property increased in the event that the effort to close the airport should
succeed, resulting in their being required to pay increased property taxes.


  #14  
Old March 7th 15, 11:33 PM posted to rec.aviation.piloting
george152
external usenet poster
 
Posts: 158
Default Harrison Ford Reported Fair After Plane Crash

On 8/03/2015 10:16 a.m., Larry Dighera wrote:
On Sun, 08 Mar 2015 08:40:31 +1300, george152 wrote:

On 8/03/2015 1:36 a.m., Larry Dighera wrote:

Exactly. Buyers purchase real estate at reduced prices that reflect the
proximity to the airport, and than insist that the airport go away. Such
behavior seems a bit selfish, arrogant and self serving to me.

Those Santa Monica officials who permitted residential development in close
proximity to the airport are guilty of malfeasance in office from my
prospective. They should be prosecuted for that irresponsible behavior.


I've got an idea.
Those complaining of the proximity to the airfield get their property
revalued against properties situated away from the airfield and have to
pay the difference if the airfield shuts down.



Brilliant!

We should all post comments on those pro-airport decommissioning web pages with
something like this:

Owners' of real property located within the sphere of influence of the
Santa Monica Airport may look forward to having the assessed value of their
property increased in the event that the effort to close the airport should
succeed, resulting in their being required to pay increased property taxes.

And come up with the difference between their original bought value
and the new value within, say, a year or default to whatever it is
the US they'd default to..
We have similar nonsense here


  #15  
Old March 9th 15, 11:23 PM posted to rec.aviation.piloting
[email protected]
external usenet poster
 
Posts: 176
Default Harrison Ford Reported Fair After Plane Crash

On Saturday, March 7, 2015 at 3:16:09 PM UTC-6, Larry Dighera wrote:
On Sun, 08 Mar 2015 08:40:31 +1300, george152 wrote:

On 8/03/2015 1:36 a.m., Larry Dighera wrote:

Exactly. Buyers purchase real estate at reduced prices that reflect the
proximity to the airport, and than insist that the airport go away. Such
behavior seems a bit selfish, arrogant and self serving to me.

Those Santa Monica officials who permitted residential development in close
proximity to the airport are guilty of malfeasance in office from my
prospective. They should be prosecuted for that irresponsible behavior.

  #16  
Old August 7th 15, 11:32 AM posted to rec.aviation.piloting
Larry Dighera
external usenet poster
 
Posts: 3,839
Default Harrison Ford Reported Fair After Plane Crash



FINAL REPORT


http://www.ntsb.gov/_layouts/ntsb.aviation/brief.aspx?ev_id=20150305X93207&key=1

NTSB Identification: WPR15FA121
14 CFR Part 91: General Aviation
Accident occurred Thursday, March 05, 2015 in Santa Monica, CA
Probable Cause Approval Date: 08/06/2015
Aircraft: RYAN AERONAUTICAL ST3KR, registration: N53178
Injuries: 1 Serious.
NTSB investigators either traveled in support of this investigation or
conducted a significant amount of investigative work without any travel, and
used data obtained from various sources to prepare this aircraft accident
report.

Shortly after takeoff, the pilot advised the air traffic control tower
controller that the engine had lost power, and the pilot requested an immediate
return to the airport. The pilot initiated a left turn toward the airport;
however, during the approach, he realized that the airplane was unable to reach
the runway. Subsequently, the airplane struck the top of a tree and then
impacted the ground in an open area of a golf course.

A postaccident examination of the airplane's engine revealed that the
carburetor's main metering jet was unscrewed from its seat and rotated 90
degrees. The unseated jet would have allowed an increased fuel flow through the
main metering orifice, producing an extremely rich fuel-to-air ratio, which
would have resulted in the loss of engine power. It is likely that, over time,
the jet gradually loosened from its seat, which allowed it to eventually rotate
90 degrees. No further mechanical failures or malfunctions were revealed that
would have precluded normal operation.

A review of the airplane's maintenance records indicated that the carburetor
was rebuilt during the airplane's restoration about 17 years before the
accident. The carburetor maintenance instruction manual contained no pertinent
instructions for the installation of the jet assemblies. Further, no
maintenance entries in the engine logbook regarding carburetor maintenance were
found. Had the carburetor maintenance instruction manual identified a means to
ensure the security of the main metering jet, it is unlikely that the jet would
have become unseated. There was no record of maintenance personnel inspecting
the carburetor jets during the previous 17 years nor was there a requirement to
do so.

The front and rear seats of the airplane were equipped with
non-factory-installed shoulder harnesses. The pilot's shoulder harness was
installed by mounting the end of the restraint to the lower portion of the
seatback assembly, which was made of thin aluminum. No reinforcement material
or doublers were installed at or around the attachment bolt hole in the
seatback. The lack of reinforcement allowed the attachment bolt, washers, and
stop nut to be pulled upward and through the seatback structure during the
impact sequence, which resulted in the pilot's loss of shoulder harness
restraint. It is likely that the improperly installed shoulder harness
contributed to the severity of the pilot's injuries.

As a result of this investigation, the NTSB is working with the pilot community
to inform them of the lessons learned from this accident: the security of the
carburetor's main metering jet and the security of the shoulder harness are
both critical aspects of aviation safety.


The National Transportation Safety Board determines the probable cause(s) of
this accident as follows:
A total loss of engine power during initial climb when the carburetor main
metering jet became unseated, which led to an extremely rich fuel-to-air ratio.
Contributing to the accident was the lack of adequate carburetor maintenance
instructions. Contributing to the severity of the pilot's injuries was the
improperly installed shoulder harness.



Full narrative available



http://www.ntsb.gov/_layouts/ntsb.aviation/brief2.aspx?ev_id=20150305X93207&ntsbno=WPR15FA121 &akey=1

NTSB Identification: WPR15FA121
HISTORY OF FLIGHT

On March 5, 2015, about 1422 Pacific standard time, a Ryan Aeronautical ST3KR,
N53178, sustained substantial damage during a forced landing following a
reported loss of engine power shortly after takeoff and during initial
climb-out from the Santa Monica Municipal Airport (SMO), Santa Monica,
California. The airplane was registered to MG Aviation, Inc., and operated by
the pilot under the provisions of 14 Code of Federal Regulations (CFR) Part 91.
The private pilot, who was the sole occupant of the airplane, was seriously
injured. Visual meteorological conditions prevailed and no flight plan was
filed for the personal flight. The local flight originated from SMO about 1421.

During an interview with the National Transportation Safety Board (NTSB)
investigator-in-charge, the pilot reported that, shortly after takeoff and
about 1,100 ft mean sea level, the engine experienced a loss of power. He
stated that he did not attempt an engine restart but maintained an airspeed of
85 mph and initiated a left turn back toward the airport; however, during the
approach, he realized that the airplane was unable to reach the runway. The
pilot did not recall anything further about the accident sequence.
Subsequently, the airplane struck the top of a tree that was about 65 ft tall,
and then impacted the ground in an open area of a golf course.

Examination of the accident site by an NTSB investigator revealed that the
airplane came to rest upright adjacent to the 8th tee, about 800 ft. southwest
of the approach end of runway 03 at SMO. The airplane sustained substantial
damage to the wings, the right stabilizer, and the fuselage.

Multiple witnesses who were on the golf course reported hearing and observing
the airplane overhead. Shortly thereafter, the witnesses heard the airplane's
engine quit. The airplane was seen gliding toward the ground. Several witnesses
observed the airplane strike the top of a tree and then descend to the ground.

The airplane was recovered to a secure location for further examination.

PERSONNEL INFORMATION

The pilot, age 72, held a private pilot certificate with airplane multi-engine
land, single-engine land, airplane single-engine sea, rotorcraft-helicopter,
and instrument ratings. The pilot was issued a third-class airman medical
certificate on May 23, 2014, with the limitation that he must wear corrective
lenses. The pilot reported on his most recent medical certificate application
that he had accumulated 5,200 total flight hours. The pilot reported that he
had accumulated a total of 55.3 hours within the preceding 90 days, 17.7 hours
within the preceding 30 days, and logged no flight hours within the previous 24
hours. The total time he had logged in the accident make/model airplane was
over 75 hours.

AIRCRAFT INFORMATION

The two-seat, low-wing monoplane, fixed-gear airplane, serial number (S/N)
1859, was manufactured in 1942. The military version of the airplane was known
as the PT-22 Recruit. It was powered by a Kinner R-55 engine, serial number
07450, rated at 160 horsepower. The airplane was also equipped with a Sensenich
model W90HASP-86, serial number AF 1893, fixed pitch propeller. The airplane is
flown solo from the rear seat.

The accident make/model airplane was not equipped with shoulder harnesses when
it was produced in 1942. However, the accident airplane was equipped with
shoulder harnesses for both the forward and aft seats. No logbook entries,
supplemental type certificate (STC), or documentation was located during the
investigation that provided details on when the shoulder harnesses were
installed in the airplane.

While it is typical to add shoulder harnesses in antique airplanes, most are
performed under an STC installation or by a field approval from the Federal
Aviation Administration (FAA). However, FAA guidance does allow for certain
installations to be conducted under minor alterations as long as no welding or
drilling of holes into the aircraft structure is performed. No evidence of
drilling or welding was noted to the aircraft structure.

Review of the airframe and engine logbooks revealed that the most recent annual
inspection was completed on March 13, 2014, at a recorded tachometer reading of
25 hours and an airframe total time of 163.5 hours since the restoration of the
airplane.

METEOROLOGICAL INFORMATION

A review of recorded data from the SMO automated weather observation station,
located near the accident site, revealed that, at 1351, conditions were wind
from 220 degrees at 10 knots, visibility 10 statute miles, clear sky,
temperature 23 degrees Celsius, dew point -8 degrees Celsius, and an altimeter
setting of 30.20 inches of mercury.

AIRPORT INFORMATION

According to the FAA Digital Airport/Facility Directory, SMO is a continuously
operated towered airport with a field elevation of 177 feet. The airport was
equipped with one asphalt runway, runway 03/21 (4,973 ft long by 150 ft wide).
Investigative personnel noted that the approach end of runway 03 of the airport
was positioned on a plateau about 75 ft higher than the accident site.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site revealed that the airplane impacted terrain
about 800 ft southwest of runway 03 at an elevation of about 45 ft. Wreckage
debris remained within about 10 ft of the main wreckage. The first identified
point of contact was the top of a tree about 65 ft tall. The first area of
ground impact consisted of an area of disturbed grass that extended to a small
crater of disturbed dirt, which contained a portion of the propeller blade. The
ground scars were about 25 ft in length.

The fuselage came to rest upright on a heading of about 44 degrees magnetic
about 150 feet from the tree. The wings and engine remained partially attached
to the main fuselage. Flight control continuity was established to all flight
surfaces, with the exception of the right aileron; its control cable became
separated when the right wing partially detached from the wing root. All major
structural components of the airplane were located at the accident site.

Fuel was observed leaking from the front of the airplane, and the responding
fire department reported shutting off the airplane's fuel supply from the
cockpit.

COMMUNICATIONS

According to FAA recorded communications, the SMO air traffic control tower
local controller reported that, at 1419, the pilot requested a departure from
runway 21 for left closed traffic. The pilot was cleared for takeoff about 1
minute later. About 1 minute after takeoff, the pilot radioed that he had an
engine failure and requested immediate return. The controller cleared the pilot
to land on runway 21; the pilot responded with a request for runway 03. The
controller subsequently cleared the pilot to land on runway 03 and then issued
the wind information. There was no further transmission from the pilot after
1422.

MEDICAL AND PATHOLOGICAL INFORMATION

The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma,
performed toxicology tests on the pilot. No ethanol was detected in the blood.
The following drugs were tested for: amphetamines, opiates, marijuana, cocaine,
phencyclidine, benzodiazepines, barbiturates, antidepressants, and
antihistamines. Positive results for morphine in the blood and ondansetron in
the serum were present. Tests were negative for the remainder of the drugs.

A review of the pilot's postaccident medical care by the NTSB's Chief Medical
Officer revealed that the pilot was administered amounts of morphine for pain
during his evacuation from the accident scene and ondansetron for nausea during
his evaluation at the emergency department. The positive toxicology results
were consistent with the medications administered to the pilot during his
postaccident treatment.

TESTS AND RESEARCH

Airframe Examination

Both the left and right wings were removed to facilitate wreckage recovery and
subsequent transport. During postaccident examination, the airframe fuel filter
(gascolator) was removed and subsequently disassembled. The gascolator bowl was
free of debris. A very slight amount of debris was observed on the gascolator
screen. Multiple fuel line fittings were impact damaged, and separated from the
gascolator.

The fuel selector valve handles (forward and aft) were found in the "off"
position. The fuel selector valve remained attached and secure to the selector
valve handle shaft. The fuel selector valve was removed and disassembled.
Internal examination of the fuel selector valve revealed that the valve was in
the "off" position. Air was applied to the inlet port, and when the valve was
moved to both the main and reserve positions, no restrictions were noted.

The fuel tank remained intact, but the fuel tank cap was separated. Impact
damage was observed surrounding the fuel cap. Internal examination of the fuel
tank revealed that no debris or contaminants were present. No fuel was observed
within the fuel tank. Compressed air was applied to the main and reserve outlet
port fuel lines and the fuel vent line, and no restrictions were noted.

Examination of the aft cockpit seat revealed that the left and right seatbelt
restraints remained attached to their respective mounts and seat structure. The
shoulder harnesses were separated from the seat back assembly, but the attach
bolt remained intact and secure to the shoulder restraint harness. The shoulder
harness was attached using a bolt, two washers, and an elastic stop nut. A
hole, similar to the size of the shoulder harness attach bolt, was observed on
the back of the seat, about 2-3/8 inch above the seat bottom. The aluminum
structure of the seat back was peeled away (outward and upward) from the
shoulder harness bolt hole, consistent with the attach bolt being pulled
through the metal structure. There was no evidence of reinforcement surrounding
the shoulder harness bolt hole and the peeled away seatback structure.

Engine Examination

Examination of the recovered Kinner R-55 engine, serial number 07450, revealed
that it remained attached to the airframe engine mount and was displaced
downward at an approximate 45-degree angle. The starter was separated from the
starter adapter, and the carburetor was displaced from its mounts. Impact
damage was observed on the bottom side of the oil tank, and the outlet port was
damaged and pulled away at the fitting, which resulted in a breach of the oil
tank. When the engine was attached to an engine hoist, residual oil was
observed draining from the oil tank outlet port. The oil shutoff valve was
found separated from the oil tank outlet fitting and the associated oil line
tubing. The oil shutoff valve was found in the open position, and the handle
was bent, consistent with impact damage. When actuated by hand, the oil shutoff
valve actuated normally between the open and closed positions. Several fuel and
oil lines were found impact damaged and separated. The oil drain valve was
intact and in the closed position.

The forward spark plugs on all five cylinders were removed. Both the left and
right magnetos were also removed. The propeller was rotated by hand, and thumb
compression was obtained on cylinder Nos. 1, 2, 4, and 5. All intake and
exhaust rocker arms for all cylinders exhibited equal lift action. Damage to
the No. 3 cylinder intake and exhaust push rod tubes resulted in a decreased
clearance for the intake and exhaust valve rocker arms (0.004 inch and 0.002
inch, respectfully). Both of the intake and exhaust valve rollers would not
rotate. The valve clearance adjustment nut was loosened, which allowed for
further movement of the intake and exhaust valve rocker arms. The propeller was
then rotated by hand, and thumb compression was obtained on the No. 3 cylinder.
When the propeller was rotated, no internal binding or friction was noted
within the engine and valve train.

The Holley 419 carburetor was found separated from its mounts. The mounting
flange and a portion of the carburetor casing around the throttle valve/plate
were separated. All safety wire were intact and secure. The carburetor was
disassembled and examined. The fuel screen was intact and free of debris. The
float bowl was free of debris and contained no residual fuel. The metal float
was intact and free of damage. Compressed air was applied to the inlet port of
the carburetor, and the float and needle valve were actuated with no anomalies
noted. Solvent was poured into the float bowl and the accelerator pump was
actuated; fuel was observed expelling from the nozzle. All internal components
of the carburetor appeared to be intact and undamaged.

The main metering jet cover was removed from the housing at the bottom of the
carburetor. The main metering jet was found unscrewed from its seat and rotated
laterally about 90 degrees. The internal cap, main metering jet, and seat
appeared to be bright in color and polished. Portions of the jet threads
appeared to be rounded off. No gasket was observed within the main metering jet
housing. In addition, no evidence of thread locking compound was observed on
the threads of the main metering jet or the threads of the seat.

According to the 1943 Holley Aircraft Carburetors Instruction Manual for Models
419 and 429, the actual metering of the fuel is accomplished by the main
metering jet located in the passage between the discharge nozzle and the float
chamber. The metering system provides a constant mixture ratio over the
cruising range of engine operating speeds.

A review of the maintenance logbooks revealed that an extensive restoration of
the airplane and engine overhaul was completed on May 21, 1998. At the time of
the accident, the airframe and engine had accumulated approximately 169 hours
since the restoration. An entry stated that a new float and gasket were
installed in the carburetor during this time. The airplane was issued a
standard-normal airworthiness certificate on June 4, 1998. Review of the Holley
Aircraft Carburetors Instruction Manual for Models 419 and 429, revealed that
there were no pertinent instructions regarding the installation or continued
maintenance of the jet assemblies. Further, no maintenance entries were located
in the engine logbook regarding carburetor inspections since the overhaul.

For further details of the airframe and engine examination, see the NTSB
Airframe, Engine, and Maintenance Records Examination Summary Report within the
public docket for this accident.

The postaccident examination of the airframe and engine revealed no additional
evidence of a mechanical malfunction that would have precluded normal
operation.

ADDITIONAL INFORMATION

Review of Advisory Circular (AC) 21-34, dated June 4, 1993, provides basic
principles regarding design and installation of combined shoulder harness and
safety belt restraint systems. Section 4, Installation Geometry, item D, of AC
21-34 states in part "spinal compression is likely to occur when the upper end
of the shoulder belt is mounted an excessive amount below the occupant's
shoulder level…the shoulder belt pulls down and back on the torso as it resists
the forward motion of the occupant. The resultant restraint force…will place
the spinal column in compression, and will add to the stresses in the column
caused by the vertical component of the impact deceleration force.

AC 21-34, Section 7, Structural Attachments provides three design concepts that
are intended to create an understanding of the features needed in the
attachments.

"Concept 1: The first concept is to spread attachment loads into as much
surrounding structure as possible and as gradually as possible. Gradual
dissipation of loads minimizes stress concentrations at abrupt changes in
material cross section which promote local failures, either immediately or upon
a subsequent accident load cycle.

Concept 2: The second concept is to minimize local structural bending by
attachment loads. Semimonocoque structure generally offers poor resistance to
bending, but is good in tension and shear applications. Airframe bending,
buckling, or collapse adds to forward movement of the occupant.

Concept 3: The third concept is to ensure that fastener type, strength, and
number are adequate in tension, shear, and bending, depending on the
application. Airframe buckling under restraint loads will result in compound
loading of connector plates as well as fasteners. Concurrently, material
thickness is important in preventing fastener pull-out, and continued security
(safety wire or equivalent) of threaded fasteners should be considered."

Item C of Section 7 states in part, "…some existing aircraft will already have
shoulder harness attachment points, often called "hard points," which were
installed during production. As an alternative, it is fortunate to be able to
attach shoulder belts to reasonably rigid structure where only a doubler may be
needed to replace the material removed for fastener holes. Most often, it is
necessary to attach shoulder belts to relatively thin formed sections, or even
skin panels, of semimonocoque construction to achieve a satisfactory geometric
configuration of the belts when in use. In most cases, attachment points need
reinforcement. Attachments to welded tube and wood frame construction present a
special problem in selecting the attachment point and the hardware for
attachment of shoulder belts."



On Thu, 05 Mar 2015 17:30:00 -0800, Larry Dighera wrote:



Venice, California

Another facial scar for Harrison, and a blow to a vintage PT-22. Ford makes
the 6 PM news (as every pilot fears). Even at 72, I would expect him to heal
reasonably quickly and hopefully, fully. Nice job putting it between the
trees. The hearts of the aviation community go out to you.
-------------------------------------------------------------------------------

VIDEO:
http://www.nbcnews.com/news/us-news/harrison-ford-injured-plane-crash-n318301

Harrison Ford Reported Fair After Plane Crash

BY ANDREW BLANKSTEIN AND HASANI G

Actor Harrison Ford was injured Thursday when a vintage World War II training
plane he was piloting crash landed on a California golf course.

The actor, who was conscious and breathing when rescue crews reached him, was
stabilized and taken to a hospital, where he was in fair to moderate condition,
authorities said. Sources said he sustained cuts to his head. There was no word
on other injuries or what caused the plane to crash about 2:20 p.m. (5:20 p.m.
ET). It appeared he was flying solo.

"We are very thankful that the passenger had [only] very moderate injuries,"
Los Angeles Assistant Fire Chief Patrick Butler said.

The plane clipped some tree branches and crashed on the golf course shortly
after takeoff from Santa Monica Airport, Butler said. An eyewitness, Howard
Teba, an employee at Penmar Golf Course, said he put a blanket under Ford's
hip.

"There was blood all over his face," Teba said. "Two very fine doctors were
treating him, taking good care of him."

Mike Bonin, a Los Angeles City Council member, agreed, telling NBC Los Angeles:
"Thank God that this incident happened on a golf course where there is a
relatively open space."

Bonis has lobbied to close the airport as being inadequate. "This airport is
remarkably close to residential areas and flight schools, which is very
concerning," he said.

An avid flyer of both planes and helicopters, Ford was in a bad crash of a Bell
chopper in 1999 Santa Clara, California. In 2008, he told National Geographic,
"Well, there was a mechanical failure while we were practicing power recovery
autorotations. It was more or less a hard landing. Luckily, I was with another
aviation professional and neither of us was hurt — and both of us are still
flying."

The National Transportation Safety Board said it was sending an investigator.
-------------------------------------------------------------------------------

CONTROL TOWER AUDIO:
http://www.tmz.com/2015/03/05/harrison-ford-plane-crash-landing-golf-course-santa-monica/

Harrison Ford
Plane Crashes
[Update: Control Tower Audio]
3/5/2015 3:15 PM PST BY TMZ STAFF
EXCLUSIVE
0305_harrison_ford_crash_scene_launch_2update_gra phic_red_bar
4:30 PM PT -- We've obtained intense audio of Harrison talking to the Santa
Monica Airport control tower just moments after he'd taken off. Listen ... you
hear him report engine failure and request an emergency return to the airport.

4:41 PM PT -- A witness who was golfing at the time of the crash tells us she
heard the engine sputter ... and watched the plane do a "nose dive straight on
the 8th hole tee box."

The witness adds, "I was one of the first people to run from the hole toward
the plane. 4 to 5 men pulled the pilot out of the plane."
"They got him away from the plane. They were concerned it would catch on fire."
"Two doctors were there – and they had a 1st aid box with them. He was
conscious, talking a little -- a HUGE cut on his head."
The witness tells us the cut was VERY deep -- "A swath of his skin was missing.
There was blood dripping down his face."update_grey_gray_barA small plane
piloted by Harrison Ford has crash-landed at an L.A. golf course ... but we're
told the actor has survived.

TMZ has learned ... Ford was piloting what appears to be a vintage 2-seater
fighter plane Thursday ... when something went wrong and he crashed into Penmar
golf course in Venice, CA.

We're told Ford suffered multiple gashes to his head and was bleeding. Two
doctors who happened to be at the golf course rushed over to treat the actor.
Emergency personnel arrived to the scene a short time later. Ford was
transported to a nearby hospital.

72-year-old Ford is a longtime aviator -- piloting planes and helicopters --
and has crashed multiple times in the past.
Story developing ...
---------------------------------------------------------------------------

Between The Trees
CRASHWITE VIDEO:
http://www.huffingtonpost.com/2015/03/05/harrison-ford-plane-crash_n_6812320.html

Harrison Ford Taken To Hospital After Plane Crash
The Huffington Post | By Jessica Goodman
Email
Posted: 03/05/2015 6:34 pm EST Updated: 2 minutes ago
HARRISON FORD

Harrison Ford was involved in a plane crash near a Los Angeles golf course on
Thursday afternoon, according to multiple reports. CBS News confirmed that Ford
was piloting the the plane, which crashed on Penmar Golf Course in Venice,
California. Ford's rep did not return HuffPost Entertainment's immediate
request for comment.

TMZ was the first to report the news that Ford was taken to the hospital
following the incident. The Los Angeles Fire Department confirmed the plane's
solo occupant was transported to a local hospital and tweeted that he was in
"critical condition." In an updated briefing, however, a representative for the
LAFD said the patient was found in "moderate condition," "conscious,"
"breathing" and outside the plane when the paramedics arrived on the scene. No
other people were injured.

The LAFD released a statement in a series of tweets:

The single-engine aircraft suffered a medium to high impact on the grass at
Penmar Golf Course. Bystanders rendered aid to the conscious and breathing
approximate 70 y/o male pilot prior to firefighters arrival. Firefighters
provided immediate medical aid to the patient who is now described as suffering
fair to moderate injury and being treated at a local hospital.
NBC reported Ford sustained serious injuries, including cuts to his head.
"There was blood all over his face," a Penmar Golf Course employee told NBC
News. An unnamed family member categorized Ford as "fine."

penmar
A photo of Ford's plane, which crashed on Penmar Golf Course on Thursday

Ford is a seasoned pilot, and was reportedly flying a vintage World War II-era
plane.

TMZ posted audio purported to be of Ford communicating with Santa Monica
Airport air traffic control shortly after takeoff. (In the clip, the pilot
reports engine failure and requests an immediate return to the airport.) Fox 11
Los Angeles obtained footage of the plane on the ground as well:

Ford has been involved in multiple plane crashes over the years, most notably
in 2000 when he made a crash landing in his six-passenger plane in Nebraska. In
1999, a helicopter he was piloting crashed in Santa Clarita, California. He
escaped unharmed both times.

This story is developing ...
---------------------------------------------------------------------------------

http://abc7.com/news/man-injured-in-small-plane-crash-at-penmar-golf-course/546555/
"He was able to speak. He expressed that he was in pain, which was no
surprise," Miller said.

 




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