Homebuilt, Experimental, or Light Sport Aircraft

Transcription

National Transportation Safety Board - Aircraft Accident/Incident Database
Accident Rpt# ERA15LA184
04/13/2015 1800 EDT Regis# N30283
Shelter Island, NY
Apt: Westmoreland 49NY
Acft Mk/Mdl CESSNA AIRCRAFT CO 162
Acft SN 16200094
Acft Dmg: SUBSTANTIAL
Rpt Status: Prelim
Eng Mk/Mdl CONT MOTOR O-200D
Acft TT
Fatal
Flt Conducted Under: FAR 091
Opr Name: MICHAEL RUSSO
Opr dba:
120
0
Ser Inj
1
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: LTSP
Events
1. Takeoff - Loss of control in flight
Narrative
On April 13, 2015, about 1800 eastern daylight time, a Cessna 162, N30283, was substantially damaged when it impacted terrain immediately after takeoff from
Westmoreland Airport (49NY), Shelter Island, New York. The airline transport pilot sustained serious injuries. Visual meteorological conditions prevailed and no
flight plan was filed for the personal flight which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 with an intended
destination of Republic Airport (FRG), Farmingdale, New York.
According to eyewitness reports and photographs, the airplane departed to the south on the turf runway, became airborne about midfield, banked to the right,
and subsequently impacted the ground. None of the eyewitnesses reported hearing or seeing any abnormalities prior to the impact.
According to a Federal Aviation Administration (FAA) inspector that responded to the accident location, the airplane impacted the ground and came to rest in a
sparsely wooded area adjacent to the runway, on its main landing gear. Examination of the airplane revealed flight control continuity to all flight control surfaces
from the cockpit and the gust locks were found stowed in the baggage compartment. A smell of aviation fuel was noted at the scene. Photographs provided by
the FAA inspector revealed that the fuselage and wings were buckled, the engine was canted in the positive direction and remained attached to the airframe.
The composite propeller blades exhibited minimal trailing edge delamination and no chordwise gouges were noted.
The engine was retained for further investigation.
Printed: May 01, 2015
Page 1
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Prepared From Official Records of the NTSB By:
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Accident Rpt# ERA14FA339
07/13/2014 1725 EDT Regis# N849CA
Carrollton, GA
Apt: N/a
Acft Mk/Mdl ALLEN STEEN SKYBOLT
Acft SN CA-1
Acft Dmg: DESTROYED
Eng Mk/Mdl LYCOMING O-360-A1D
Acft TT
Fatal
Opr Name: RICHARD M. HANEY
Opr dba:
860
2
Ser Inj
Rpt Status: Factual Prob Caus: Pending
0
Aircraft Fire: GRD
AW Cert: SPE
Events
1. Maneuvering-low-alt flying - Loss of control in flight
Narrative
HISTORY OF FLIGHT
On July 13, 2014, about 1725 eastern daylight time, an experimental, amateur-built Allen Steen Skybolt, N849CA, was destroyed following an inflight loss of
control and a collision with trees and terrain near Carrollton, Georgia. The commercial pilot and one passenger were fatally injured. The experimental,
amateur-built airplane was registered to a corporation and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a
personal flight. Day, visual meteorological conditions prevailed and no flight plan was filed. The local flight originated from West Georgia Regional Airport,
Carrollton, Georgia, about 1640.
Reportedly, the pilot was on a local area pleasure flight with his grandson. Several witnesses observed the airplane in flight and the accident sequence. Most
witnesses observed the airplane flying low, followed by a sudden pitch down or loss of airplane control. Three witnesses reported that the engine continued to
run normally until impact, while two witnesses reported that the engine was "sputtering" and/or "backfiring." Another witness reported the engine at "low power
not idle."
PERSONNEL INFORMATION
The pilot, age 70, held a commercial pilot certificate with ratings for airplane single engine land, airplane multi-engine land, and instrument airplane. He reported
a total flight experience of 2,710 hours, including 35 hours during the last six months, on his limited third class medical certificate application, dated May 12,
2014. The medical certificate included a restriction to wear corrective lenses.
The pilot's most recent logbook was provided to the investigation team by family members. The first entry was recorded on July 1, 2011, at a total forwarded
flight time of 2,485.5 hours. The last logged entry was on June 25, 2014, in a Piper PA-31. His total logged flight time was 2,730.7 hours, including 1,454.1
single engine and 395.0 hours in tail wheel airplanes.
The pilot's logged flight time in the accident airplane, since July 1, 2011, was 6.1 hours, encompassing 6 flights. The last logged flight in the accident airplane
was on May 21, 2013.
AIRCRAFT INFORMATION
The airplane was Steen Skybolt, built by Charles Allen in 1975. The experimental, amateur-built, bi-wing, tail wheel landing gear airplane was powered by a
Lycoming O-360-A1D engine rated at 180 horsepower at 2,700 rpm. It was fitted with a Hartzell HC-C2YK-1A, two-bladed, constant speed propeller.
An examination of available maintenance records revealed that a conditional inspection was performed on the airframe and engine on April 8, 2014. The
airframe total time at the conditional inspection was 860.75 hours. According to Federal Aviation Administration records, the accident pilot acquired the airplane
from the previous owner, who was also the airplane builder, in October, 1999.
METEOROLOGICAL INFORMATION
The 1735 surface weather observation for Carrollton, Georgia (CTJ), located about 9 miles west-northwest of the accident site, included sky clear, wind from
180 degrees at 4 knots, visibility 10 statute miles or greater, temperature 90 degrees F, dew point 68 degrees F, and altimeter setting 30.08 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
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The wreckage was located in a heavily wooded area. The airplane initially impacted a white oak tree, about 60 feet above the ground. The upper, right section
of the wing remained lodged in the tree. The remainder of the wreckage impacted the ground about 46 feet north-northeast of the impacted tree. The entire
wreckage path was about 105 feet in length, oriented on a heading of 030 degrees magnetic. Numerous tree limbs, up to 5 inches in diameter, with smooth,
angular cuts were located within the wreckage debris field. A post-crash fire consumed a majority of the main wreckage. All components and fragments of the
wreckage that were outside of the ground fire area were free of soot or evidence of fire.
All major airframe structural and flight control components were accounted for within the wreckage debris field. Flight control continuity was established from
the cockpit control stick to the ailerons. All fractures in the aileron control rods were consistent with overload. Elevator and rudder control continuity was
confirmed from the cockpit controls to the control stick and the rudder pedals. One of two welded steel brackets connecting the elevator trim tab to the control
cables was broken and showed indications of fire and heat damage. The assembly was forwarded to the NTSB Materials Laboratory in Washington, DC for
examination.
The propeller assembly broke free at the engine crankshaft, just aft of the propeller flange, and was located about 50 feet north-northeast of the engine. The
propeller was the furthest component found along the wreckage path. The fracture to the crankshaft showed signatures consistent with overload. The engine
remained attached to the airframe by control cables.
Two sets of four-point seat belt buckles were located within the cockpit area. The buckles remained fastened and the webbing was consumed by the post-crash
fire.
The metal fuel tank was ruptured and burned and was located within the area of the fuselage. The fuel cap was secure. The fuel line from the tank to the engine
was consumed by the post-crash fire.
The cockpit instruments were burned in the post-crash fire and no useful information was obtained from them. The cockpit-mounted engine controls were found
in the retarded (aft) positions.
After the wreckage was recovered from the accident site, the engine was examined at a wreckage storage facility in Griffin, Georgia. The engine was exposed
to the post-crash fire and was burned or melted in several areas. The spark plugs were removed and examined. The electrode wear and deposits were normal
when compared to a Champion inspection chart. The magneto cases were partially melted and the units could not be tested. The leads were partially burned
away. The heat and fire-damaged carburetor was removed and disassembled. The composite floats were charred but in place. The bowl was clean and dry and
no residual fuel found.
The cylinders were removed and engine was disassembled. Other than post-crash fire and heat damage, no anomalies were noted with the cylinders, valves,
pushrods, and pistons; power train continuity was established and all components indicated normal operating signatures. The engine case, crankshaft,
camshaft and bearings were normal in appearance, except for heat distress from the post-crash fire. The examination of the engine did not reveal any evidence
of a pre-existing anomaly or malfunction.
MEDICAL AND PATHOLOGICAL INFORMATION
A postmortem examination of the pilot was performed at the offices of Georgia Bureau of
Investigation, Division of Forensic Sciences, Decatur, Georgia on July 14, 2014. The autopsy report noted the cause of death as "Multiple blunt impact injuries"
and the manner of death was "Accident."
Forensic toxicology testing was performed on specimens of the pilot by the Federal Aviation Administration (FAA) Bioaeronautical Sciences Research
Laboratory (CAMI), Oklahoma City, Oklahoma. The CAMI toxicology report indicated no carbon monoxide testing was performed due to a lack of suitable
specimens. Testing for cyanide was not performed. No ethanol was found in the urine. Amlodipine was detected in the urine, but not in the blood. The pilot
reported that he was taking amlodipine on his latest FAA medical certificate application. According to the FAA Aerospace Medical Research Forensic
Toxicology website, Amlodipine is a calcium channel blocker heart medication used in the treatment of hypertension. Salicylate (aspirin) was detected in the
urine.
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TESTS AND RESEARCH
The elevator trim tab and connecting hardware were sent to the NTSB Materials Laboratory for examination. The fracture surface was initially examined
as-received and was subsequently cleaned with a solution of alconox and water using a soft-bristle brush. A portion of the fracture surface at the aft end of the
fracture had mostly intergranular fracture features with some transgranular facets. The remainder of the fracture surface appeared oxidized with no discernible
fracture features. Next, the fracture surface was deoxidized by immersion in Evapo-Rust1 for 6 hours. The deoxidized fracture surface was then examined
using a scanning electron microscope. The fracture surface outside of the intergranular region was mostly obscured by oxidation that remained on the surface.
However, a few isolated areas of fracture features were observed. The fracture features in those areas showed dimple fracture features consistent with ductile
overstress fracture.
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Accident Rpt# CEN14LA508
09/21/2014 1720 CDT Regis# N5002E
Acft Mk/Mdl BRUPBACHER CHRIS CB2000
Acft SN H2-02-13-546
Reserve, LA
Acft Dmg: DESTROYED
Fatal
Eng Mk/Mdl SUBARU 2200 CC
Opr Name: MAHLER, DARREN J.
Apt: St. John The Baptist Parish 1L0
2
Ser Inj
0
Opr dba:
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Initial climb - Part(s) separation from AC
Narrative
HISTORY OF FLIGHT
On September 21, 2014, about 1720 central daylight time (2220 UTC), a Brupbacher CB2000 gyroplane, N5002E, impacted a canal in Reserve, Louisiana, after
an unknown item was observed separating from the gyroplane. The pilot and passenger were fatally injured. The gyroplane was destroyed. The gyroplane was
registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions
prevailed at the time of the accident, and no flight plan had been filed. The local flight had just originated from St. John the Baptist Parish Airport (1L0),
Reserve, Louisiana.
Witnesses reported seeing the gyroplane take off on runway 35, turn left onto the crosswind leg, and climb to about 200 feet. They "saw something fall" off the
gyroplane, then the rotor blades folded, and the gyroplane crashed into a canal and sank.
DAMAGE TO AIRCRAFT
The wreckage was recovered from the canal the next day
PERSONNEL (CREW) INFORMATION
According to Federal Aviation Administration (FAA) records, the 47-year-old pilot held a private pilot certificate with an airplane single-engine land rating. He
was not gyroplane rated. He also held a third class airman medical certificate, dated January 22, 2014, with no restrictions or limitations. According to his
application for medical certification, the pilot estimated he had accumulated 260 total flight hours, 40 hours of which were accrued in the previous six months.
Since his logbook was not recovered, his flight time in the gyroplane could not be determined. However, records show the pilot had owned the gyroplane for
three months.
According to FAA records, N5002E (serial number H2-02-13-546), a model CB2000 was an amateur homebuilt gyroplane constructed by a Chris Brupbacher in
2003. A certificate of airworthiness was issued to the pilot on June 16, 2014. The gyroplane was powered by Subaru 2200 cc, 4-cycle, liquid cooled automotive
engine, rated at 130 horsepower.
Some aircraft paperwork was recovered from the canal. After being dried out, no useful information was obtained.
The following weather observations were recorded at the Louis Armstrong-New Orleans International Airport, located 18 miles east of, and nearest to, the
accident location:
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1653: Wind, 050 degrees at 5 knots; visibility, 10 miles; sky condition, 4000 feet scattered; temperature, 31 degrees Centigrade (C.); dew point, 19 degrees C.;
altimeter setting, 29.97 inches of mercury
1753: Wind, 050 degrees at 6 knots; visibility, 10 miles,; sky condition, clear; temperature, 30 degrees C.; dew point, 18 degrees C; altimeter, 29.97 inches of
mercury.
AERODROME INFORMATION
St. John the Baptist Parish Airport (1L0) is located 2 miles northwest of Reserve, Louisiana, and 18 miles west of New Orleans, Louisiana. It is situated 7 feet
above sea level and is equipped with two runways, 17-35: 3,999 feet x 75 feet, asphalt.
Airworthiness and operations inspectors from the Federal Aviation Administration's (FAA) Baton Rouge Flight Standards District Office went to the accident site
and examined the wreckage. The gyrocopter impacted in standing water. Once removed, the main rotor mast was observed in a folded position. The rudder
was separated from the wreckage and exhibited damage consistent with contact from the pusher propeller. The tail boom and vertical stabilizer were separated
from the main wreckage. Examination of the flight control linkage revealed one flight control rod bearing stud fractured. The fracture surface contained
corrosion, consistent with the crack being present prior to impact. An additional control rod bearing had surface corrosion similar to the corrosion present on the
fractured bearing stud.
An autopsy was conducted by the New Orleans, Louisiana, Forensic Center. The autopsy report did not state a cause of death. The autopsy report was
reviewed by FAA's research medical officer, who cited the cause of death to be "multiple traumatic injuries."
According to the toxicology report, diphenhydramine was detected in the pilot's urine, and 0.027 (ug/ml, ug/g) diphenhydramine was detected in blood (cavity).
No carbon monoxide or ethanol was detected.
According to FAA's medical officer's review, diphenhydramine (Benadrylr, Unisomr) is an antihistamine used for treating allergic reactions, and is also used as
a sedative because it causes drowsiness.
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01/31/2015 1445 CST Regis# N162RB
Acft Mk/Mdl BUTLER RAYMOND ROTORWAY EXEC
Acft SN 6873
Eng Mk/Mdl ROTORWAY RI 162F
Opr Name: BUTLER WILLIAM RAYMOND
Seadrift, TX
Apt: N/a
Fatal
0
Ser Inj
Opr dba:
0
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Enroute-cruise - Loss of engine power (total)
Narrative
On January 31, 2015, about 1445 central standard time, an experimental amateur-built Rotorway Exec 162F, N162RB, landed hard during an emergency
autorotation near Seadrift, Texas. The pilot and his passenger were not injured. The helicopter was substantially damaged. The helicopter was registered to and
operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time
of the accident, and no flight plan had been filed. The local flight originated from Port Lavaca, Texas, about 1420.
The pilot said they were flying at about 300 feet above ground level and were returning to Port Lavaca after a 25 minute sightseeing flight. The LOW ROTOR
RPM horn sounded and the engine had lost power. The pilot entered an autorotation and picked a landing spot. He arrested the rate of descent but the
helicopter had too much forward speed to set down vertically. As he maneuvered the helicopter into some tall heavy grass about 8 feet above the ground, the
main rotor speed decelerated below the minimum safe rpm. The pilot said the helicopter was still moving forward at high speed and, as such, it landed hard,
tearing off the landing gear.
According to the pilot, the stock Rotorway engine had been highly modified. An after-market Full Authority Digital Electronic Control (FADEC) system, designed
specifically for the engine, had been installed. The FADEC system consisted of two separate and redundant Engine Control Modules (ECMs). On one
occasion, the engine failed to start after the pilot had made a brief flight. He determined that there was a fault in the No. 1 ECM. Both ECMs were sent to the
manufacturer for examination and testing. No problems were identified and they were returned to the pilot. He made four additional uneventful flights, totaling
more than 3 hours, before the accident flight.
After the accident, the pilot examined and tested the ignition system since the manufacturer was no longer in business. With both ECMs on, the engine was
started and ran normally. When the No. 1 ECM was switched off, the engine continued to run on the No. 2 ECM. When the No. 1 ECM was switched back on,
the engine quit. The only way the engine would start was to turn on the No. 2 ECM and leave the No. 1 ECM off. Every time the No. 1 ECM was switched on,
the engine would quit. The pilot switched the wiring harnesses and established that the problem followed the No. 1 ECM. He determined the fault lay solely in
the No. 1 ECM.
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04/18/2015 1810 CDT Regis# N12DR
Acft Mk/Mdl DOUGLAS RIPLEY PITTS MODEL 12
Acft SN 281
Eng Mk/Mdl VEDENEYEV M14P
Opr Name: DANNY LEE STANTON
Burneyville, OK
Apt: Falconhead Airport 37K
Rpt Status: Prelim
Fatal
0
Ser Inj
Opr dba:
0
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Approach-VFR pattern base - Loss of engine power (total)
Narrative
On April 18, 2015, about 1810 central daylight time, an experimental amateur-built Ripley Pitts model 12 airplane, N12DR, was substantially damaged during a
forced landing near Falconhead Airport (37K), Burneyville, Oklahoma. The commercial pilot sustained minor injuries. The airplane was registered to and
operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed for the
local flight that departed about 1800.
The pilot reported that after a short local area flight he reentered the traffic pattern to practice landings on runway 18 (4,400 feet by 75 feet, asphalt). He stated
that while on the downwind leg he reduced engine power to initiate a descent to the runway. During the base leg he determined that the airplane would need
additional engine power to land at his preferred touchdown point on the runway; however, the engine did not respond as he advanced the throttle. He then fully
advanced both the throttle and propeller controls with no noticeable increase in engine power. Believing that the airplane did not have enough altitude to safely
glide to the runway, the pilot made a turn toward a nearby open grass field for a forced landing. He stated that the airplane's main landing gear collapsed after
encountering soft turf during the landing. The forward fuselage, firewall, engine mount, and both lower wings were substantially damaged during the impact
sequence.
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03/04/2013 1625 CST Regis# N70785
Terrell, TX
Apt: N/a
Acft Mk/Mdl FISHER MICHAEL E CELEBRITY
Acft SN AV1057
Acft Dmg: DESTROYED
Eng Mk/Mdl CONTINENTAL IO-240
Acft TT
Fatal
Opr Name: MICHAEL J. PAYNE
Opr dba:
195
1
Ser Inj
0
Aircraft Fire: GRD
Summary
Witnesses reported seeing the airplane performing a series of loops and rolls and then sections of the wings separating from the airplane before it descended
and impacted terrain. A postaccident examination of the wreckage revealed that the wing failure initiated at the bottom of the right outboard forward wing strut.
This failure allowed the right upper wing to rise, which placed an overload stress on the upper wing spar and bottom right wing. The top wing spar separated in
the area left of the fuselage struts. The entire upper wing and lower right wing folded up and rearward and then separated from the airplane. All of the
separations were consistent with overload failures, indicating that the pilot exceeded the airplane's design stress limits while performing aerobatic maneuvers.
Cause Narrative
THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's exceedance of the
airplane's design stress limits while performing aerobatic maneuvers.
Events
1. Maneuvering-aerobatics - Aircraft structural failure
2. Uncontrolled descent - Collision with terr/obj (non-CFIT)
Findings - Cause/Factor
1. Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Dynamic load-Capability exceeded - C
2. Personnel issues-Action/decision-Action-Incorrect action performance-Pilot - C
3. Personnel issues-Task performance-Use of equip/info-Use of equip/system-Pilot - C
4. Aircraft-Aircraft structures-Wing structure-(general)-Capability exceeded - C
Narrative
HISTORY OF FLIGHT
On March 4, 2013, at 1625 central standard time, an amateur built Michael E. Fisher Celebrity airplane, N70785, experienced an in-flight structural failure, loss
of control, and impact with the terrain while performing aerobatic maneuvers near Terrell, Texas. The private pilot was fatally injured. The airplane was
destroyed by impact and a postimpact fire. The personal flight was being operated under 14 Code of Federal Regulations Part 91. Visual meteorological
conditions prevailed and no flight plan was filed. The flight departed from the Mesquite Metro Airport (HQZ), Mesquite, Texas, at an unknown time.
Several witness reported seeing the airplane performing aerobatic maneuvers before the accident. One witness reported the airplane made five to seven barrel
rolls and was leveling off when the left upper wing separated from the airplane. He stated the wing remained attached by wires and it trailed behind the airplane
as it descended to impact with the terrain. Another witness reported hearing changes in the engine power as the pilot performed two loops, followed by a double
roll. The airplane flew level for about one mile; then it began a series of two more loops. As the airplane ascended during the second loop, the witness saw two
sections of the wing separate from the airplane. He stated these sections "fluttered away" as the airplane continued to ascend. The airplane then entered an
aerodynamic stall and descended.
The airplane impacted a field which contained a scattering of small trees. The fuselage, empennage, and lower left wing were destroyed by the post impact fire.
Sections of the wings that separated from the airplane while inflight, were located in a wooded area about a half mile east of the main wreckage.
The pilot, age 69, held a private pilot certificate with an airplane single-engine land rating. The pilot was issued a third-class medical certificate on August 23,
2012. The certificate contained the limitation, "Must have glasses available for near vision. Not valid for any class after July 31, 2013." The pilot reported having
1,122 total hours of flight time on the medical certificate application.
The last entry in the pilot's logbook was dated May 7, 2012. The pilot's total flight time was listed as 927.79 hours. None of this flight time was logged in the
accident make and model of airplane. The logbook did contain several entry comments regarding aerobatic maneuvers.
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The accident airplane was a 1993 experimental amateur built Michael Fisher Celebrity, serial number AV1057. The airplane was issued a Special Airworthiness
Certificate on September 28, 1993. It was a two-place, bi-wing airplane with conventional landing gear. The airplane was powered by a 125 horsepower,
Continental model IO-240 engine.
The airplane was constructed with a fabric covered welded, tubular steel fuselage and empennage. The wooden wing spars and ribs were also fabric covered.
The airplane had interplane struts between the upper and lower wings and inverted "V" cabane wing struts which connected the upper wing to fuselage.
The pilot purchased the airplane on January 19, 2013. A review of the maintenance logbooks indicated the most recent condition inspection of the airframe and
engine was performed on January 18, 2013, at a total airframe and engine total time of 195.3 hours. The emergency locator transmitter battery was replaced on
January 22, 2013, at an aircraft total time of 197.82 hours. This was the last entry in the airframe logbook. The aircraft total time at the time of the accident
could not be determined due to the postimpact fire.
Static load test documents for the Fisher Celebrity airplane show the design load factors used were +4 and -2 g's with the ultimate load factors of +6 and -3 g's.
METEOROLOGICAL CONDITIONS
At 1653, the weather conditions reported at the Terrell Municipal Airport (TRL), located 3 miles northeast of the accident site were: Wind from 170 degrees at
11 knots gusting to 21 knots; visibility 10 statute miles; clear sky; temperature 24 degrees Celsius; dew point 10 degrees Celsius; altimeter 29.64 inches of
mercury.
The upper cowling, engine, fuselage, lower left wing, main landing gear, empennage and tail wheel were charred, melted and consumed by the postimpact fire.
The upper left wing was fractured at mid-span. The spars and ribs on the upper left wing and both the upper and lower right wings were broken up and aft. The
wing fabric was torn and shredded. The right forward interplane wing strut tube was broken at the bottom wing mounting bracket. The fracture surface showed
elongation, necking and a 45-degree cone tear consistent with a tension overload failure.
The airplane's flight controls were examined. Aileron cable failures to the top wing and bottom right wing were consistent with overload when the wings
separated from the airplane. Flight control continuity to the elevator and rudder was confirmed.
The airplane's engine was examined and showed continuity throughout. The propeller blades were broken off at the hub and found at the accident site. The
propeller spinner was crushed aft and twisted counterclockwise on the propeller hub.
An autopsy of the pilot was performed on March 5, 2013, at the Southwestern Institute of Forensic Sciences at Dallas. The cause of death was listed as a
result of blunt force injuries.
A Forensic Toxicology Fatal Accident Report was prepared for the pilot by the FAA Civil Aeromedical Institute, Oklahoma City, Oklahoma. The results for tests
performed were negative, with the exception of Metoprolol which was found in the muscle and liver tissues. Metoprolol is a beta blocker commonly used to treat
hypertension and to prevent mortality from coronary artery disease.
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Accident Rpt# CEN14CA411
08/02/2014 1951 UTC Regis# N4118X
Acft Mk/Mdl HANSON LONN AVID AMPHIBIAN-NO SE Acft SN 117A
Eng Mk/Mdl ROTAX 618
Acft TT
Opr Name: KRIENKE DEAN B
Opr dba:
344
Waterville, MN
Apt: N/a
Fatal
0
Ser Inj
0
Aircraft Fire: NONE
AW Cert: SPE
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08/02/2014 1951 UTC Regis# N4118X
Acft Mk/Mdl HANSON LONN AVID AMPHIBIAN-NO SE Acft SN 117A
Acft TT
Opr Name: KRIENKE DEAN B
Opr dba:
344
Waterville, MN
Apt: N/a
Fatal
0
Ser Inj
0
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Takeoff - Loss of control in flight
Narrative
On August 2, 2014, about 1100 central daylight time, an Avid Amphibian, N4118X, impacted a lake after an inadvertent takeoff. The non-certificated pilot
received serious injuries and the passenger was not injured. The airplane was registered to and operated by the non-certificated pilot under the provisions of 14
Code of Federal Regulations Part 91 as a personal flight. The airplane was substantially damaged. Visual meteorological conditions prevailed at the time of the
accident, and no flight plan had been filed.
The non-certificated pilot reported he drove the airplane to a nearby lake to "drive it like a boat" to test the engine and cooling system. The pilot did not hold an
aircraft mechanics license and the airplane was not current with airworthiness inspections. The pilot stated he "had no intent to fly." The pilot made four passes
across the lake and reported the engine was operating well but was overheating; he had to turn the engine off to cool after each pass. For the last pass, the
pilot input full flaps to "see if it would get the plane faster" to assist in cooling. The airplane became airborne and climbed above 100 feet. The pilot attempted to
"steer" away from trees but "could not make the airplane turn." He was unable to control the airplane; he cut the throttle and impacted terrain.
According to a post-accident examination by an FAA inspector, there were no mechanical anomalies with the airplane.
In the pilot's written statement to the National Transportation Safety Board he noted that the accident might have been prevented if he had solicited a
certificated pilot or mechanic to test the engine or he had received pilot training to be proficient when the airplane took off.
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05/21/2014 1743 EDT Regis# N505CR
Acft Mk/Mdl JOHN V RAWSON JR SPRINT II-NO
Acft SN 0696
Eng Mk/Mdl ROTAX R582
Acft TT
Opr Name: RAWSON JOHN V JR
Opr dba:
8
Princeton, NJ
Apt: Princeton 39N
Fatal
0
Ser Inj
1
Aircraft Fire: NONE
Summary
The owner/builder of the experimental amateur-built amphibious airplane, who did not possess a flight instructor certificate, departed on a flight with the
accident pilot, who did not hold a seaplane rating. After conducting three takeoffs and landings in the airport traffic pattern, the owner allowed the pilot to take
the airplane on a solo flight. The pilot reported that he completed one circuit around the traffic pattern for his first approach to landing and that he lost airplane
control because the airplane began an uncommanded left turn on final approach despite his applying full right rudder and aileron. The pilot circled the airplane
around for a second final approach, but the airplane continued in a descending left turn and subsequently impacted trees and terrain.
Examination of the wreckage revealed no evidence of any preimpact mechanical failures or malfunctions. Federal Aviation Administration-published guidance
on flying seaplanes equipped with engines mounted above the center of gravity "strongly urged" pilots to obtain training specific to the make and model of the
seaplane to be flown because their unique handling characteristics were "not intuitive and must be learned." The pilot only had 1 hour of experience in the
accident airplane make and model. The owner was operating the airplane outside of its operating limitations by flying it outside its assigned geographic area
and by taking the accident pilot flying with him on a short flight. Cause Narrative
THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to maintain
airplane control during the approach to land. Contributing to the accident was the pilot's unfamiliarity with and lack of training in the accident airplane make and
model.
Events
1. Approach-VFR pattern final - Loss of control in flight
1. Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Airspeed-Not attained/maintained - C
2. Aircraft-Aircraft oper/perf/capability-Performance/control parameters-Lateral/bank control-Not attained/maintained - C
3. Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot - C
4. Personnel issues-Experience/knowledge-Experience/qualifications-Total experience w/ equipment-Pilot - F
5. Personnel issues-Action/decision-Info processing/decision-Decision making/judgment-Owner/builder
Narrative
On May 21, 2014, at 1743 eastern daylight time, an experimental amateur-built Quicksilver Sprint II amphibious airplane, N505CR, was substantially damaged
when it collided with terrain following a loss of control while on approach to Princeton Airport (39N), Princeton, New Jersey. The commercial pilot was seriously
injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which departed 39N about 1730. The personal flight was
conducted under the provisions of Title 14 Code of Federal Regulations Part 91.
In interviews with local authorities, the pilot stated that he and the owner/builder of the airplane had flown the airplane together four times earlier on the day of
the accident. During three of the four flights, the accident pilot was manipulating the flight controls, and the owner suggested he take the airplane for a solo
flight. . The pilot reported that during his first approach for landing to runway 28, he was "unable to keep the aircraft in a straight line," and that the airplane
would only turn left, despite his application of full right aileron and rudder. The airplane completed a 360-degree turn back to final approach at an altitude of
about 100 feet above ground level. The pilot stated that the airplane continued in the descending left turn, and subsequently impacted trees and terrain.
The pilot held a commercial pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent Federal Aviation Administration
second class medical certificate was issued on July 31, 2013. On June 24, 2014, the pilot reported to the NTSB that he had accrued 1,676 hours of flight
experience as of that date, of which one hour was in the accident airplane make and model.
The pilot did not possess a seaplane rating. The owner/builder did not possess a flight instructor certificate.
The airplane was issued an FAA airworthiness certificate on October 24, 2013, and at the time of the accident, had accrued 8.1 hours since that date.
Operating limitations for the airplane published November 30, 2013 stipulated that the airplane "must be operated at least 40 hours" in its assigned geographic
area, which was within a 25 nautical mile radius of Mountain Airpark (OGE5), Cleveland, Georgia. The limitations further stipulated that during the flight-testing
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phase, no person was to be carried in the airplane unless that person was essential to the purpose of the flight.
Postaccident examination of the airplane by an FAA aviation safety inspector revealed control continuity from the flight controls to the flight control surfaces.
The inspector further stated that proper and corresponding movement of the flight controls and flight control surfaces was confirmed. Both the pilot and
owner/builder stated that when they flew the airplane together, there were no deficiencies with the performance and handling of the airplane. The FAA inspector
stated that his postaccident examination revealed no mechanical deficiencies with the airplane that would have precluded normal operation.
ADDITIONAL INFORMATION
According to FAA Handbook 8083-23, Seaplane, Skiplane, and Float/Ski Equipped Helicopter Operations Handbook:
In the air, seaplanes fly much like landplanes. The additional weight and drag of the floats decrease the airplane's useful load and performance compared to the
same airplane with wheels installed. On many airplanes, directional stability is affected to some extent by the installation of floats. This is caused by the length
of the floats and the location of their vertical surface area in relation to the airplane's CG. Because the floats present such a large vertical area ahead of the
CG, they may tend to increase any yaw or sideslip. To help restore directional stability, an auxiliary fin is often added to the tail. Less aileron pressure is
needed to hold the seaplane in a slip. Holding some rudder pressure may be required to maintain coordination in turns, since the cables and springs for the
water rudders may tend to prevent the air rudder from streamlining in a turn."
The handbook further stated, "Many of the most common flying boat designs have the engine and propeller mounted well above the airframe's CG [center of
gravity]. This results in some unique handling characteristics. The piloting techniques necessary to fly these airplanes safely are not intuitive and must be
learned. Any pilot transitioning to such an airplane is strongly urged to obtain additional training specific to that model of seaplane... Depending on how far the
engine is from the airplane's CG, the mass of the engine can have detrimental effects on roll stability. Some seaplanes have the engine mounted within the
upper fuselage, while others have engines mounted on a pylon well above the main fuselage. If it is far from the CG, the engine can act like a weight at the end
of a lever, and once started in motion it tends to continue in motion."
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Accident Rpt# CEN15CA168
03/07/2015 2020 CST Regis# N299BH
Acft Mk/Mdl JONES RONALD C BEARHAWK
Acft SN
Eng Mk/Mdl LYCOMING O-540-A4-40
Acft TT
Opr Name: RONALD C JONES
Opr dba:
600
Walters, OK
Apt: Jones Farm Field OK12
Fatal
0
Ser Inj
0
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Landing-landing roll - Loss of control on ground
Narrative
The pilot reported that he was inbound to his unlit private grass strip at night. He sat in the right seat and maneuvered the airplane to land on runway 17. He
reported a slight crosswind from the left. When the airplane touched down on the up sloping runway, it bounced once and then settled onto the runway. The
passenger heard a "crunch" sound when the landing gear hit a bump in the runway. The airplane veered to the right and the pilot was unable to maintain the
runway centerline. The airplane continued to the right and impacted a barbed wire fence about 115 feet from the runway. The left main landing gear separated
from the airplane and the right wing sustained substantial damage. The left brake line was found separated. The pilot reported that there was no forward
visibility in this airplane during ground operations. He also stated that his failure to maintain control of the airplane contributed to the outcome.
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09/20/2014 857 EDT
Regis# N94SM
Middletown, OH
Acft Mk/Mdl MANWEILLER ACRO SPORT II
Acft SN 733
Eng Mk/Mdl LYCOMING IO-360-A1A
Acft TT
Fatal
Opr Name: BIPLANE CRAZY, LLC
Opr dba:
596
2
Ser Inj
Apt: N/a
0
Aircraft Fire: GRD
AW Cert: SPE
Events
2. Maneuvering-aerobatics - Loss of control in flight
Narrative
HISTORY OF FLIGHT
On September 20, 2014, about 0857 eastern daylight time, an experimental amateur-built Manweiler Acro Sport II airplane, N94SM, impacted buildings and
terrain near Middletown, Ohio, and a ground fire subsequently occurred. Both airplane occupants were private pilots and were fatally injured. The airplane
sustained substantial damage. The airplane was registered to and operated by Biplane Crazy LLC under the provisions of 14 Code of Federal Regulations Part
91 as a personal flight. Day visual flight rules conditions prevailed for the flight, which did not operate on a flight plan. The local flight originated from the Butler
County Regional Airport-Hogan Field (HAO), near Hamilton, Ohio, about 0830.
A Federal Aviation Administration (FAA) inspector interviewed a witness, who was outside in her driveway, when she heard the aircraft approaching. She said it
was at a lower altitude than she normally sees aircraft in the area. As it was coming toward her from east to west it started to pitch, nose up, into what she said
looked like a loop. As it got to the top of the looping maneuver, and an instant before it started down, the sound of the engine stopped. The aircraft then entered
a spiralling, spinning maneuver, which continued until she lost sight of the aircraft behind some trees. She then heard the sound of an engine, consistent with
the pilot adding engine power, followed immediately by the sound of impact. She told her husband to call 911 and report the accident. She then "grabbed" a
neighbor, who is an EMT, and went to the crash site to try to help. The aircraft was engulfed in flames when they arrived, and they were unable to help. The
inspector had her demonstrate what she saw with a model airplane. The demonstration was consistent with an attempted loop with a spin out of the top of the
maneuver.
The 49-year-old pilot in the front seat held a FAA private pilot certificate with airplane single engine land and instrument airplane ratings. He held a FAA Third
Class Medical Certificate issued on November 12, 2013. This medical certificate was issued without any limitations. The pilot reported on the application for
that medical certificate that he had accumulated 1,525 hours of total flight time and 75 hours in the six months prior to the medical examination. This pilot's
reported weight was 187 pounds at the time of the medical examination. The pilot recorded in his logbook that he had accumulated 1,662.1 hours of total flight
time, 41 hours of flight time in the 90 days prior to the accident, 12 hours of flight time in the 30 days prior to the accident, and 6 hours of flight time in the
accident airplane.
The 40-year-old pilot rated passenger in the rear seat held a FAA private pilot certificate with an airplane single engine land rating. He was issued a FAA Third
Class Medical Certificate on June 4, 2008. This medical certificate was issued without any limitations. The pilot reported on the application for that medical
certificate that he had accumulated 900 hours of total flight time and 0 hours in the six months prior to the medical examination. This pilot's reported weight was
232 pounds at the time of the medical examination. The pilot recorded in his logbook that he had accumulated 906.5 hours of total flight time, 24.5 hours of
flight time in the 90 days prior to the accident, 2 hours of flight time in the 30 days prior to the accident, and 2 hours of flight time in the accident airplane.
N94SM was a plans-built, experimental, amateur-built Manweiler Acro Sport II airplane with serial number 733. The airplane's plan included a short wing span
biplane design with a conventional tail wheel configuration, open cockpits, and faring covered fixed main landing gear. Its structure was a fabric-covered steel
tube fuselage and empennage group with a wood wing structure. A 200-horsepower Lycoming IO-360-A1A engine, with serial number L-17470-51A, powered
the airplane. Review of an FAA 8050-2 bill of sale form revealed that the airplane was purchased on July 26, 2014. According to an owner's representative, the
airplane last condition inspection was completed on August 28, 2014 and it accumulated 596 hours of total flight time at the time of that inspection.
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At 0853, the recorded weather at HAO was: Wind calm, visibility 6 statute miles; present weather mist; sky condition few clouds at 4,700 feet; temperature 16
degrees C; dew point 13 degrees C; altimeter 30.10 inches of mercury.
The airplane impacted buildings about 200 feet northeast of the intersection of Willow Creek Drive and Sunrise View Circle. FAA inspectors examined and
documented the accident site and wreckage. The exterior wall of garage near where the airplane came to rest exhibited an opening and slash marks consistent
with an airplane with a rotating propeller breaching that wall. The airplane came to rest upright in the rear yard of the house. The airplane, forward of its
empennage, was discolored, deformed, and charred, with sections consumed by fire. The inspectors' examination and review of their accident site pictures did
not reveal any preimpact flight control anomalies that would have precluded operation of the airplane.
An autopsy was performed on the front seated pilot by the Butler County Coroner's Office. The autopsy indicated that injuries sustained during the accident
were the cause of his death.
An autopsy was performed on the rear seated pilot rated passenger by the Butler County Coroner's Office. The autopsy indicated that cranial trauma was the
cause of his death.
The FAA Civil Aerospace Medical Institute prepared Final Forensic Toxicology Accident Reports for both pilots from samples taken during their autopsies. The
report on each pilot was negative for the tests performed.
FIRE
The impacted house did not reveal any discoloration. The localized area where the airplane came to rest exhibited discoloration and charred vegetation
consistent with a ground fire.
TESTS AND RESEARCH
The wreckage was recovered to a storage facility. An FAA inspector and an air safety investigator from the engine manufacturer examined the accident engine
on October 7, 2014. There was evidence of a post impact fire resulting in engine damage. A thumb compression was observed on undamaged cylinders.
Damaged cylinders were removed and inspected, where no damage to valves, pistons, rings, or cylinder walls were noted. Crankshaft continuity was confirmed
by observing accessory gear rotation at the rear of the engine and movement of each piston and its rod while rotating the propeller hub by hand. Camshaft
continuity was confirmed when the propeller hub was rotated by hand. All intake and exhaust valves moved through the opening and closing sequence. No
preimpact anomalies were detected that would have precluded engine operation.
Radar return data was gathered by a National Transportation Safety Board air traffic control specialist. The specialist produced an illustration that depicted the
accident flight's path. The illustration is appended to the docket material associated with this case.
A weight and balance calculation was conducted using a weight and balance worksheet dated August 6, 1994, which was forwarded by an airplane owner's
representative. Assuming no weight in the baggage compartment, the calculation, using the pilot and pilot rated passengers weight listed on their last medical
forms plus 15 pound parachutes, revealed that the airplane was below the maximum "allowable" weight listed on the worksheet and within the maximum and
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minimum center of gravity limit, at both maximum and minimum fuel amounts.
ADDITIONAL DATA/INFORMATION
The investigation could not determine which airplane occupant was manipulating the flight controls during the accident flight.
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03/16/2013 1000 EDT Regis# N2549W
Acft Mk/Mdl MCNULTY JOHN S AEROLITE 103
Acft SN 411
Opr Name: ANTHONY J. RADELAT
Immokalee, FL
Apt: Immokalee Regional Airport IMM
Fatal
0
Ser Inj
Opr dba:
1
Aircraft Fire: NONE
Summary
According to the pilot, he was descending the airplane from 3,000 to 1,000 ft above ground level toward his destination airport. After he leveled off the airplane,
he encountered heavy turbulence and a strong wind gust. The airplane began to descend, and, in an attempt to climb, the pilot added power. However, the
airplane did not climb, and a wind gust rolled the airplane right. He subsequently lost control of the airplane, and it collided with trees.Although the pilot did not
report that the engine lost power, an examination of the engine revealed evidence of seizure marks on the intake and exhaust side of the magneto cylinder
walls; the magneto piston's seizure likely led to the loss of engine power and contributed to the airplane's inability to climb.
Cause Narrative
THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The loss of engine power due to
the seizure of the magneto piston.
Events
1. Approach - Turbulence encounter
2. Approach - Loss of engine power (partial)
3. Approach - Loss of control in flight
4. Uncontrolled descent - Collision with terr/obj (non-CFIT)
1. Aircraft-Aircraft power plant-Engine (reciprocating)-Recip eng cyl section-Damaged/degraded - C
2. Not determined-Not determined-(general)-(general)-Unknown/Not determined - C
Narrative
On March 16, 2013, about 1000 eastern daylight time, an experimental Aerolite 103, N2549W, was substantially damaged when it collided with terrain near
Immokalee, Florida. The private pilot sustained serious injuries. The airplane was registered to and operated by the private pilot under the provisions of Title 14
Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The flight departed from
Immokalee Regional Airport (IMM), Immokalee, Florida at 0900.
According to the pilot, he was returning to IMM after a short local flight. The pilot reported that he was at 3,000 feet agl and started a descent into IMM. He went
on to say that he leveled off at 1,000 feet agl and had the airport insight. As he approached the airport he encountered heavy turbulence, followed by a strong
gust of wind. The airplane began to descend rapidly, and he added full power in an attempt to fly out of the turbulence and climb. He did not recall if the
engine's rpm increased, but stated that the airplane did not climb or perform as expected. The airplane rolled to the right, continued to descend and collided
with the trees.
An examination of the airframe revealed that all of the tubing was buckled due to impact damage. Examination of the flight controls revealed continuity to the
flight control surfaces. The elevator control cable was broken, and was examined by the NTSB material laboratory. The examination revealed that it was broken
in overstress.
The recorded weather at the Southwest Florida International Airport, Fort Myers, Florida (RSW), revealed that at 0953, conditions were wind 170 degrees at 6
knots, cloud conditions clear, temperature 18 degrees Celsius (C); dew point 11 degrees C; altimeter 30.21 inches of mercury. According to the Federal
Aviation Administration Special Airworthiness Information Bulletin (SAIB): CE-09-35; these conditions were favorable for serious carburetor icing at glide power.
A review of the ROTAX installation manual section 16) carburetor subsection 16.1) Carburetor air intake, states that "If the aircraft is to be operated in climatic
conditions where carburetor icing is likely to occur, a heating system must be fitted." During the examination of the carburetor and intake system it was noted
that this Rotax engine was not equipped with a carburetor heat system.
Examination of the engine revealed that the propeller blades exhibited signs of rotational damage on two of the three blades. One blade was broken off at the
root and was not located.
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Further examination of the engine revealed that the fuel system was breached between the primer bulb and the fuel tank. An examination of the carburetor
revealed that it was impact damaged. Further examination of the carburetor system revealed that the air filter was found dirty. An examination of the spark
plugs revealed that they were covered with oil deposits on the electrodes and insulator. The fuel bowl was removed and did not contain any fuel. There was
evidence of water contamination but no water was within the bowl at the time of examination. The carburetor was further dissembled and the main jet was free
of obstructions or blockages. The jet needle was installed correctly and was in good condition. Examination of the fuel pump revealed that it was in good
condition but was mounted incorrectly according to the Rotax manual. Examination of the fuel lines revealed that they were secure to their fittings on the
engine. No fuel was found between the carburetor and the fuel pump.
An examination of the cylinders revealed that there were seizure marks on the magneto piston. Metal transfers were found on the intake and exhaust side of
the magneto cylinder wall. Examination of the power take-off cylinder revealed no metal transfer and no evidence of piston seizure.
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11/08/2014 1000 CST Regis# N922RM
Angleton, TX
Apt: Bailes Airport 7R9
Acft Mk/Mdl MOSIER ROBERT S MOSQUITO XET-NO Acft SN MXE 1099109B Acft Dmg: SUBSTANTIAL
Eng Mk/Mdl SOLAR T-62T-2A1
Acft TT
Opr Name: CHARLES BURGOON
Opr dba:
124
Fatal
0
Ser Inj
0
Aircraft Fire: NONE
AW Cert: SPE
Events
2. Autorotation - Controlled flight into terr/obj (CFIT)
Narrative
On November 8, 2014, about 1000 central standard time, a Composite FX Mosquito XET helicopter, N922RM, impacted trees during approach for landing at
the Bailes Airport (7R9), Angleton, Texas. The pilot sustained minor injuries and the helicopter was substantially damaged. The helicopter was registered to and
operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed for the
local flight, which departed without a flight plan.
According to the pilot, he noticed the helicopter abruptly shudder during the crosswind turn at about 300 feet above ground level. The pilot lowered the
collective control, entered an autorotation, and turned back toward the airport. As he approached the runway area, the helicopter skids passed over a row of
trees by about 5 or 10 feet. Immediately after the skids cleared these trees, the pilot began a cyclic flare, which resulted in the tail rotor striking a tree. The
helicopter began to spin violently and impacted the ground several times, damaging the main rotor and tail boom.
The helicopter was examined by Federal Aviation Administration and Composite FX personnel at the kit manufacturer's facility. The belt for the secondary drive
reduction unit was observed to be loose, which allowed the teeth of the drive belt to "jump" the drive cogs on the pulley. The loose belt was due to excessive
wear on the pulley.
The operating manual pre-flight inspection includes a check for tension of this belt, during which the operator should attempt to deflect the belt by about 3/16 of
an inch, with an estimated five pounds of finger pressure in the middle of a long, unsupported span of the belt.
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03/26/2014 1700 AST Regis# N/A
Acft Mk/Mdl N/A N/A
Acft SN N/A
Eng Mk/Mdl VOLKSWAGEN UNK
Opr Name: EMERITO GUZMAN
Patillas, PR
Apt: Patillas Airport X64
Fatal
1
Ser Inj
Opr dba:
0
Aircraft Fire: NONE
Summary
The accident flight was reportedly the pilot's first flight in the unregistered airplane. There were no witnesses to the accident; the airplane was found about 750
ft from the runway threshold on an approximate 45-degree angle from the runway. Although there were no witnesses or other recorded data available
documenting the moments leading up to the accident, the location of the wreckage in relation to the runway suggested that the airplane might have been turning
from the base to the final leg of the airport traffic pattern when the accident occurred. The orientation of the wreckage was consistent with the airplane having
been in an aerodynamic stall/spin at impact.
Postaccident examination of the airframe and engine revealed no evidence of any preimpact mechanical malfunctions or anomalies. Paperwork recovered from
the pilot's home indicated that the airplane was based on a commercially available set of plans for an ultralight aircraft and that the pilot used these plans when
he constructed the airplane. However, he made modifications that could have resulted in unanticipated adverse handling characteristics. Federal Aviation
Administration guidance on amateur-built aircraft recommends developing a flight test plan to detect any hazardous operating characteristics and to determine
the airplane's performance and operating envelope; however, no documents were located indicating that the pilot had developed or intended to perform a flight
test plan.
Cause Narrative
THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to maintain
airplane control during approach for landing, which resulted in a stall/spin.
Events
1. Approach-VFR pattern base - Loss of control in flight
1. Personnel issues-Task performance-Use of equip/info-Aircraft control-Pilot - C
2. Aircraft-Aircraft oper/perf/capability-Performance/control parameters-(general)-Not attained/maintained - C
3. Personnel issues-Task performance-Maintenance-Fabrication-Owner/builder
Narrative
On March 26, 2014, approximately 1700 atlantic standard time, an unregistered airplane was substantially damaged when it impacted the ground while
maneuvering for landing at Patillas Airport (X64), Patillas, Puerto Rico. The airline transport pilot/builder was fatally injured. Visual meteorological conditions
prevailed, and no flight plan was filed for the local flight. The flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91.
According to a Federal Aviation Administration (FAA) inspector, the accident flight was the pilot's first flight in the airplane. The airplane impacted the ground
about 750 feet southwest of the runway 10 threshold at X64. There were no witnesses to the accident.
Examination of photos from the accident site revealed that the airplane came to rest upright approximately 10 feet from a tree, which displayed several broken
branches. The left aileron and the outboard portion of the left wing were separated from the airplane and came to rest under the tree. The cockpit area, right
main landing gear, and right wing displayed significant aft crushing and were displaced aft, while the left wing root displayed minor damage and was displaced
forward. The vertical and horizontal stabilizers, rudder, and elevators were intact and remained attached to the airframe. The engine remained attached to the
airframe, and the two-bladed wooden propeller remained attached to the engine. One blade was fractured aft near the propeller hub, and was splintered and
bent beneath the engine. The second blade was intact and displayed gouging along its leading edge and a crack emanating inward approximately 3 inches from
its tip. Control continuity was established from the cockpit area to all flight control surfaces.
The airplane was recovered to a hangar, and examination of the engine was conducted on May 6, 2014. The battery displayed a charge of 12 volts, the fuel
tank contained approximately 3 gallons of fuel, and the engine oil level was full. Continuity of the fuel system was established from the fuel tank to the engine,
and throttle and fuel mixture control continuity was established from the cockpit to the engine. The top spark plugs were removed, and visual inspection
revealed normal wear. Visual inspection of the cylinders further revealed no anomalies. The engine crankshaft was rotated by hand at the propeller, and
compression was obtained on all cylinders.
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The 1656 weather observation at Luis Munoz Marin International Airport (JSJ), San Juan, Puerto Rico, approximately 27 nautical miles north of the accident
location, included wind from 50 degrees at 13 knots, 10 miles visibility, few clouds at 4,700 feet, temperature 29 degrees C, dew point 20 degrees C, and an
altimeter setting of 30.04 inches of mercury.
The airplane was a single-seat, tailwheel-equipped airplane of wood, steel tube, and fabric construction. It was powered by one 4-cylinder reciprocating
automobile engine fitted with a wooden propeller. Paperwork recovered from the pilot's home indicated that the airplane's design was based on a
commercially-available set of plans for an ultralight aircraft, from which the pilot constructed the airplane with several modifications. No documentation of the
airplane and engine's build, modification, maintenance history, or flight test plan were located.
The pilot held a commercial pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane, as well as an airline transport pilot
certificate with a rating for rotorcraft-helicopter. The pilot also held a repairman experimental aircraft builder certificate, issued in 2004, for a Vans Aircraft RV-8.
His most recent FAA second-class medical certificate was issued in November 2013, at which time he reported 3,800 total hours of flight experience. The
pilot's logbooks were not located.
An autopsy was performed on the pilot by the Institute of Forensic Sciences, San Juan, Puerto Rico. The cause of death was listed as "blunt force trauma."
The Federal Aviation Administration Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on the pilot,
with negative results for carbon monoxide, ethanol, and drugs.
FAA Advisory Circular (AC) 90-89A, Amateur-Built Aircraft and Ultralight Flight Testing Handbook, stated, ".test flying an aircraft is a critical undertaking, which
should be approached with thorough planning, skill, and common sense."
Chapter 1: Preparation, stated, "The most important task for an amateur-builder is to develop a comprehensive flight test plan. This plan should be individually
tailored to define the aircraft's specific level of performance. It is therefore important that the entire flight test plan be developed and completed BEFORE the
aircraft's first flight. The objective of a flight test plan is to determine the aircraft's controllability throughout all the maneuvers and to detect any hazardous
operating characteristics or design features. This data should be used in developing a flight manual that specifies the aircraft's performance and defines its
operating envelope."
The advisory circular provided further guidance on preparing a plan for each phase of an amateur-built airplane's production. The areas for which guidance was
provided included preparing for the airworthiness inspection, weight and balance, taxi test, flight testing, and emergency procedures. The suggested flight
testing regimen was separated into 10-hour segments for the 40-plus hour flight testing requirement.
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09/29/2014 1510 CST Regis# N259H
Hobart, OK
Apt: Hobart Regional KHBR
Acft Mk/Mdl PREISS VANS RV-9A
Acft SN 90466
Eng Mk/Mdl LYCOMING O-320-E2A
Acft TT
Fatal
Opr Name: ROBERT T. HUDSON II
Opr dba:
264
0
Ser Inj
1
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Enroute-descent - Loss of engine power (total)
Narrative
On September 29, 2014, at 1510 central daylight time, an experimental-homebuilt Preiss Vans RV-9A, N259H, was substantially damaged during a forced
landing after the engine lost power 2 miles east of Hobart Regional Airport (HBR), Hobart, Oklahoma. The pilot was not injured but his passenger was seriously
injured. The airplane was registered to and operated by Mexico Medical Missions, Glenwood Springs, Colorado, under the provisions of 14 Code of Federal
Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The flight
originated from Grove Municipal Airport (GMJ), Grove, Oklahoma, about 1315, and was en route to HBR.
According to the pilot's accident report and what he told a Federal Aviation Administration (FAA) inspector, he estimated in his preflight calculations that he had
sufficient fuel to fly from Grove to HBR with a 30 minute reserve. He stated that he switched tanks every 30 minutes. Approaching his destination, the Global
Positioning System (GPS) indicated the estimated time of arrival (ETA) to be 10 minutes, and the fuel monitor indicated 39 minutes remaining. This
corresponded to the pilot's preflight calculations. After depleting the fuel in the left tank, the pilot switched to the right tank, which indicated 5 gallons remaining.
With a fuel consumption rate of 6 gallons per hour, the pilot stated he was confident he would arrive with fuel to spare. At an ETA of 5 minutes, the fuel monitor
indicated 3 gallons of fuel remaining in the right tank. Shortly thereafter and two miles east of HBR, the engine lost power. The pilot made a forced landing in a
field. To avoid an incipient stall, the pilot allowed the airplane to land hard. Post-accident inspection revealed the nose landing gear was crushed, the main
landing gear was bent, and the fuselage was buckled.
The pilot later told the FAA inspector that he had run out of fuel. Examination of the airplane by the FAA inspector revealed no fuel in the fuel tanks.
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Accident Rpt# WPR15FA147
04/14/2015 815 PDT
Acft Mk/Mdl ROBERT C. HANSON PITTS S2E
Regis# N75BH
Lebec, CA
Acft SN 1251
Acft Dmg: DESTROYED
Fatal
Eng Mk/Mdl LYCOMING IO360 SER
Opr Name: SCOTT WARD
1
Ser Inj
Opr dba:
Rpt Status: Prelim
0
Prob Caus: Pending
Aircraft Fire: NONE
AW Cert: SPE
Events
1. Enroute-cruise - Controlled flight into terr/obj (CFIT)
Narrative
On April 14, 2015, about 0815 Pacific daylight time, an experimental amateur-built Pitts S2E airplane, N75BH, was destroyed when it collided with trees and
mountainous terrain about 3 miles northeast of Lebec, California. The airplane was being operated as a visual flight rules (VFR) cross-country personal flight
under Title 14, Code of Federal Regulations (CFR) Part 91, when the accident occurred. The airline transport pilot, the sole occupant, sustained fatal injuries.
Instrument meteorological conditions (IMC) were reported in the area of the accident, and no flight plan had been filed. The accident flight originated at the
Bakersfield Airport, Bakersfield, California about 0748, en route to Blythe, California.
Family members reported that the pilot recently purchased the airplane and it was being flown to his home in Missouri when the accident occurred. When the
airplane did not arrive in Blythe, a concerned family member notified the Federal Aviation Administration (FAA). The FAA subsequently issued an alert notice
(ALNOT) at 1502.
On April 15, about 1000, the airplane's fragmented wreckage was located by a worker in a remote area of a private ranch.
On April 16, investigators from the National Transportation Safety Board (NTSB) examined the wreckage. The on-scene investigation revealed that the airplane
impacted a mountainous tree-covered ridgeline, at an elevation of about 4,000 feet mean sea level (msl). The debris field was about 500 feet long from the first
observed point of impact. All of the airplane's major components were found at the wreckage site.
On April 17, investigators from the NTSB examined the engine and airframe at the facilities of Air Transport, Phoenix, Arizona; the examination revealed no
mechanical anomalies that would have precluded normal operation.
The closest weather reporting facility was Sandberg (KSDB), about 10 miles southeast of the accident site. At 0813, an aviation routine weather report
(METAR) reported, in part: Wind from 340 degrees at 25 knots, peak gusts to 35 knots; visibility, 1 statute mile; clouds and sky condition, 200 feet overcast;
temperature, 6 degrees C; dew point, 4 degrees C; altimeter, 30.18 inHg. Witnesses located near the accident site, at the time of the accident, reported that
weather conditions were much worse than that being reported at the airport.
Page 25
Air Data Research
All Rights Reserved
06/10/2013 2100 CDT Regis# N211BY
Acft Mk/Mdl YOUNGS WILLIAM D T211
Acft SN 07
Eng Mk/Mdl CONT MOTOR 0-200 SERIES
Opr Name: SMITH JAMES E
Festus, MO
Apt: Festus Memorial Airport FES
Fatal
0
Ser Inj
Opr dba:
2
Aircraft Fire: NONE
Summary
While descending to land, the pilot called his wife and told her the airplane had run out of fuel and was going to crash. The airplane impacted a tree line and
then subsequently descended into a field. After the accident, the pilot again contacted his wife and told her that he did not know his location. The pilot's wife
called 911, and the airplane was subsequently located in the field about 2 1/2 miles south of the destination airport. A postaccident examination of the
wreckage revealed no fuel in either the airplane or on the ground near the airplane.
Cause Narrative
THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: Fuel exhaustion due to the
pilot's inadequate preflight fuel planning, which resulted in a total loss of engine power.
Events
1. Enroute - Loss of engine power (total)
2. Enroute - Fuel exhaustion
3. Landing - Collision with terr/obj (non-CFIT)
1. Aircraft-Fluids/misc hardware-Fluids-Fuel-Fluid level - C
2. Personnel issues-Task performance-Planning/preparation-Fuel planning-Pilot - C
Narrative
On June 10, 2013, about 2100 central daylight time, an amateur built William D. Youngs T211, N211BY, collided with trees and the terrain following a loss of
engine power in Festus, Missouri. The pilot and passenger received serious injuries. The airplane, which was registered to and operated by the pilot, received
substantial damage to the wings and fuselage. The personal flight was being conducted under 14 Code of Federal Regulations Part 91. Visual meteorological
conditions prevailed and no flight plan was filed. The flight originated from the Festus Memorial Airport (FES), Festus, Missouri, about 1900.
According to local authorities, while descending to land at FES, the pilot called his wife via cell phone. He told her they had run out of fuel and were going to
crash. The airplane contacted a treeline that contained 30 to 40 foot tall trees. The airplane then descended into a field contacting the terrain about 25 feet from
the treeline. After the impact, the pilot contacted his wife once again stating they had crashed and that he did not know their location. The pilot's wife contacted
911 and the airplane was subsequently located in the field about 2 « miles south of FES.
A postaccident examination of the airplane, by the Federal Aviation Administration, showed there was no evidence of fuel in the airplane or on the ground
surrounding the airplane.
Page 26
Air Data Research
All Rights Reserved

Homebuilt, Experimental, or Light Sport Aircraft

Transcription

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