Pilot flying in violation of regulations in Arizona plane crash; also involved in two previous accidents.
A Rutan VariEze similar to the one in this week's crash. (Photo by Adrian Pingstone)
Three days ago, I wrote a post about a plane crash in the Gila River Indian Community Reservation near Laveen, Arizona in which the pilot, Charles T. Blanchette was trapped under his airplane for nearly an entire day while search and rescue teams combed the area looking for the accident site. You can see the information available for that accident by clicking HERE. It turns out Mr. Blanchette has a knack for getting himself into trouble… with his aircraft and with the Federal Aviation Administration (FAA). He has been in two previous crashes/incidents and reports say he has had his license revoked on both occasions. Worse yet (ok, maybe crashing twice before is worse), he was not even supposed to be flying this past Wednesday when he crashed his Rutan VariEze (registration N50894).
He did not possess a current medical certificate required for flying. Federal Aviation Regulations (FARs) Part 61.3 and 61.23 state that a pilot must hold at least a third-class medical certificate when he exercises the privileges of a pilot certificate equivalent to that which Mr. Blanchette apparently holds. This means that by flying his aircraft, the pilot was in violation of FARs and he can probably expect his license to be revoked again regardless of what the investigation turns out.
A Kr-2 similar to that involved in the 2003 crash. (Photo by AHunt)
As far as his previous accidents, the first one occurred in December 16, 2003 when the pilot was involved in a crash of a Rand Robinson KR-2 (registration N82KR) that flipped over during a forced landing from an engine failure on approach to land at Glendale Municipal Airport (GEU) in Glendale, Arizona. After investigators checked the engine they discovered that a carburetor jet (I believe one that controls the fuel going into the fuel/air mixture) was improperly seated. They also found out the airplane was overdue for an inspection as its last inspection had occurred about 14 months before (one conditional inspection every twelve months was required). Had the aircraft been inspected, the mechanics may have discovered the problem. The pilot had also been involved in some propeller strikes with the ground a few months before. The FAA took issue with the aircraft’s improper inspection schedule and took appropriate action.
A Grob G-109 similar to the motorized glider involved in the 2006 incident. (Photo by Adrian Pingstone)
In the second accident, the pilot was in a Grob Flugzeugbau G-109 powered glider (registration N39262) on October 18, 2006, departing GEU, when a propeller blade came of the glider resulting in substantial damage. The pilot was able to land safely back in the airport, but by the time the FAA inspector got to the scene, the pilot had removed the propeller assembly from the aircraft and did not want to give it to the inspector. Attempts by the National Transportation and Safety Board (NTSB) to get information on the glider and propeller assembly were also ignored. According to Title 49 of the Code of Federal Regulations Part 830.10, prior to the NTSB or its authorized representative (the FAA inspector) showing up at an accident scene, the operator of the aircraft is responsible for preserving the wreckage and any records aboard the aircraft. In addition, no one may disturb the wreckage unless it’s necessary to do so for the safety of aircraft occupants, the public, or to protect the aircraft from further damage (none of that was the case in this accident). You have to wonder what the pilot was trying to hide by refusing to furnish the propeller assembly or cooperating with the investigation.
Now, Mr. Blanchette, who we can say is an NTSB regular customer, faces his third investigation and hopefully wasn’t able to tamper with the wreckage when he was stuck under it. It will be interesting to follow up this investigation and see if the lack of medical certificate is the only rule violation this time.
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