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General Aviation Reports - John Eakin

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1. Accident Rpt WPR13CA241 05 23 2013 1045PDT Regis N8879V Truckee CA Apt Private NA Acft Mk MdI CESSNA 172M Acft SN 17264238 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl LYCOMING 0 320 SERIES AcftTT 3724 Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name BELKNAP RONALD L Opr dba Aircraft Fire NONE Narrative The pilot reported that he was making his first landing of the summer season on a high mountain dirt turf airstrip The airplane touched down left of centerline which sloped to the left The pilot was unable to correct back to the right before the left wing struck a pine tree next to the airstrip The airplane spun to the left and skidded sideways when the right wing contacted the surface Both wings and fuselage were substantially damaged The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 10 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ERA13LA279 06 11 2013 2225EDT Regis N118JD Louisville KY Apt Bowman Field LOU Acft Mk Mdl CESSNA 172M Acft SN 17265574 Acft Dmg SUBSTANTIAL Rpt Status Prelim Prob
2. As the owner continued the takeoff another pilot announced over the airport s common traffic advisory frequency Tobago on takeoff check your carb uretor heat The buyer said he looked and confirmed that the throttle mixture propeller and carburetor heat controls were all in the full forward position According to witnesses their attention was drawn to the airplane during its takeoff roll The pace was described as slow and anemic as the airplane used almost the entire length of the 4 000 foot long runway to become airbome They described the airplane as it climbed slowly to tree top height in a nose high pitch attitude and disappeared from view Moments later a large smoke plume appeared out of the trees a short distance beyond the airport boundary A witness who was standing on his back porch facing northeast about 1 5 miles from the airport said the airplane appeared above the trees at the back border of his property flying directly toward him and that the sound of the engine was really loud The airplane descended over his backyard and below the height of his one story house in a 30 degree left bank The airplane then pitched up climbed over the house and struck a tree and a construction dumpster in front of Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 36 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 7802
3. Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 13 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ERA13CA247 05 17 2013 1530 EDT Regis N8775X East Moriches NY Apt Lufker Airport 49N Acft Mk MdI CESSNA 182D Acft SN 18253175 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl CONT MOTOR O 470 SERIES Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name 516 SKYDIVE Opr dba Aircraft Fire NONE Narrative According to the pilot he leveled the airplane at 3 500 feet for a tandem skydive When the instructor exited the airplane the nose pitched up then the airplane pitched over into a right descending tum The pilot assessed the situation and determined that the right horizontal stabilizer was bent He later determined that the instructor s drogue chute became trapped under the flap handle resulting in a premature deployment of the parachute The drogue chute then caught the horizontal stabilizer resulting in a 45 degree downward bend The pilot reported no pre impact mechanical malfunctions or failures with the airplane that would have precluded normal operation Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Resea
4. flying straight and level just below the top of an elevated restaurant sign He described the airplane engine s sound as full blown similar to three Harley s driving by The airplane then clipped the top of a tree and continued out of his view He did not observe any smoke or vapors trailing the airplane at any time and noted that the landing gear appeared to be retracted Another witness who was driving on the southbound lane of Highway 99 3 miles east of the airport noticed what he initially thought was a crop dusting airplane about 50 yards to his left just above the highway The airplane passed directly in front of his vehicle from left to right and collided with the highway embankment Merced Airport was equipped with an airport surveillance radar system located on the eastern edge of the airport perimeter Recorded radar track data provided by the FAA revealed a target set to a 1200 beacon code beginning a ground roll at 1127 on runway 30 The target continued on a northwest heading reaching an altitude of about 150 feet above ground level agl after travelling the full length of the 5 914 feet long runway The target initiated a climbing left tum where it joined the downwind leg at an elevation of about 600 feet agl The target continued the downwind climb leveling off at 1 200 feet agl about 0 5 miles south of the arrival end of runway 30 The target then turned towards the east while maintaining altitude and accelerating from a grou
5. 66 degrees Fahrenheit F dew point 49 degrees F and altimeter 29 94 inches Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 41 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com
6. ADVENTURE BALLOON SPORTS LLC Opr dba Aircraft Fire NONE Narrative On June 8 2013 about 0830 mountain daylight time an Ultramagic N 250 hot air balloon N753ZF owned and operated by Adventure Balloon Sports LLC sustained minor damage when it impacted on to a road during a high wind landing near Golden Colorado One passenger on board sustained serious injuries The pilot and another passenger sustained minor injuries The 8 remaining passengers were uninjured The business flight was being conducted under the provisions of 14 CFR Part 91 without a flight plan Visual meteorological conditions prevailed at the time of the incident Emergency Medical Technicians for the Rocky Mountain Fire District who responded to the call reported the balloon impacted about 2 5 miles inside the main gate entrance to the Rocky Flats National Wildlife Refuge At 0655 the weather conditions at Erie Colorado KEIK 11 miles northeast of the accident scene were wind 300 degrees at 4 knots clear skies visibility 10 miles temperature 66 degrees Fahrenheit F dew point 43 degrees F and altimeter 29 81 inches At 0755 the weather conditions at KEIK were wind 030 degrees at 16 knots gusts to 24 knots clear skies visibility 10 miles temperature 65 degrees Fahrenheit F dew point 47 degrees F and altimeter 29 89 inches At 0855 the weather conditions at KEIK were wind 020 degrees at 14 knots gusts to 22 knots clear skies visibility 10 miles temperature
7. June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 30 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt WPR10FA217 04 27 2010 1135 PDT Regis N847DE Merced CA Apt Merced Regional macready Field MCE Acft Mk Mdl PIPER PA 30 Acft SN 30 1634 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl LYCOMING I0 320 AcftTT 2544 Fatal 1 Serlnj 0 Fit Conducted Under FAR 091 Opr Name DWIGHT M EWING Opr dba Aircraft Fire NONE AW Cert STN Narrative HISTORY OF FLIGHT On April 27 2010 at 1135 Pacific daylight time a Piper PA 30 N847DE collided with a highway embankment in Merced Califomia The pilot was operating the airplane under the provisions of Title 14 Code of Federal Regulations Part 91 The private pilot owner sustained fatal injuries The airplane sustained substantial damage to both wings and the forward fuselage The local personal flight departed Merced Regional Airport Macready Field at 1127 Visual meteorological conditions prevailed and no flight plan had been filed The pilot was a property appraiser and the purpose of the flight was to overfly land east of Merced in order to perform an aerial property observation On the morning of the accident an employee
8. Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 32 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database The first identified point of impact was characterized by a flat horizontal swath cut through the branches at the top of a 60 foot tall tree about 3 miles east of the airport Fragments of freshly cut branches were observed at the base of the tree The next point of impact consisted of a wood communications pole severed at about the 60 foot level 120 feet beyond the tree A 5 feet long section of the pole was located about 30 feet west of the base The fractured section exhibited slash markings and fragments of light green paint similar in color to the internal painted surfaces of the airplanes wing structure The main wreckage was located about 600 feet west of the initial point of impact The airplane came to rest on the highway embankment 2 7 miles east northeast of the arrival end of runway 30 at an elevation of about 170 feet msl The pitch of the embankment was about 40 degrees as it rose to an exit ramp the airplane was positioned facing uphill on a heading of about 210 degrees magnetic The main cabin remained intact and sustained crush damage to the nose cone The tail cone had become
9. after takeoff from Pine Bluffs Municipal Airport 82V Pine Bluffs Wyoming Circle S Aviation LLC was operating the airplane under the provisions of 14 Code of Federal Regulations CFR Part 91 The commercial pilot was not injured the airplane sustained substantial damage The local solo instructional flight had initially departed Pine Bluffs about 0900 Visual meteorological conditions prevailed and no flight plan had been filed The pilot reported that the flight was a solo practice flight in the piston engine agricultural airplane He reported that after takeoff as he turned from upwind to crosswind the engine experienced a partial loss of power The pilot attempted an off airport landing in an agricultural field during the roll out in the field the main wheels hit a dirt berm and the left main gear separated from the airframe The left wing subsequently contacted the ground which resulted in substantial damage to the wing assembly Printed June 22 2013 Page 19 an airsafety com e product Prepared From Official Records of the NTSB By Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Copyright 1999 2012 Air Data Research All Rights Reserved National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt WPR13LA267 06 07 2013 1015PDT Regis N732BS Chiloquin OR Apt Chiloquin State Airport 2S7 Acft Mk Mdl CESSNA T210L Acft SN 2
10. airplane was recovered for further examination Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 21 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ANC13CA040 05 05 2013 1930 ADT Regis N378X Juneau AK Apt Juneau International PAJN Acft Mk MdI MAULE M 5 210C Acft SN 6178C Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl CONT MOTOR 10 360 SER Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name PENDING Opr dba Aircraft Fire NONE Narrative The pilot was departing from a dry paved runway in a tailwheel equipped airplane which required a correction for a 5 knot right crosswind The pilot said that during the takeoff roll the airplane began to veer to the left and he applied right rudder to correct the veer but the airplane subsequently ground looped to the left The right main landing gear collapsed and the right wing and right horizontal stabilizer struck the ground The airplane sustained substantial damage to the right wing right horizontal stabilizer and fuselage The pilot indicated that there were no preaccident mechanical problems with the airplane The pilot elected not to complete and submit an NTSB form 6120 1 as requested Printe
11. and flawless manner for the review flight he specifically recalled that both he and the pilot agreed that the airplane was running like a top Family members and business associates of the pilot reported that on the morning of the accident he appeared in good spirits with no indications of unusual behavior They all recounted similar observations of degradation in his general performance over the last year reporting that during the period he exhibited increasing fatigue and complaints about inflammation and pain in his hands and arms AIRPLANE INFORMATION The multiengine airplane serial number 30 1634 was manufactured in 1967 and equipped with two Lycoming fuel injected 1O 320 B1A engines The most recent annual inspection was completed 17 days prior to the accident At that time the airframe had accrued a total of 2 543 99 flight hours The right engine had accumulated 473 5 hours since overhaul and the left engine 475 45 hours Both engines were overhauled in 1990 METEOROLOGICAL The closest aviation weather observation station was located at Merced Airport The elevation of the weather observation station was 155 feet mean sea level msl An aviation routine weather report was recorded at 1153 PDT It reported wind from 240 degrees at 6 knots visibility 10 miles skies few clouds at 5 000 feet 6 500 feet overcast temperature 19 degrees C dew point 07 degrees C altimeter 29 90 inches of mercury WRECKAGE AND IMPACT INFORMATION
12. and overhauled every 1 000 hours Unlike comparable combustion heaters there is no calendar time limits which would require an inspection If the inspection is not completed or the heater is inoperative there is no guidance in the AD to disable the heater in a manner that it can no longer be activated in airplane In contrast a similar heater s AD requires a visual inspection every 100 hours or 1 year That AD also provides steps to disable the heater in a manner that it can no longer be used if the heater fails inspection or as an alternate compliance to the AD Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 18 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt WPR13LA230 05 15 2013 1100 Regis N2167J Pine Bluffs WY Acft Mk Mdl CESSNA T188C Acft SN T18803404T Acft Dmg SUBSTANTIAL Eng Mk Mdl CONTINENTAL MOTORS TSIO 520 T AcftTT 2113 Fatal 0 Ser Inj Opr Name CIRCLE S AVIATION LLC Opr dba Apt Pine Bluffs Municipal Airport 82V Rpt Status Prelim Prob Caus Pending Fit Conducted Under FAR 091 Aircraft Fire NONE Narrative On May 15 2013 about 1100 mountain daylight time MDT a Cessna T188C N2167J was substantially damaged during a precautionary landing shortly
13. com e product Copyright 1999 2012 Air Data Research Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Page 11 National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ERA13CA216 04 28 2013 1130 EDT Regis N180VW Bethel ME Apt Bethel Regional Airport 0B1 Acft Mk Mdl CESSNA 180 Acft SN 32005 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl CONT MOTOR O 470 SERIES AcftTT 3554 Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name TWO LLC Opr dba Aircraft Fire NONE Narrative According to the pilot he applied left aileron to his tailwheel equipped airplane on the final approach leg to counteract a left crosswind The crosswind then ceased at which point the pilot backed off the aileron input As the airplane was touching down it encountered another crosswind and the pilot again applied left aileron to counteract it however the left wing and left main landing gear became airbome and the airplane departed the right side of the runway The pilot then rode the right brake and the airplane continued to the right until the left wing came down and the left main landing gear collapsed resulting in substantial damage to left wing The pilot reported no preimpact mechanical malfunctions or anomalies that could have precluded normal operation Winds recorde
14. for documentation purposes only Blade A was bent rearward just outboard of the blade root and bent forward near its 2 3 span Blade B was bent forward towards the cambered side Blade C was curled towards the cambered side near its mid span MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot as authorized by the Wilson County Coroner s Office The cause of death was a result of thermal injuries The autopsy found no indication of physical or toxicological impairment Forensic toxicology was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory Oklahoma City Oklahoma A reading of 12 carbon monoxide was detected in the pilot s blood Testing did not detect the presence of cyanide ethanol or other tested substances TEST AND RESEARCH Engine runs Both engines were shipped to Continental Motors Inc Mobile Alabama Under the auspices of the NTSB the engines were examined and prepped for engine runs Each engine started and produced rated horsepower No preimpact anomalies were detected with either engine Airplane Heater The airplane was equipped with a South Wind 8259GL 1 combustion heater serial number 388 which was last overhauled on February 11 1994 Airplane logbooks recorded the heater s installation on October 17 1996 with a heater Hobbs time of 126 4 hours and Airworthiness Directive AD 81 09 09 accomplished A review of the logbook did not find any additional ent
15. from a local Fixed Base Operator FBO assisted the pilot with moving the airplane out of his hangar The pilot asked for assistance starting the motor of the hand operated tug because he was unable to muster the strength to pull the starter cord fast enough The pilot then attempted to move the airplane utilizing the tug but stated that he was experiencing problems with his hands and again asked for assistance According to the witness once out of the hangar the pilot appeared pale and listless and lost his footing as he got into the airplane On three occasions he called the FBO employee by the wrong name even though he had known him for many years Video of the airplane s departure captured by Merced Airport security cameras revealed that it entered runway 30 at the threshold and immediately began the takeoff roll The airplane rotated about 2 200 feet further down the runway initiated a climb utilizing the full runway length and then tumed left where it joined the downwind leg to the east A few minutes later an airport operations employee heard a weak and broken transmission over the airport s common traffic advisory frequency stating _ try make right base all kinds of trouble problems in the cockpit will try to make it back to Merced Airport am following Childs Ave A witness located in a restaurant parking lot 3 miles east of the airport observed an airplane fly directly over his position and to the west The airplane was
16. inches of mercury A review of other nearby recorded weather observation information revealed similar weather conditions throughout the area An NTSB Meteorologist provided a report of the surface analysis surrounding the area of the wreckage on the day of the accident According to the report there was no evidence that supported a convective downdraft outflow or other surface wind event around 0930 1000 on March 16 2013 near X51 Weather Surveillance Radar 1988 Doppler WSR 88D weather radar and Terminal Doppler Weather Radar from Miami were relatively clear Neither gave an indication of convection nearby or a boundary gust moving through the accident area Widespread weather radar targets moving through the area toward the west coast of Florida near that time were noted on the WSR 88D between 0900 0930 however those targets appeared to be biological and not meteorological Weather satellite data gave no indication of surface wind hazards All surface observations in the area near the time of the accident indicated a light wind surrounding the accident period The highest gust noted for the area was 12 knots reported by an unofficial station six nautical miles to the north near Chekika Park Florida All automated weather reporting commercial aircraft flying into and out of KMIA around the accident time indicated light wind below 1 000 feet msl There was nothing of note in any of the National Weather Service products There were no low altitude pilot r
17. located indicating that his first entry occurred in 1943 His last logbook spanned the period from 1992 to April 26 2010 contained 12 entries and referenced a total flight time in 1992 of 8 200 hours On the pilot s most recent application for a medical certificate he indicated a total flight time of 9 805 hours with 6 hours in the 6 months preceding the application According to the certified flight instructor CFI who performed his most recent flight review the pilot did not keep a record of all flight time but rather a log of all flights required to meet regulatory requirements The pilot completed a flight review in the airplane the day prior to the accident The CFI who performed the review stated he generally flies with the pilot on a monthly basis and this was their third consecutive flight review together He reported that the pilot was required by his insurance company to take a flight review annually The original review was scheduled to take place in the accident airplane 1 month prior but was postponed due to mechanical problems with an engine magneto and tachometer At that time they elected to complete the ground portion of the review instead The CFI noted on the day of the flight portion of the review the pilot appeared to have lost weight He further noted that there was a degradation in his performance since their flight review the year prior He appeared to perform the preflight inspection at a much slower pace and was unable to s
18. operating in conditions conducive to carburetor icing which resulted in a loss of engine power due to carburetor ice Events 1 Approach Loss of engine power partial 2 Approach Fuel related 3 Emergency descent Off field or emergency landing Findings Cause Factor 1 Environmental issues Conditions veather phenomena Temp humidity pressure Conducive to carburetor icing Effect on equipment C Narrative HISTORY OF FLIGHT On October 24 2012 about 2040 central daylight time a Piper PA 28 140 N55620 was substantially damaged when it impacted Creve Coeur Lake near Maryland Heights Missouri The airline transport certificated pilot and passenger were fatally injured The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight Night visual meteorological conditions prevailed for the flight which operated on a visual flight rules flight plan The flight originated from Delaware Ohio and was en route to Creve Coeur Airport K1H0 St Louis Missouri According to a Federal Aviation Administration FAA inspector the flight had departed Factoryville Pennsylvania the day of the accident and stopped in Delaware Ohio for fuel At 1952 the pilot contacted the St Louis Lambert terminal radar approach control facility and reported his altitude as 4 500 feet At 2007 the pilot requested clearance through class bravo B airspace en route t
19. postmortem examination of the pilot was done under the authority of the Alaska State Medical Examiner Anchorage Alaska on September 4 2012 The examination revealed that the cause of death was attributed to severe blunt force injuries A toxicological examination by the FAA s Civil Aeromedical Institute CAMI on November 1 2012 was negative for any alcohol or drugs ADDITIONAL DATA INFORMATION FAR 91 103 describes the pilot in command s preflight duties and most pilots are intimately familiar with its wording Each pilot in command shall before beginning a flight become familiar with all available information concerning that flight The Seward Sectional Aeronautical Chart which covers the Homer area and the accident site shows the electrical transmission lines crossing the river en route to the destination lake Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Page 5 National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ERA13LA169 03 16 2013 1000 EDT Regis N4019A Homestead FL Apt Homestead General X51 Acft Mk MdI CAMERON BALLOONS US Z 105 Acft SN 6473 Acft Dmg MINOR Rpt Status Factual Prob Caus Pending AcftTT 210 Fatal 0 Serlnj 2 Fit Conducted Under FAR 091 Opr N
20. the application for that medical certificate and that he had accumulated 8 hours of flight time during the six months prior to that application N8815P a 1965 model Piper PA 24 260 Comanche with serial number 24 4270 was a low wing single engine four place monoplane which had retractable tricycle landing gear The airplane was constructed predominately of aluminum alloy materials The airplane was powered by a Lycoming O 540 six cylinder reciprocating engine marked with serial number L 2144 48 The engine drove a Hartzell 3 bladed all metal constant speed propeller The propeller was installed in accordance with supplemental type certificated SA288CH and was approved on major repair and alteration form dated October 14 1997 At 1753 the recorded weather at ASX located about 16 nautical miles and 205 degrees from the accident site was wind calm visibility 10 statute miles sky condition few clouds at 2 200 feet temperature 21 degrees C dew point 18 degrees C altimeter 29 85 inches of mercury At 1833 the recorded weather at 4R5 was temperature 62 5 degrees F dew point 58 0 degrees F altimeter 29 81 inches of mercury wind south southwest at 3 0 mph humidity 84 percent The airplane impacted a wooded area about one half nautical mile southwest of runway 22 s threshold Tree branches were broken in a linear path and that path downward through the trees was nearly vertical to where the airplane came to rest The airplane came to rest in
21. the right propeller and proceeded to execute a forced landing in the desert 5 miles east of the intended destination During the accident sequence the right engine separated from the airplane and the left wing buckled resulting in substantial damage to the airplane The pilot reported that the airplane had ran out of fuel and that there were no preimpact mechanical failures or malfunctions that would have precluded normal operation Printed June 22 2013 Page 35 an airsafety com e product Prepared From Official Records of the NTSB By Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Copyright 1999 2012 Air Data Research All Rights Reserved National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ERA12FA514 08 19 2012 1155 EDT Regis N5542Z Shirley NY Apt Brookhaven Airport HWV Acft Mk Mdl SOCATA TB 10 Acft SN 1191 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl LYCOMING 0 360 A1D AcftTT 2258 Fatal 2 SerlInj 1 Fit Conducted Under FAR 091 Opr Name MCELROY DAVID J Opr dba Aircraft Fire GRD Narrative HISTORY OF FLIGHT On August 19 2012 about 1155 eastern daylight time a Daher Socata TB10 N5542Z was substantially damaged when it collided with trees and a construction dumpster during a forced landing after takeoff from Brookhaven Calabro Airport HWV Shirley New York The certificated private pilo
22. 1061392 Acft Dmg SUBSTANTIAL Rpt Status Prelim Prob Caus Pending Eng Mk Mdl CONT MOTOR TSIO 520 SER Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name DEBRA FAITH Opr dba Aircraft Fire NONE Narrative On June 07 2013 about 1015 Pacific daylight time a Cessna T210L N732BS veered off the runway surface and came to rest inverted while landing at the Chiloquin State Airport Chiloquin Oregon The pilot who additionally owned the airplane was operating it under the provisions of 14 Code of Federal Regulations CFR Part 91 The private pilot and passenger sustained minor injuries the airplane sustained substantial damage The personal cross country flight departed from the Benham Airport Coquille Oregon about 0915 with a planned destination of Chiloquin Visual meteorological conditions prevailed and no flight plan had been filed A witness stated that he observed the airplane touch down on runway 35 He noted that the airplane was landing at a higher than expected airspeed which he estimated to be about 100 miles per hour Following touchdown the airplane veered into a gravel area adjacent to the runway and continued until encountering a culvert The airplane flipped over inverted and came to rest at the edge of the airport s safety perimeter Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 20 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 T
23. 2491 Fatal 2 Serlnj 0 Fit Conducted Under FAR 091 Opr Name HAZELTON RUSSELL C Opr dba Aircraft Fire NONE Summary As the airplane was approaching the destination airport for a night landing a witness saw the airplane maneuvering as it passed overhead She also remarked that the engine sounded like it was sputtering and thought that the pilot was attempting to land the airplane on the beach of a nearby lake The airplane impacted the water and cartwheeled before sinking A test run of the engine was conducted the engine started and ran at various power settings An examination of the airplane and engine revealed no preimpact anomalies that would have precluded normal operation The temperature and dew point about the time of the accident indicated that the airplane was operating in conditions that were conducive to serious icing at glide power The pilot was in an extended descent and most likely had the power on the engine reduced for the descent Although the carburetor heat was found on it is unknown when the pilot activated the carburetor heat The engine controls were in positions consistent with an attempt to restart the engine it is likely that the loss of engine power was due to carburetor ice and that the carburetor heat was not activated until after the engine began to lose power Cause Narrative THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS The pilot s failure to activate the carburetor heat while
24. 3 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database the house where it burst into flames The witness then described his efforts to extinguish the fire and assist the occupants of the airplane PERSONNEL INFORMATION The pilot owner held a private pilot certificate with a rating for airplane single engine land His most recent Federal Aviation Administration FAA third class medical certificate was issued on August 1 2003 He reported 18 total hours of flight experience on that date His pilot logbooks were not recovered The buyer held a private pilot certificate with a rating for airplane single engine land His most recent FAA third class medical certificate was issued on December 12 2011 Examination of his logbook revealed the pilot had logged 189 8 total hours of flight experience none of which was in the accident airplane make and model AIRCRAFT INFORMATION According to FAA records the airplane was manufactured in 1991 and was issued a ferry permit on June 20 2012 in order to relocate the airplane and perform an annual inspection and other maintenance at HWV Although the maintenance records were not recovered the investigation revealed a two page handwritten list of discrepancies for the airplane prepared by the mechanic who relocated the airplane to HWV and was performing the maintenance on it He stated that there were no anomalies with the performanc
25. 4 2013 1700 CDT Regis N97592 Elkton KY Apt Standard Field 5KY4 Acft Mk Mdl STINSON 108 Acft SN 108 592 Acft Dmg SUBSTANTIAL Rpt Status Prelim Prob Caus Pending Eng Mk Mdl FRANKLIN 6A4 150 B3 AcftTT 2723 Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name CLUB VOYAGER LLC Opr dba Aircraft Fire NONE AW Cert STN Narrative On June 4 2013 about 1700 central daylight time a Stinson 108 N97592 was substantially damaged during a forced landing shortly after takeoff from Standard Field 5KY4 Elkton Kentucky The commercial pilot and passenger incurred minor injuries Visual meteorological conditions prevailed and no flight plan was filed for the flight which was destined for Russellville Logan County Airport 4M7 Russellville Kentucky The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 The pilot stated that the purpose of the flight was to practice takeoffs and landings on the turf runway at 5KY4 Following an uneventful departure from 4M7 and first landing at 5KY4 he taxied back took off and entered the traffic pattern During the next landing the airplane touched down about one third down the runway Intending to perform a touch and go landing the pilot increased engine power to full and the airplane began to climb back into the air During the climb the pilot reported that the engine sounded normal and smooth but that the climb rate seemed to be slower than it was previously Wit
26. Caus Pending Eng Mk Mdl LYCOMING 0 320 Fatal 0 Serin 4 Fit Conducted Under FAR 091 Opr Name CODY GOODAN Opr dba Aircraft Fire NONE Narrative On June 11 2013 about 2225 eastern daylight time a Cessna 172M N118JD operated by a private individual was substantially damaged when it impacted terrain during takeoff from Bowman Field LOU Louisville Kentucky The private pilot and three passengers were seriously injured Visual meteorological conditions prevailed and no flight plan was filed for the local flight The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91 The pilot was seriously injured and unable to provide a statement about the accident Review of radar data provided by the Federal Aviation Administration FAA revealed the airplane was performing touch and go landings to runway 33 at LOU On the fourth touch an go landing the airplane took off from runway 33 and radar contact was lost at about 200 feet above ground level The airplane impacted the ground about 430 feet from the departure end of the runway According to an FAA inspector the right wing impacted the ground first and the airplane pivoted around the nose before coming to rest upright nose down on a golf course Both propeller blades exhibited chordwise scratching and the inspector noted substantial damage to both wings and the fuselage The wreckage was retained for further examination Printed June 22 2013 an airsafety
27. IS POSITION FOR ANY OTHER REASON If high HI boost is selected when the engine driven pump is operating the engine will run rich and may quit depending on throttle setting temperature and altitude The checklist advised that if an ignition problem was suspected the pilot should verify that the magnetos were selected to the BOTH position The first step of the procedure for a rough running engine immediately after lift off stated Ensure auxiliary fuel pump is not on HI Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Page 3 National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ANC12FA095 08 31 2012 1500 ADT Regis N57511 Homer AK Acft Mk Mdl BELLANCA 7GCBC Acft SN 529 73 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl LYCOMING 0 320 SERIES Fatal 1 Serlnj 0 Fit Conducted Under FAR 091 Opr Name VONDERHEIDE GEORGE H Opr dba Aircraft Fire NONE AW Cert STN Narrative HISTORY OF FLIGHT On August 31 2012 about 1500 Alaska daylight time a float equipped Bellanca 7GCBC airplane N57511 sustained substantial damage during an impact with terrain following a collision with a high tension power cable spanning a river about 12 miles southeast of Home
28. National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ERA12FA508 08 15 2012 727 EDT _Regis N678DR Clifton Park NY Apt Albany International ALB Acft Mk MdI BEECH A36TC Acft SN EA 216 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl CONT MOTOR TSIO 520 SER AcftTT 3194 Fatal 1 Serlnj 1 Fit Conducted Under FAR 091 Opr Name N800G LLC Opr dba Aircraft Fire NONE AW Cert STN Narrative On August 15 2012 at 0727 easter daylight time a Beech A36TC N678DR was substantially damaged when it impacted trees and terrain during a forced landing near Clifton Park New York The certificated airline transport pilot and the pilot rated passenger were fatally injured Visual meteorological conditions prevailed and an instrument flight rules flight plan was filed for the flight which departed from Albany Intemational Airport ALB Albany New York at 0724 and was destined for Plattsburg Airport PBG Plattsburg New York The business flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 Review of air traffic control ATC information provided by the Federal Aviation Administration FAA revealed that the pilot contacted ATC about 0720 and requested clearance to taxi for departure The controller initially advised the pilot to taxi to runway 1 via taxiway D and A The pilot subsequently advised the controller that he could accept an intersection departure from ru
29. ach threshold From that intersection about 5 250 feet of runway was available for a departure The airplane was most recently serviced with 85 gallons of 100LL fuel by a fixed base operator at ALB on the day preceding the accident Following the Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Page 1 National Transportation Safety Board Aircraft Accident Incident Database accident a fuel quality assurance review was conducted by the fixed based operator and no deficiencies were noted during the inspection METEOROLOGICAL INFORMATION The 0753 weather observation at ALB included calm winds 10 statute miles visibility with patches of fog present to the west and southwest few clouds at 100 feet scattered clouds at 8 000 feet a broken ceiling at 13 000 feet and a broken ceiling at 25 000 feet The temperature was 19 degrees Celsius C the dew point was 18 degrees C and the altimeter setting was 29 90 inches of mercury FLIGHT RECORDERS The airplane was not equipped with any flight data recording devices nor was it required to be however a hand held global positioning system GPS receiver was recovered from the wreckage and found to contain data pertaining to the accident flight The initial data point was record
30. amage to the empennage was a result of recovery and not a result of the accident sequence The fuselage included two front seats the instrument panel forward and two side windscreens and the main cabin door The main cabin door remained attached to the fuselage and had been bent during the recovery process The right forward seat was forward in the seat track the seatbelt was unlatched and shoulder harness had been cut during the rescue process The left forward seat was aft in the seat track and the seatbelt and shoulder harness were unlatched The fuselage was otherwise unremarkable The following engine and airplane control positions were recorded Throttle Full forward Mixture Full rich Carburetor Heat On Fuel Selector Valve Right Tank Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 27 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database The engine and propeller assembly remained attached to the fuselage The cowling was bent Dirt rocks and vegetation were impacted between the propeller spinner and the propeller flange Both propeller blades remained attached to the engine and were covered with dirt and rocks Approximately 2 tablespoons of water were drained from the gascolato
31. ame AARONS BALLOON CO LLC Opr dba BALLOON OVER MIAMI Aircraft Fire IFLT Narrative HISTORY OF FLIGHT On March 16 2013 about 1000 eastern daylight time a Cameron Balloons Z 105 N4019A incurred minor damage after impacting power lines during a landing approach to a field near Homestead General Aviation Airport X51 Homestead Florida The balloon was registered to and operated by Aaron s Balloon Company LLC doing business as Balloon Over Miami The commercial pilot was not injured and the two passengers sustained serious injuries Visual meteorological conditions prevailed and no flight plan was filed for the revenue sightseeing flight that was conducted under the provisions of Title 14 Code of Federal Regulations Part 91 The flight originated from an empty field in rural Miami Dade County Florida about 0825 According to the pilot the flight s cruise altitude was approximately 1 000 feet mean sea level He stated that while airborne he checked the weather and winds multiple times and even used the shaving cream method to monitor wind direction During the approach to landing the pilot stated that he was aware of and knew the location of the power lines He further stated that he normally avoids them by having extra altitude so that the balloon can clear them The pilot stated that about 500 feet above ground level agl and two miles from the expected touchdown zone he verified the wind and descended to 200 feet agl As the balloon a
32. both water and oil The fuel gascolator was removed and was full of water The screen was free of debris The filter on the electric fuel pump was free of contamination and blockage and odor from the fluid inside the fuel pump smelled consistent with fuel Water was drained from the cylinders and throughout the exhaust system Borescope examination of the cylinders revealed signs of normal operation Both magnetos were removed placed on a test bench and functionally tested Once the magnetos were dry they produced a blue spark across each lead The engine and airframe were tied to a trailer for the testing purposes The magnetos were reinstalled the engine was timed and attached to an external fuel and power source The engine started without hesitation and ran at varying power settings for 10 minutes A maximum level of 1 900 rpm was reached The engine throttle was not advanced to full rpm position because of the potential for unseen damage to the propeller and propeller flange No preimpact anomalies were found with the engine Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 28 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ERA13CA260 05 30 2013 1030 EDT Regis N5715F Ellenv
33. d June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 22 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ERA12LA532 08 26 2012 1736 EDT Regis N557M East Hampton NY Apt East Hampton Airport HTO Acft Mk MdI MOONEY M20C Acft SN 3175 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl LYCOMING 0 amp VO 360 SER AcftTT 3984 Fatal 0 Serlnj 2 Fit Conducted Under FAR 091 Opr Name BOCHTER STEVEN R Opr dba Aircraft Fire GRD Narrative On August 26 2012 at 1736 easter daylight time a Mooney M20C N557M registered to a private owner experienced a total loss of engine power on initial takeoff climb from East Hampton Airport HTO East Hampton New York During the pilot s attempt to return to the airport he collided with trees The airplane sustained substantial damage due to impact and postcrash fire The private pilot and one passenger received serious injuries The flight was operating as a 14 Code of Federal Regulations Part 91 personal flight Visual meteorological conditions prevailed and no flight plan was filed According to the pilot after an uneventful preflight inspection he completed a successful engine start and proceeded to taxi to the departure runway Af
34. d at a nearby airport about the time of the accident were variable at 5 knots Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 12 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ERA13CA265 05 31 2013 1100 EDT Regis N2724X Concord NH Apt Concord Municipal Airport CON Acft Mk Mdl CESSNA 180 Acft SN 18051524 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl CONTINENTAL MOTORS 0 470R AcftTT 4383 Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name COMFORT KENNETH W Opr dba Aircraft Fire NONE Narrative The pilot reported that during the landing roll the tailwheel equipped airplane began to fishtail and drift toward the side of the runway The pilot attempted to correct the oscillation by applying the brakes but was slightly late in applying the correction and the airplane departed the side of the runway After becoming partially buried in the soft ground the right main landing gear collapsed resulting in substantial damage to the fuselage at the right main landing gear attach point as well as the engine firewall The pilot reported there were no mechanical malfunctions or anomalies that would have precluded normal operation of the airplane
35. e examination report is contained within the public docket Airplane Performance The airplane s take off ground run distance was calculated utilizing a gross weight of 3 200 pounds and the prevailing weather conditions With a flap setting of 15 degrees and a liftoff speed of 80 mph the airplane s ground run distance should have been about 1 050 feet Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 34 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt WPR13CA245 05 28 2013 1605 Acft Mk Mdl PIPER PA 31 350 Eng Mk Mdl LYCOMING TIO 540 SER Opr Name SEFTON DONALD H Regis N969BD Page AZ Acft SN 31 8152109 Acft Dmg SUBSTANTIAL AcftTT 8542 Fatal 0 Ser Inj Opr dba Apt Page Municipal Airport KPGA Rpt Status Factual Prob Caus Pending Fit Conducted Under FAR 091 Aircraft Fire NONE Narrative The pilot stated that he and four passengers were about 4 5 hours into the flight and about 10 nm from their destination when the left low boost light illuminated About 20 seconds later the left engine quit and the pilot feathered the propeller After about 1 minute the right low boost light illuminated and 20 seconds later the right engine quit The pilot feathered
36. e and handling of the airplane on the ferry flight to HWV but that the tachometer was intermittent and appeared to work properly only at high rpm engine settings Item number 27 on the mechanic s list was Carb uretor has sediment in bowl disassemble amp clean The item was checked in the margin and 3 hours of labor was annotated and billed The buyer stated that the airplane had been posted on the internet for sale but that the owner did not reply to several requests to see the airplane and its records He and his wife flew to Mattituck New York where the airplane had been parked for several years to examine the exterior of the airplane Afterwards they continued to try to contact the owner After several months the owner finally responded to the buyer and informed him that the airplane had been flown to HWV for an annual inspection and correction of maintenance discrepancies in preparation for its sale Prior to the buyer s examination and test flight of the airplane at HWV the owner represented to him in emails text messages and over the telephone that the annual inspection was completed that there were no outstanding discrepancies that the airplane was airworthy and that it was ready for sale FAA inspectors who responded immediately to the accident site visited the mechanic at his facility the same day The inspectors requested the maintenance records of the accident airplane but the mechanic insisted that he did not possess the
37. e in the days preceding the accident Cessna s service manual for the Cessna 401 listed the causes of heater trips over heat switch as a defective overheat switch or insufficient vent air and a defective duct limit switch The corrective action is to replace the overheat switch or replace the duct limit switch and increase the air rate respectively South Wind Heater exam The heater was examined at Cessna Aircraft Company under the auspices of the NTSB and FAA The heater displayed signatures of thermal damage When the igniter housing assembly was removed thermal damage was noted to the ignition unit and spark plug The spark plug displayed heavy sooting The heater s shroud was removed and the duct limit switch was found to be misaligned Discoloration on the switch surface suggested a misalignment prior to heat discoloring the metal The combustion chamber s interior was heavily sooted and contained several large pieces of carbon deposits and debris The heater was reassembled with and sealed through the use of a general sealant Attempts to perform a pressure decay test were unsuccessful Utilizing a soap and water mixture and pressurization at least four portions of the combustion chamber displayed signs of leaks At least three leaks existed on welded joints and one leak around the igniter tip Compliance with Airworthiness Directive AD 81 09 09 After compliance with AD 81 09 09 the heater is required to be inspected every 250 hours of use
38. eard from the accident airplane and no air traffic control services were requested WRECKAGE AND IMPACT INFORMATION During an on site inspection of the airplane s wreckage on September 1 the NTSB IIC noted that the terrain was a braided river valley with steep rising terrain on the southwest side of the river and gently sloping terrain on the northeast side of the river Multiple high tension power cables were draped across the river from the high terrain on the southwest side to the near level terrain on the northeast side of the river One cable was severed and laying on the ground The severed power line had large orange power line marking balls attached The other intact power lines spanning the river were also marked with large orange power line marking balls The airplane was located in shallow water on a sandbar near the center of the braided river It had impacted in a nose low near vertical descent 60 plus degrees down The wings were straight with wrinkling near both tips The fuselage was broken and bent 90 degrees aft of the cabin The empennage was intact The vertical stabilizer had a large impact divot about mid span of the leading edge that did not appear to be associated with terrain impact damage Control continuity was established for all the flight controls The propeller blades showed torsional twisting and severe leading edge gouging consistent with power at the time of terrain impact MEDICAL AND PATHOLOGICAL INFORMATION A
39. ed at 0721 as the airplane taxied toward runway 1 at ALB via taxiway D The airplane subsequently taxied onto runway 1 at 0723 at the point where the runway intersected taxiway D The airplane accelerated down the runway and began climbing at 0724 26 and 8 seconds later had climbed to a GPS derived altitude of 341 feet ata GPS groundspeed of 88 knots At that point the airplane began a right turn about 1 600 feet prior to reaching the runway departure end The airplane continued to climb while on an approximate 40 degree magnetic track At 0725 50 the airplane reached a maximum altitude of 1 115 feet at a GPS groundspeed of 111 knots about 2 nautical miles northeast of the runway 1 departure end Over the next 30 seconds the airplane tumed about 90 degrees left as it descended and slowed By 0726 24 the airplane had established a heading of 305 degrees descended to 627 feet and slowed to a GPS groundspeed of 85 knots About 25 seconds later the airplane s final position was recorded at an altitude of 302 feet and a GPS groundspeed of 76 knots A plot of the airplane s position for the final moments of the flight showed that an open field about 1 000 feet long and aligned with the airplane s final approach path was located about 1 000 feet west of its final GPS recorded position Additionally a two lane asphalt road paralleled the airplane s final approach path however utility wires paralleled and crossed the road at numerous points in the vic
40. eports WRECKAGE AND IMPACT INFORMATION Examination of the balloon by NTSB investigators and a Federal Aviation Administration inspector revealed that the bottom sub frame retaining bolts and nuts showed marks consistent with arc damage One propane tank incurred marks on the valve guard ring consistent with arc damage The envelope sustained three burn holes about ten inches in diameter along the vertical load tape The first propane tank quantity gauge read seven percent the second tank read forty percent and the third propane tank read two percent ADDITIONAL INFORMATION FAA H 8083 11A BALLOON FLYING HANDBOOK Chapter 7 Inflight Maneuvers states in part One technique to determine if the balloon is ascending flying level or descending is to sight potential obstacles in the flight path of the balloon as the balloon approaches the wires the pilot should determine how the wires or other obstacles are moving in his or her field of vision relative to the background If they are moving up in the pilot s field of vision or staying in stationary then the balloon is on a descent that may place the pilot and passengers at risk Conversely if the wires are moving down in the pilot s field of vision then the balloon is either in level flight or ascending and able to clear the obstacle Vigilance is required for constant scanning of the terrain along the flight path and the pilot must be alert to avoid becoming fixated on Printed June 22 2013 an a
41. etastatic prostate carcinoma with an enlarged multinodular prostate periaortic lymphadenopathy mediastinal adenopathy with compression of right subclavian vein and thrombus and lung and bone metastases Toxicological tests on specimens recovered from the pilot by the Coroner s Office were performed by the FAA Civil Aerospace Medical Institute Analysis revealed no carbon monoxide cyanide or ingested alcohol The results were negative for all screened drug substances except Quinine which was detected in urine Refer to the toxicology report included in the public docket for specific test parameters and results Medical History The NTSB Chief Medical Officer reviewed the pilot s FAA and personal medical records FAA pilot medical records dating back to 1965 revealed that the only significant medical issue ever reported by the pilot was a fall from a horse in 1999 which resulted in several broken ribs On his last application for a medical certificate he indicated no to every question regarding medical diagnosis and the use of medications reporting only a visit to the primary physician for general health Review of the pilot s personal physician records from 2004 revealed a diagnosis of advanced metastatic prostate cancer in 2005 with involvement of lymph nodes and bone He was initially treated and had resolution of symptoms and normalization of his prostate specific antigen PSA By 2007 non insulin dependent diabetes was diagnosed and in
42. eted the owner stated that the mechanic had just informed him that the tachometer was unreliable The owner then proceeded to taxi the airplane to the runway for takeoff The buyer performed the takeoff roll and stated that the airplane s acceleration was unusually slow and that the airplane used significantly more runway than he anticipated At 65 knots indicated airspeed the buyer attempted to rotate the airplane for takeoff The airplane lifted off but immediately settled back onto to the runway The buyer then relinquished the flight controls to the owner who continued the takeoff The buyer stated that after lifting off the runway the airplane didn t leave ground effect He stated that the airplane would not climb and was skimming the treetops After reaching an altitude of about 150 feet the airplane then broke to the right and entered a classic stall spin The buyer believed that he was ejected from the airplane during the collision with the trees and the dumpster and described how he found himself and his wife outside the airplane and on fire When asked if he thought to abort the takeoff he said he started to and at the same time he gave the flight controls to the owner When asked if he thought the owner would abort the takeoff at that point he said he had no expectation of whether the owner would abort or continue because he felt that the airplane s lack of performance was due to his possibly doing something incorrectly
43. factured in 1967 It was powered by two turbo charged fuel injected 300 horsepower TSIO 520 E engines Each engine drove a metal 3 blade propeller According to the airplane s logbooks the last annual inspection was accomplished on January 15 2012 at a Hobbs time of 2 455 5 hours This inspection had a remark heater is inop erative A sales advertisement dated January 8 2012 listed the airframe s total time as 4 819 hours Including the time the pilot flew for his insurance requirements the airframe had accumulated at least 4 831 hours METEOROLOGICAL INFORMATION At 1652 an automated weather reporting facility located at the Chanute Martin Johnson Airport KCNU Chanute Kansas 6 nautical miles east of the accident site reported wind from 180 degrees at 4 knots visibility 10 miles a broken ceiling at 11 000 feet temperature 21 degrees Celsius C dew point 15 C and a barometric pressure of 30 07 inches of mercury COMMUNICATIONS The pilot was under radar and radio contact with Kansas City Air Route Traffic Control Center ARTCC and at 1606 reported that the airplane was level at 10 000 feet The pilot requested and was approved to proceed direct to CBF At 1624 the pilot requested a descent from 10 000 to 8 000 to get out of the clouds and turbulence which was approved ARTCC then issued a frequency change which was acknowledged by the pilot The pilot did not make radio contact with the next controller and there were no f
44. g after that According to an eyewitness the balloon was observed just above tree tops and that the balloon appeared to be show boating or was in trouble The witness also added that the pilot was putting the coals to it to get airbome and it appeared that the balloon tried to land in the field adjacent to his property A picture provided by the witness depicts the balloon about 50 feet agl PERSONNEL INFORMATION The pilot age 39 holds a commercial pilot certificate with ratings for airplane single engine land airplane single engine sea airplane multiengine land instrument airplane and lighter than air balloon According to the pilot he had accrued 143 total hours of flight experience in balloons at the time of the accident BALLOON INFORMATION The balloon was a Cameron Balloons U S serial number 6473 it consisted of a 24 gore A Type envelope a single double burner heater and was equipped with 3 stainless steel fuel tanks It also had a MINI T type basket which was constructed of wicker and aluminum sub frame The basket was manufactured in 2007 The balloon was issued a standard airworthiness certificate on June 18 2011 METEOROLOGICAL INFORMATION The 0958 recorded surface weather observation at X51 located approximately 1 mile to the west of the accident site included wind from 040 degrees at 04 knots visibility 10 statute miles clear skies temperature 19 degrees C dew point 12 degrees C and an altimeter setting of 30 21
45. h a multiengine land rating and 14 different type ratings In addition the pilot held a commercial pilot certificate with single engine land and sea ratings and five different type ratings He was issued a third class airman medical certificate on July 13 2011 The certificate contained the limitation must wear corrective lenses Not valid for any class after July 31 2013 The pilot s personal flight logbook was not located According to his last airman medical certificate application dated July 13 2011 he had logged no less than 27 000 hours flight time five of which had been logged in the previous six months AIRCRAFT INFORMATION The accident airplane a Piper PA28 140 serial number 28 7325445 was manufactured in 1973 It was registered with the FAA on a standard airworthiness certificate for normal operations A Lycoming O 320 E3D engine rated at 150 horsepower at 2 700 rpm powered the airplane The engine was equipped with a fixed pitch two blade metal propeller The airplane was maintained under an annual inspection program A review of the maintenance records indicated that an annual inspection had been completed on October 19 2012 at an airframe total time of 2 481 5 hours The airplane had flown approximately 9 3 hours between the last inspection and the accident and had a total airframe time of 2 490 78 hours METEOROLOGICAL INFORMATION The closest official weather observation station was at Lambert St Louis International Airpo
46. h about one third of the runway remaining the pilot confirmed the throttle position and the flap setting and upon reaching the end of the runway the pilot realized that something was wrong The pilot thought that the airplane might be able to climb above a line of trees located about 1 500 feet beyond the departure end of the runway and he attempted to increase the climb rate by increasing the pitch angle At an altitude of about 60 to 80 feet and upon realizing that the airplane would not be able to clear the trees the pilot turned the airplane left toward a field and decreased the pitch angle The airplane descended and the pilot attempted to land the airplane in the soft ground of a com field however during the landing roll the airplane nosed over resulting in substantial damage to the airframe An examination of the wreckage was scheduled for a later date Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 40 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt CEN13LA356 06 08 2013 830 MDT Regis N753ZF Golden CO Acft Mk MdI ULTRAMAGIC N 250 Acft SN 250 75 Acft Dmg MINOR Rpt Status Prelim Prob Caus Pending Fatal 0 Serin 1 Fit Conducted Under FAR 091 Opr Name
47. he accident site on August 20 2012 The airplane was largely consumed by post crash fire The airplane struck a tree and a commercial construction dumpster that was parked on a residential street Several pieces of angularly cut wood were found along the wreckage path A review of video footage revealed that immediately after the crash the airplane rested inverted on top of the dumpster As the fire progressed the remains of the wings fuselage empennage and tail section fell into the dumpster The cockpit and engine with propeller attached fell to the street inverted outside the dumpster Control cable continuity was established from the cockpit to components identifiable with the flight control surfaces The cockpit was severely damaged by fire and no usable evidence was gathered from it The engine compartment forward of the firewall sustained minor fire damage The engine cowlings were removed and the engine displayed soot coatings on external components Closer inspection revealed that the mixture control cable was disconnected from the carburetor mixture control arm The cable displayed a light coating of soot with no damage or fraying of the cable The cable grip hardware on the mixture control arm was also undamaged and the cable grip hole was completely open and unobstructed by the cable grip hardware The engine was recovered from the scene and examined at HWW The engine was rotated by hand and continuity was established through the po
48. ille NY Apt Joseph Y Resnick Airport N89 Acft Mk Mdl PIPER PA 28 140 Acft SN 28 24927 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl LYCOMING 0 320 SERIES AcftTT 4304 Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name TAKE FLIGHT AVIATION LLC Opr dba Aircraft Fire NONE AW Cert STN Narrative The student pilot reported that she was returning to her home airport after being discontinued from her private pilot practical test Upon departure and initial climb she maneuvered the airplane into a valley and proceeded to attempt a climb over a ridge that was approximately 1 500 feet higher than the departure airport elevation The student pilot stated that she knew as soon as she flew into the valley the airplane was not going to be able to climb over the ridge and that she was unable to turn the airplane around She added that she performed a controlled crash into the trees Examination of the airplane revealed substantial damage to the fuselage and to both wings The student pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 29 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Airc
49. in Oklahoma City On the pilot s last application for medical certificate dated February 15 2011 he indicated that his total aeronautical experience consisted of about 2000 hours of which 40 were accrued in the previous 6 months AIRCRAFT INFORMATION The airplane was a Bellanca 7GCBC N57511 manufactured in 1973 and equipped with a Lycoming O 320 series engine No airframe or engine logbooks were discovered for examination and the airplane was not recovered for further examination METEOROLOGICAL INFORMATION Marginal meteorological conditions prevailed in Homer at the time of the airplane s departure The closest official weather observation station was at the departure airport Homer PAHO about 10 miles northwest of the accident site At 1453 an aviation routine weather report METAR was reporting in part Wind 230 degrees true at 3 knots visibility 3 statute miles with light rain sky condition scattered at 400 feet overcast at 1 200 feet temperature 46 degrees F dew point 46 degrees F altimeter 29 72 inHg Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Page 4 National Transportation Safety Board Aircraft Accident Incident Database COMMUNICATIONS After departing Homer no communications were h
50. ing N8815P A witness at 4R5 stated that he heard an airplane engine heard squealing and heard sounds like screeching tires He looked at the runway and saw the airplane bouncing out of control on the runway It appeared that the airplane flew in from the north east and was attempting to land The airplane subsequently went to full throttle and pitched up to about 45 degrees where it started climbing The witness saw the airplane fly to the right and he thought it was going to circle around to attempt another landing He tumed around and subsequently heard an explosion He looked back saw a plume of black smoke and called 911 The pilot held a private pilot certificate with an airplane single engine land and instrument airplane ratings The pilot s most recent FAA third class medical certificate was issued on June 29 2012 The pilot s medical certificate had a limitation for corrective lenses He reported that he had accumulated 1500 hours of total flight time at the time of the application for that medical certificate and that he had accumulated 50 hours of flight time during the six months prior to that application The pilot rated passenger held a private pilot certificate with a single engine land rating His most recent FAA third class medical certificate was issued on June 6 2006 His medical certificate had a limitation for corrective lenses for near vision He reported that he had accumulated 280 hours of total flight time at the time of
51. inity of the accident site WRECKAGE AND IMPACT INFORMATION The accident site was located in a residential area approximately 3 miles northeast of ALB at an elevation of 260 feet The initial impact point IIP was identified by several damaged tree limbs at a height of about 30 feet and was located about 45 feet west of the airplane s final GPS recorded position The wreckage path about was about 150 feet long and oriented approximately 320 degrees magnetic A ground scar along with the outboard portion of the right wing and aileron were located about 95 feet beyond the IIP along the wreckage path The main portion of the wreckage consisted of the fuselage and inboard portions of both wings and was located about 45 feet from the ground scar The fuselage remained upright and was oriented on a 280 degree magnetic heading The outboard portion of the left wing was located about 10 feet beyond the main wreckage The left wing remained attached to the fuselage by all four of its attachment bolts The outboard portion of the wing separated in the vicinity of the landing gear and the left main landing gear remained stowed in its well The right wing also remained attached to the fuselage by its attachment bolts with the outboard portion separating near the outer portion of the flap The right main landing gear remained stowed within its well The landing gear actuator was in the retracted position Control continuity was confirmed from the control co
52. irplane According to the pilot s son the pilot was a friend of the accident airplane s owners and was allowed to utilize the airplane anytime he needed He further described that the pilot flew very often and had previously flown many people in the accident airplane While the passenger did hold a pilot certificate he had not flown a great deal in the recent past The purpose of the flight was for the pilot and passenger to attend a business meeting in Plattsburg New York AIRCRAFT INFORMATION According to airworthiness records maintained by the FAA the airplane was manufactured in 1981 and was equipped with a Continental Motors TSIO 520 UB turbo supercharged fuel injected engine Review of maintenance records showed that a factory rebuilt engine was installed on the airplane in May 1996 at an aircraft total time of 1 591 flight hours The airplane s most recent annual inspection was completed on October 15 2011 at 3 190 total aircraft hours At the time of the accident the airframe had accumulated 3 364 total flight hours and the engine had accumulated 1 773 total flight hours since its installation AIRPORT INFORMATION The ALB airport was comprised of two intersecting runways oriented in a 1 19 and 10 28 configuration at an elevation of 285 feet Runway 1 was 8 500 feet long by 150 feet wide Taxiway A ran parallel to runway 1 and was located to the west of the runway Taxiway D intersected runway 1 about 3 250 feet beyond the runway appro
53. irport and entered the pattern for the northern runway During the landing sequence he determined that he was landing long He applied power to perform a go around however the engine only accelerated to 1 500 1 600 rpm As he flew the airplane into a left turn to avoid trees the airplane stalled entered a descent and impacted a house The carburetor icing chart indicated the possibility of serious carburetor icing at the reported temperatures The Pilot s Handbook of Aeronautical Knowledge FAA H 8083 25A states that first indication of carburetor ice in an airplane with a fixed pitch propeller is a decrease in engine rpm Additionally it states that when conditions are conductive to carburetor icing that carburetor heat should be applied immediately and should be left ON until the pilot is certain all the ice has been removed If ice is present applying partial heat or leaving heat on for an insufficient time might aggravate the situation Postaccident examination of the airframe and engine revealed no preimpact mechanical malfunctions or failure that would have precluded normal operation Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Page 9 National Transportation Safety Board Aircraft Accident Incident Database
54. irsafety com e product Copyright 1999 2012 Air Data Research Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Page 7 National Transportation Safety Board Aircraft Accident Incident Database sighting objects Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 8 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt WPR13CA252 05 30 2013 1715PDT Regis N7701T Eatonville WA Apt Swanson Airport K2W3 Acft Mk Mdl CESSNA 172A Acft SN 47301 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl CONT MOTOR 0 300 SER AcftTT 3403 Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name REID MATTHEW J Opr dba Aircraft Fire NONE Narrative The pilot stated that when he was 35 miles from his destination he reduced power to descend from 6 500 feet to 3 000 feet and applied carburetor heat When he added power to level off at 3 000 feet the engine rpm stabilized between 1 800 to 2 000 rpm The pilot stated that he suspected carburetor ice and applied carburetor heat again but the engine did not regain full power He diverted to a nearby a
55. itially treated with dietary measures later diabetic medications were added In the latter half of 2008 his prostate cancer numbers began to rise and several other methods were attempted to treat his cancer with mixed success In the last few months of his life the pilot s cancer was resurgent his PSA had risen precipitously and he developed pain and swelling of his hand due to cancerous lymph nodes in his chest obstructing venous flow Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 33 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Postaccident Medical Records Mercy Medical Center of Merced provided treatment to the pilot following the accident Medical records indicated that following the accident bystanders reported to emergency medical services personnel that the pilot was speaking or moaning after the crash However EMS found the pilot in cardiac arrest when they arrived 3 minutes after the initial dispatch from 911 They initiated CPR cardiopulmonary resuscitation extricated him from the airplane and transported him to Mercy Medical Center Hospital staff attempted to revive him with at least one period where a pulse returned He was subsequently intubated received medications c
56. lumn to the elevator and left aileron and through a fracture of the right aileron bellcrank to the right aileron and rudder control continuity was confirmed from both rudder pedals to the rudder Measurement of the left and right elevator trim tab actuators revealed extensions corresponding to a 10 degree tab down position nose up trim Measurement of both flap actuator rods corresponded to a flaps retracted position The fuel selector was found in the left tank position Examination of the fuel system revealed that it remained continuous from the firewall through the selector valve to both fuel tanks with no breaches or obstructions noted Residual fuel was observed in both main and both auxiliary wingtip fuel tanks The color and odor of the fuel appeared consistent with 100LL aviation fuel and all samples taken were absent of water or debris The auxiliary fuel pump switch was found in the HIGH position though the structure surrounding the switch was deformed consistent with impact Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Page 2 National Transportation Safety Board Aircraft Accident Incident Database The pilot and copilot seats remained attached to the seat rails with no deformation noted The mounting points a
57. m and that he had surrendered them to the owner to make copies In a series of interviews with the FAA as well as a statement submitted through his attorney the mechanic stated that he did not complete the annual inspection because of the faulty tachometer and because the pilot had complained about a lack of engine power following a flight in the accident airplane on August 16 2012 3 days prior to the accident He stated that he made no effort to troubleshoot the engine power issue because the airplane s tachometer was not operational The owner had a friend accompany him on the flight 3 days before the accident In an interview the friend explained that the airplane would not climb properly and never reached an altitude above 300 400 feet The friend heard the owner complain to the mechanic that the tachometer was inoperative and that there was something wrong with the power that prevented the airplane from climbing normally A witness to that flight reported to the FAA that he saw the airplane struggling to get into the air He described the airplane as extremely nose high and tail low barely clearing the trees struggling around the traffic pattern and finally completing a hard landing The same witness observed the accident flight and said that the airplane used the full length of the runway and again had trouble taking off According to his lawyer the mechanic brought the airplane into the hangar on the day of the accident for
58. n advanced to full power for 5 minutes before the throttle was rapidly advanced from idle to full power 6 times The engine performed normally throughout each of the tests without any hesitation stumbling or interruption of power however testing of the magnetos showed that the right magneto was inoperative Following the test run the right magneto was removed from the engine and examined The points of the magneto exhibited corrosion The corrosion was subsequently cleaned from the points and the magneto was then run ona test stand The magneto operated normally and further disassembly revealed no anomalies MEDICAL AND PATHOLOGICAL INFORMATION The pilot sustained serious injuries during the accident and subsequently succumbed to those injuries on August 28 2013 An autopsy and toxicological testing were not performed ADDITONAL INFORMATION The airframe manufacturer published an emergency procedure detailing the actions pilots should take following a loss of engine power immediately after lift off After eliminating the possibility of fuel exhaustion the procedure advised the pilot 2 Auxiliary Fuel Pump LOW If a Failed Engine Driven Fuel Pump is Suspected Indicated by zero fuel flow 3 Auxiliary Fuel Pump HI A warning was noted below that stated The only reason for the high HI boost position is to supply fuel for priming prior to starting and to supply fuel to the engine if the engine driven fuel pump fails DO NOT USE TH
59. nd buckles for both the pilot and copilot restraints appeared intact and undamaged and first responders reported that the pilot and passenger were wearing both lap and shoulder restraints upon arriving at the accident scene The engine remained attached to the fuselage and 2 of the 3 propeller blades exhibited impact related damage One blade was bent aft about 45 degrees near the mid span point and the other blade was bent aft about 90 degrees near the mid span point None of the blades exhibited chordwise scratching or leading edge gouging The engine was separated from the airframe and shipped to the manufacturer for a test run The impact related damage was generally concentrated near the aft portion of the engine The induction system riser to the number one cylinder the induction system Y pipe and oil cooler along with several fuel system fittings were replaced to facilitate the test run During preparation for the test run a red clay dirt like substance was found at an impact damaged port of the fuel metering unit The fuel manifold valve screen located downstream of the fuel metering unit within the fuel system was examined and found to be absent of debris or contamination The engine was subsequently placed in a test cell and started normally on the first attempt without hesitation or stumbling The engine rpm was advanced in steps to 1 200 1 600 and 2 450 rpm for a period of 5 minutes per step to allow for warm up The throttle was the
60. nd speed of 130 to 170 knots About 6 miles east the target initiated a 60 second long descent to 800 feet agl Over the course of the next 24 seconds the target began a descending 180 degree left turn to 600 feet agl The tum radius was about 1 250 feet and the target reached a ground speed of about 210 knots 12 seconds after rolling out of the tum The target continued to descend with an accompanying reduction in airspeed before leveling off at 50 feet agl about 1 mile east of the accident site The last recorded target was at that same altitude and just east of the accident site At that time the target was travelling at a groundspeed of 100 knots PERSONNEL Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 31 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database A review of Federal Aviation Administration FAA airman records revealed that the 88 year old pilot held a private pilot certificate with ratings for airplane single engine land multiengine land instrument airplane and glider He held a third class medical certificate issued in June 2009 with the limitation that he must have glasses available for near vision Complete pilot flight records were not recovered A pilot flight logbook was
61. ned attached to the fuselage and was crushed rearward and folded along its length The outboard portion of the wing was bent upward and twisted rearward The right engine had separated from its nacelle and was located 105 feet west of the main wreckage The vertical stabilizer was torn and twisted The rudder was tom and separated from the vertical stabilizer but remained attached to the fuselage via the control cables The vertical stabilizer and elevator had separated from the empennage and were beneath the tail portion of the airplane Flight control continuity was established to all flight controls The flaps were set to 15 degrees The landing gear was in the retracted position Portions of acrylic glass from the forward wind screens were found east of the wreckage in an area not exposed to the post crash fire These portions of acrylic glass contained soot on the cabin side surface The cockpit gauges were impact and thermally damaged and did not convey reliable information Both fuel selector valves were examined and found in the OFF position The left propeller had separated from the propeller hub and was found near the right wing All three blades were relatively straight with one blade bent rearward near its mid span All three blades had soil and debris on the blade tips The right propeller remained attached to the propeller hub All three blades displayed leading edge polishing and damage near the blade tips The blades were labeled A B and C
62. new that he wasn t going to be able to make a landing at X51 He recalled that he and his girlfriend wondered why the balloon was so low over the tomato and avocado fields and estimated their altitude as approximately 10 feet agl The witness remembered that while the pilot was directing his ground crew to a suitable landing location they warned him about the power lines He remembers the pilot mentioning the power lines and that the pilot gave him landing instructions which were to deploy a line to the ground crew when the pilot commanded The male passenger stated that as they approached the power lines the pilot was trying to add power to the burners As they approached the power lines the pilot directed them to assume their respective landing positions The passenger indicated that the pilot was standing behind his girlfriend and that he was the only person on his side of the basket As the basket made contact with the power lines he recalled seeing a fire ball come from the wires The passenger Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com Page 6 National Transportation Safety Board Aircraft Accident Incident Database stated that other than looking down and seeing his girlfriend on fire he did not remember anythin
63. ng Eng Mk Mdl LYCOMING TIO 540 Fatal 2 Serlnj 0 Fit Conducted Under FAR 091 Opr Name 8815 PAPA LLC Opr dba Aircraft Fire GRD Narrative On June 15 2013 about 1828 central daylight time a Piper PA 24 260 airplane N8815P impacted trees and terrain during a go around from runway 22 at the Major Gilbert Field Airport 4R5 near La Pointe Wisconsin A post impact ground fire occurred The pilot and pilot rated passenger were fatally injured The airplane was destroyed during the impact and ground fire The airplane was registered to and was operated by 8815 Papa LLC under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight Day visual flight rules conditions VFR conditions prevailed for the flight which did not operate on a VFR flight plan The flight originated from the John F Kennedy Memorial Airport ASX near Ashland Wisconsin at time unknown The airplane was based at the La Crosse Municipal Airport LSE near La Crosse Wisconsin According to initial information from the Federal Aviation Administration FAA the airplane departed from LSE at 1102 An entry in an airport visitor s log at ASX showed that the pilot signed in on June 15 2013 at time unknown The entry showed that the flight was a recreational flight which departed from LSE with two occupants on board That entry did not have a destination listed Airport fueling records at ASX were reviewed and no fuel services were rendered to the pilot represent
64. nway 1 at D and was subsequently issued that clearance At 0722 the pilot requested to depart from runway 1 at D but was advised that there would be a 3 minute delay due to wake turbulence from a previously departed Boeing 737 The pilot then requested to waive the delay and was issued a takeoff clearance about 1 minute later In addition to a warning of wake turbulence the pilot was issued a departure heading of 040 degrees The airplane departed from runway 1 at 0724 turned northeast and continued to climb At 0725 at an altitude of 1 100 feet msl the pilot advised ATC eight delta romeo just lost our engine No further transmissions were received from the pilot and radar contact was lost about 30 seconds later at an altitude of 300 feet msl PERSONNEL INFORMATION The pilot age 68 held an airline transport pilot certificate with numerous ratings including airplane single engine land as well as a flight instructor certificate with numerous ratings including airplane single engine His most recent FAA second class medical certificate was issued on March 1 2012 with the limitation must have available glasses for near vision A review of the pilot s flight logs showed that he had accumulated 11 008 total hours of flight experience 1 110 hours of which were in the accident airplane make and model During the 90 days preceding the accident the pilot had accumulated 143 hours of flight experience 34 hours of which were in the accident a
65. o Creve Coeur airport The controller provided a clearance via the Cardinal VOR and was ultimately cleared to descend to and then below 2 200 feet The pilot acknowledged these clearances At 2037 the pilot was cleared to change to the advisory frequency for the Creve Coeur airport and acknowledged that transmission No other communications were recorded between air traffic control and the pilot A witness located on the northeast side of the lake reported that she heard the airplane fly overhead and stated that it sounded low The airplane approached her position from the east She stated that the airplane tumed to the south and then back to the east as it passed overhead She also remarked that the engine sounded like it was sputtering She thought that the pilot was attempting to land the airplane on the beach of Creve Coeur Lake She then saw the airplane impact the water and cartwheel before sinking First responders reported that the airplane was submerged in five feet of water and came to rest inverted PERSONNEL INFORMATION Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 26 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database The pilot age 78 held an airline transport pilot certificate wit
66. o and a half gallons of water The empennage was bent and twisted however the damage was incurred during the recovery of the airplane from the water Prior to recovery the empennage was unremarkable The flight control cables for the rudder and stabilator were continuous and correct from the respective flight control forward to the flight control yokes and rudder pedals in the cabin of the airplane No preimpact anomalies were found with the airframe MEDICAL AND PATHOLOGICAL INFORMATION The autopsy was performed by the Saint Louis County Health Office of the Medical Examiner on October 25 2012 The autopsy on the pilot concluded that the cause of death was anoxic brain injury due to drowning The FAA s Civil Aerospace Medical Institute Oklahoma City Oklahoma performed toxicological tests on specimens that were collected during the autopsy CAMI Reference 201200240001 Results were negative for all carbon monoxide cyanide and volatiles Testing of the blood and muscle revealed atropine Atropine is an acetylcholine muscarinic receptor antagonist often used in emergency resuscitation efforts TESTS AND RESEARCH The airplane was recovered to a secure facility near Wright City Missouri for further examination of the engine The upper and lower banks of sparkplugs were removed from all four cylinders The sparkplugs were wet with water and several were white in color consistent with a lean fuel situation The oil sump was drained revealing
67. oduct Copyright 1999 2012 Air Data Research Page 15 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt CEN12FA290 05 11 2012 1630 CDT Regis N9DM Chanute KS Acft Mk Mdl CESSNA 401 Acft SN 401 0123 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl TELEDYNE CONTINENTAL MOTORS AcftTT 2456 Fatal 4 Serlnj 1 Fit Conducted Under FAR 091 Opr Name PRIVATE INDIVIDUAL Opr dba Aircraft Fire GRD AW Cert STN Narrative HISTORY OF FLIGHT On May 11 2012 approximately 1630 central daylight time a Cessna 401 airplane N9DM collided with terrain near Chanute Kansas A post crash fire ensued The commercial pilot and three passengers were fatally injured One passenger was seriously injured The airplane was substantially damaged The airplane was registered to DRDJ Sales and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight Visual meteorological conditions prevailed for the flight which operated on an instrument flight rules plan The cross country flight departed the Richard Lloyd Jones Jr Airport RVS Tulsa Oklahoma approximately 1545 for the Council Bluffs Municipal Airport CBF Council Bluffs lowa The survivor of the accident provided a writ
68. onsistent with advanced cardiac life support and CPR but was declared dead approximately 1 hour 20 minutes after arrival to the hospital About 1700 ml of serosanguinous fluid was removed from his chest cavity during his resuscitation attempt On arrival his laboratory values indicated hyperglycemia high blood sugar 343 mg dl normal is 60 120 and an anion gap of 17 normal up to 16 with bicarbonate of 19 mmol normal range 22 28 mmol TESTS AND RESEARCH Airframe and Engines The airframe and engines were recovered from the accident site and examined at a remote storage location No anomalies were noted that would have precluded normal operation a complete examination report is contained within the public docket Recording Devices The airplane was equipped with both a Garmin GPSMap 296 and GPSMap 496 global position system GPS receiver Extraction of the recorded flight track data revealed that neither receiver had been tumed on during the accident flight and no track data was recorded The airplane was additionally equipped with two Electronics Intemational exhaust and cylinder head temperature monitors The units were sent to the NTSB Vehicle Recorder Division for data extraction Examination revealed that one unit had been configured with data recording disabled and as such no historical data was recovered The second unit was correctly configured however no valid data from the accident flight was found in the unit s memory A complet
69. ower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt WPR13LA274 06 16 2013 1140 PDT Regis N94086 Fresno CA Apt Fresno Yosemite International FAT Acft Mk Mdl CESSNA T210L Acft SN 21060502 Acft Dmg SUBSTANTIAL Rpt Status Prelim Prob Caus Pending Eng Mk Mdl CONT MOTOR TSIO 520 SER Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name SIMONIAN HAROLD J TRUSTEE Opr dba Aircraft Fire NONE Narrative On June 16 2013 about 1140 Pacific daylight time PDT a Cessna T210L N94086 landed gear up at Fresno Yosemite International Airport Fresno Califomia The owner pilot was operating the airplane under the provisions of 14 Code of Federal Regulations CFR Part 91 The private pilot and one passenger were not injured the airplane sustained substantial damage The local personal flight departed Fowler California Visual meteorological conditions prevailed and no flight plan had been filed The pilot reported that he was unable to fully retract the landing gear after takeoff He was unable to correct the situation and attempted to manually extend the landing gear That too was unsuccessful and he elected to land with the nose gear partially extended and the main gear retracted During the landing the airplane sustained substantial damage to the left wing left aileron left horizontal stabilizer and elevator The
70. pproached the power lines a downdraft of wind pushed the balloon onto the power lines The pilot stated that he normally flies the balloon with only one bumer in operation but had both burners on full power in an attempt to overcome the down draft The pilot further reported that just prior to impact with the wires he turned off the bumers Upon contact with the power lines there was a flash fire which caused serious injuries to the passengers The fuel system of the balloon was not involved in the fire The pilot did not report any preflight malfunctions that would have precluded normal operations According to a report provided by the ground crew everything looked normal until impact with the power line According to a passenger on the balloon she and her boyfriend met the balloon operator about 0600 From there the group moved from the rendezvous location to another location in northwest rural Miami Dade County that she was unfamiliar with The passenger stated that the pilot was studying weather patterns and that he requested that they both help the pilot assemble the balloon The passenger stated that the pilot s intended destination was X51 They took off about 0800 and the pilot was providing a tour and flying over local farms The passenger stated that since there was no wind the flight was unusually long and that she was getting bored The two passengers were starting to wonder why the balloon was low over the farm fields as the gondola basket
71. r Alaska The airplane was being operated as a visual flight rules VFR personal cross country flight under Title 14 CFR Part 91 when the accident occurred Marginal visual meteorological MVFR conditions prevailed in the area of the accident The private pilot the sole occupant was fatally injured No flight plan was filed and there is no record that a weather briefing was obtained The flight originated about 1450 from the Beluga Lake Seaplane Base Homer During a telephone conversation with the National Transportation Safety Board NTSB investigator in charge IIC on September 4 a family member said the pilot was to ferry camping gear from Homer to a remote lake southeast of Homer and then retum and pick up a passenger After taking off to ferry the camping gear the airplane did not return to Homer INJURIES TO PERSONS The solo pilot received fatal injuries DAMAGE TO AIRCRAFT The airplane received substantial damage to its fuselage and wings PERSONNEL INFORMATION The pilot age 66 held a private pilot certificate with ratings for airplane single engine land and airplane single engine sea He was issued a third class airman medical certificate with limitations to wear corrective lenses on February 15 2011 No personal flight records were discovered for the pilot and the aeronautical experience listed on page 3 of this report was obtained from a review of the airman s FAA records on file in the Airman and Medical Records Center
72. r on the engine The engine oil measured over 8 quarts on the engine oil dipstick and was consistent in texture and color with recently changed oil The propeller and engine were otherwise unremarkable The right wing included the right aileron right flap and right landing gear assembly The right flap was extended to the second notch The right aileron flight control cables remained attached and were continuous and correct from the right aileron inboard to both flight control yokes in the cabin The wing and wheel pant were otherwise unremarkable Two gallons of water were drained from the right wing fuel tank A thin film gt inch deep of a blue liquid consistent in smell and color with aviation fuel layered on top of the two gallons of water The left wing included the left aileron left flap and left landing gear assembly The left flap was extended to the second notch The left aileron flight control cables remained attached and were continuous and correct from the left aileron inboard to both flight control yokes in the cabin Approximately 90 inches of the outboard leading edge of the left wing was crushed down aft and twisted The inboard portion of the left wing was unremarkable The forward portion of the left landing gear wheel pant was broken Two and a half gallons of water were drained from the left wing fuel tank A thin film of a blue liquid inch deep consistent in smell and color with aviation fuel was layered on top of the tw
73. raft Accident Incident Database Accident Rpt ERA13LA197 04 07 2013 1540 EDT Regis N3060B Winston Salem NC Apt Smith Reynolds Airport INT Acft Mk Mdl PIPER PA 28 181 Acft SN 28 7990139 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl LYCOMING 0 360 AcftTT 6813 Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name TRIAD AIR INC Opr dba PIEDMONT FLIGHT TRAINING Aircraft Fire NONE Narrative On April 7 2013 about 1540 easter daylight time a Piper PA 28 181 N3060B operated by Piedmont Flight Training was substantially damaged when the right main landing gear collapsed during rollout at Smith Reynolds Airport INT Winston Salem North Carolina The private pilot and flight instructor were not injured The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91 Visual meteorological conditions prevailed and no flight plan was filed for the flight that departed Asheville Regional Airport AVL Asheville North Carolina about 1430 The private pilot reported that after an uneventful cross country flight the airplane was landing on runway 22 at INT The touchdown was normal however the right main landing gear collapsed during rollout and the airplane came to rest on the runway The operator reported that during the accident landing the airplane left approximately 850 feet of skid marks on the runway from the right main landing gear tire with no corresponding skid marks f
74. rch Page 14 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt WPR13CA231 05 15 2013 1515PDT Regis N911HE Carson City NV Apt Carson City CXP Acft Mk Mdl CESSNA 182P Acft SN 18261419 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl CONT MOTOR O 470 SERIES AcftTT 4309 Fatal 0 Serlnj 0 Fit Conducted Under FAR 091 Opr Name JAMES R NOWLIN Opr dba Aircraft Fire NONE Narrative The pilot was on a personal scenic tour flight the airplane was climbing southwest and approaching 9 000 feet mean sea level He planned to cross a mountain saddle between 400 and 500 feet above ground level The flight encountered a strong downdraft the airspeed dropped to about 80 mph and the airplane stopped climbing It then encountered another downdraft which resulted in the airplane descending The pilot attempted to arrest the descent by applying full engine power but was unsuccessful He maneuvered the airplane to avoid some trees before impacting the rising terrain The airplane sustained substantial damage to both wings and the tail section The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operations Printed June 22 2013 an airsafety com e pr
75. ries for heater Hobbs time or compliance with AD 81 09 09 Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 17 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database On January 6 2011 an annual inspection was accomplished and the heater was mistakenly identified as a Janitrol heater This entry listed the heater as inoperative A work order dated February 9 2011 described work performed on the heater Troubleshoot cabin heater Found that cause of no fuel to fuel pump was due to no electrical power to fuel safety valve Found stuck airflow switch cleaned and heater operated normally There was not a log book entry that retumed the heater to service In addition there was no evidence that a pressure decay test was accomplished The heater Hobbs was destroyed in the accident and the heater s hours could not be verified For insurance purposes the pilot was required to fly with a certificated flight instructor CF1 for at least 12 hours to obtain familiarization in the airplane make and model In a telephone interview with the CFI he recalled that during a flight on April 25 2012 the heater s overheat light illuminated shortly after they activated the heater The heater shut down and no smoke or fume
76. rom the left main landing gear tire An additional 435 feet of scrape marks continued beyond the 850 foot skid marks consistent with the collapse of the right main landing gear Examination of the airplane by a Federal Aviation Administration FAA inspector revealed substantial damage to the right wing The right main landing gear trunion was forwarded to the NTSB Materials Laboratory Washington DC for further examination The trunion attached to the wing via four bolts through an upper flange and four bolts through a lower flange Metallurgical examination revealed extensive wear fretting hole elongation and disturbed metal around the holes of the lower flange The wear was more pronounced at the two most outboard holes of the lower flange Additionally two bolt heads were recovered and exhibited white paint consistent with their preimpact location being from the lower flange The fracture surfaces of both bolt heads exhibited fatigue The bolt fatigue in conjunction with the excessive wear and damage at the lower flange attachment bolt holes was consistent with bolt looseness and wear over a period of time Review of NTSB Materials Laboratory records did not reveal any similar events within the past 10 years According to a representative from the airplane manufacturer he had seen similar events in the past and such wear usually involved airplanes used for student pilot training The airplanes would suffer an initiating hard landing that was no
77. rt KSTL St Louis Missouri located 7 nautical miles nm east of the accident site The elevation of the weather observation station was 618 feet mean sea level The routine aviation weather report METAR for KSTL issued at 2051 reported wind from 160 degrees at 8 knots visibility 10 miles sky condition broken 2 500 feet temperature 24 degrees Celsius C dew point temperature 16 degrees C and altimeter 29 89 inches According to the United States Naval Observatory Astronomical Applications Department Sun and Moon Data the sunset was recorded at 1810 and the end of civil twilight was 1837 The Moon rose at 1523 and set at 0320 on the following day The Moon was waxing gibbous with 76 of the Moon s visible disk illuminated A review of the carburetor icing probability chart located in the FAA s Special Airworthiness Information Bulletin CE 09 35 dated 6 30 2009 revealed that the airplane was operating in conditions favorable for the formation of serious icing at glide power WRECKAGE AND IMPACT INFORMATION The airplane came to rest inverted in Creve Coeur Lake in approximately 5 feet of water at an elevation of 470 feet The nose of the airplane was oriented on an approximate heading of south The main wreckage included the left and right wings empennage fuselage and engine and propeller assembly Rescue crews hooked on to the empennage of the airplane and pulled it towards shore in order to aid in recovery of the victims The d
78. rtificate with a single engine land rating The pilot s most recent FAA third class medical certificate was issued on June 30 2012 The pilot reported 1 200 total hours of flight experience with over 330 hours in the M20C The single engine airplane was powered by a Lycoming O 360 A1D serial number L 8683 36A 180 horsepower engine An annual inspection was completed on March 1 2012 at 3 984 total aircraft hours Total time since field overhaul was 622 hours At 1735 the weather observation at HTO included wind from 160 degrees at 10 knots 10 miles visibility and scattered clouds at 1 500 feet The temperature was 23 degrees C the dew point was 17 degrees C and the altimeter setting was 30 29 inches of mercury Review of the FAA carburetor icing probability chart showed that conditions at the time of the accident were conducive to light carburetor icing at cruise and glide power Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 23 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt CEN13FA351 06 15 2013 1828 CDT Regis N8815P La Pointe WI Apt Major Gilbert Field Airport 4R5 Acft Mk Mdl PIPER PA 24 260 Acft SN 24 4270 Acft Dmg DESTROYED Rpt Status Prelim Prob Caus Pendi
79. s The magnetos and vacuum pump were melted and deformed The propeller hub was attached to the engine and all three propeller blades exhibited ground tips consistent with contact with the runway Due to impact and fire damage the total fuel quantity on board the airplane at the time of the accident could not be confirmed Runway 22 was examined The surface of the runway about one tenth of a nautical mile from the start of its threshold exhibited witness slash marks consistent with contact with the propeller The path of the witness marks proceeded down the runway just left of centerline and the marks migrated to the right A white colored media transfer was also found on the runway The media transfer path approximated the path of the slash marks There were no trails of landing gear tire witness marks associated with the path of the slash marks and media transfer marks Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 25 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt CEN13FA030 10 24 2012 2040 CDT Regis N55620 Maryland Height MO Acft Mk Mdl PIPER PA 28 140 Acft SN 28 7325445 Acft Dmg SUBSTANTIAL Rpt Status Factual Prob Caus Pending Eng Mk Mdl LYCOMING 0 320 SERIES AcftTT
80. s were detected by the flight crew so they continued to their destination At the destination the CFI demonstrated to the pilot how to reset the circuit breaker He stated that they performed the retum flight without utilizing the heater Although they flew at least one additional flight on May 2 the CFI did not know any further information about the heater The pilot s father a retired airline pilot had flown with the pilot on May 6 in the accident airplane He did not recall any placard on the heater and the pilot had not mentioned any problems with the heater to his father Fire damage to the heater switch area prevented an evaluation of any placards Cessna s Model 401 Owner s Manual states that when the overheat warning light is illuminated the heater overheat switch has been actuated and the temperature of the air in the heater has exceeded 325 degrees Fahrenheit Once the heater switch is actuated the heater turns off and cannot be restarted until the overheat switch located in the right forward nose compartment has been reset Prior to having the overheat switch reset the heater should be thoroughly checked to determine the reason for the malfunction There is no record of work being accomplished on the accident airplane after the overheat light had illuminated Neither of the airplane s home airfield repair shops performed work on the accident airplane The fixed base operator did not recall seeing any personnel performing work on the airplan
81. separated aft of the cabin with the empennage still attached and intact The right wing sustained two semi circular shaped indentations along its leading edge One indentation was observed at the center wing section between the main cabin and the right engine the size of the indentation corresponded to the radial dimensions of the wood communications pole The left wing sustained crush damage along its entire leading edge The outboard wing had become folded aft the left engine remained attached to the firewall The engine and firewall had become separated from the spar and were located underneath the wing All four wing fuel tanks contained fuel up to their respective filler necks The tanks were not breached and no indication of fire was present The fuel selector valves for the left and right engine were set to the main tanks The master switch and all four magneto switches were set to the on position and both auxiliary fuel pump switches were in the off position The throttle propeller and mixture cables for both engines were in the full forward position Both the landing gear and the flaps appeared in the retracted position All sections of the airplane were accounted for at the accident site MEDICAL AND PATHOLOGICAL INFORMATION Autopsy and Toxicological Results An autopsy was conducted by the Merced County Sheriff s Office Coroner Division The cause of death was reported as the effect of blunt force trauma Additionally the autopsy found m
82. t The cause of death was the result of multiple blunt force and thermal injuries TESTS AND RESEARCH On April 12 2013 an NTSB Senior Materials Engineer examined the carburetor mixture control arm and cable section According to his report examination of the cable revealed that the cable had experienced clamping and sliding forces in the clamping area of the cable at some time during its service life and that the associated contact areas of the attachment hardware similarly displayed signatures consistent with sliding forces When measured the minimum diameter of Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 38 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database the cable was 0 001 inch less than the clamping space between the washer and the bolt shoulder on the control arm as found at the crash site Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 39 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database Accident Rpt ERA13LA269 06 0
83. t owner and a passenger were fatally injured and the pilot rated passenger a prospective buyer for the airplane was seriously injured 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 The purpose of the accident flight was a pre purchase demonstration of the accident airplane a Daher Socata TB10 Tobago The buyer said that he intended to examine and photograph the maintenance logbooks and the Airworthiness Directives log then fly the airplane around the airport traffic pattern with the owner If he was satisfied with the maintenance logs and the performance of the airplane he was going to order a pre purchase examination of the airplane from a maintenance facility that specialized in the Socata In a postaccident interview the buyer said he and his wife arrived at Brookhaven Airport and asked the owner for the maintenance logbooks to examine and photograph The owner pointed to a table where the logbooks were sitting but insisted that they fly the airplane first and examine them afterward The buyer then placed his camera tripod on the table next to the logbooks and walked with his wife and the owner to the airplane The buyer explained to the owner that he was unfamiliar with the Socata TB10 and asked the owner to perform the engine start and preflight checks Once the engine was started and the checks compl
84. t reported by the student pilot The damage could then propagate over time but it was difficult to tell if the initiating hard landing occurred months or years prior to the actual landing gear failure however it was also common practice for mechanics to check the bolts during annual and 100 hour inspections Specifically they usually checked for condition and security by verifying the proper exposed thread count and that the cotter pins were in place Review of the make and model airplane maintenance manual for 100 hour inspections revealed 16 Inspect gear struts and mounting bolts for condition and security The airplane s most recent annual inspection was completed on January 11 2013 At that time the airplane had accrued 6 762 total hours of operation The airplane accumulated an additional 51 hours of operation from the time of the most recent annual inspection until the accident According to an FAA inspector the operator did not employ mechanics but rather contracted mechanics when maintenance was required During interviews the two mechanics that performed the most recent annual inspection stated that the bolts were visually inspected and attempts were made to check retention and security of the hardware with tools however the nuts were in an area that was difficult to access with tools The recorded wind at INT at 1554 was from 200 degrees at 10 knots gusting to 17 knots and varying between 150 degrees and 230 degrees Printed
85. tart the airplane tug using the starter pull cord During the engine magneto check he became confused and audibly indicated that he was checking the right magnetos on the right engine when in actuality he checked the left magneto on the left engine During the initial engine run up the airplane crept forward and the pilot was unable to maintain enough pressure on the brake pedals to stop the movement He insisted that there was a deficiency with the brakes so they swapped seats The CFI subsequently applied brake pressure and was able to easily stop the airplane Additionally just prior to takeoff the pilot audibly called to turn on the auxiliary fuel pumps but inadvertently tumed on the landing lights For the remainder of the review the pilot s performance appeared to improve and was adequate according to the CFI They performed multiple takeoff and landings at two other airports and during the return flight the CFI simulated an engine failure by setting an engine to zero thrust He stated that the pilot handled the event in an adequate manner although not entirely to his liking He rated the pilot s overall flight skills as acceptable and commented that he was often stubborn and would have his own procedures which while technically correct did not meet the CFl s personal standards He stated that the pilot would often resist the CFI s advice for altering his techniques and procedures The CFI stated that the airplane performed in a smooth
86. ten statement of the accident She reported that when the pilot turned on the heater a terrible smell was detected The pilot told the passengers that the smell was normal for some heaters When the pilot turned the heater off dark black smoke began to enter the airplane which made it difficult to see In an attempt to extinguish the fire they poured water bottles in the vents which had not effect The pilot quickly descended During the emergency landing the pilot attempted to pull up but the wing tip hit the ground first The passenger thought the airplane rolled as it hit the ground Another passenger assisted her in egressing from the airplane but that survivor later succumbed to his injuries PERSONNEL INFORMATION The pilot age 23 held a commercial pilot certificate with airplane single engine land airplane multiengine land and instrument airplane ratings On June 28 2011 a first class medical certificate was issued with the restriction not valid for night flying or by color signal control At the time of the pilot s application for a medical certificate he reported accumulating 600 total hours with 50 logged in the preceding 6 months On June 27 2010 the pilot had applied for his commercial pilot certificate and on that application he reported 392 8 hour of total time The pilot s logbook was not located during the course of the investigation AIRCRAFT INFORMATION The multi engine airplane N9DM serial number 401 0123 was manu
87. ter completing his engine runup he departed runway 10 Once airborne the pilot retracted the landing gear and flaps and the engine rpm decreased from 2 750 rpm to 2 400 rpm The pilot verified the carburetor heat was off and the throttle propeller and mixture controls were full forward He declared an emergency with East Hampton Control Tower and turned left in an attempt to retum to a closed runway During the tum the engine became quiet and the airplane collided with trees Examination of the wreckage by a Federal Aviation Administration FAA Inspector revealed postcrash fire damage to both wing spars the right and left horizontal stabilizers and right and left elevators The cabin area had been entirely consumed by the postcrash fire Both wing spars were attached to the fuselage however the wing assemblies were located on top of a grassy noel Continuity of the flight controls was confirmed at the accident scene The position of the nose landing gear could not be confirmed as it had been obstructed by the engine and cockpit debris The main landing gear were in the retracted position The tail section of the airplane was separated from the fuselage Both horizontal stabilizers and elevators remained attached and were fire damaged The rudder assembly remained attached to the horizontal stabilizer Examination of the engine by an FAA Inspector and a representative of Lycoming Engines confirmed continuity of the crankshaft to the rear gears and to
88. the valve train Compression was observed at all four cylinders as the crankshaft was rotated The interiors of the cylinders were examined with a lighted borescope and no anomalies were noted The propeller blade marked A was bent aft about 5 degrees The propeller blade marked B exhibited scuffed paint near the propeller tip and was free to rotate in the hub The blade marked C was bent aft about 100 degrees about 18 inches outboard of the hub The blade tip was bent forward and about 1 5 inches of the tip was broken off and not observed The carburetor was partially disassembled for examination and the float bowl displayed signs of fire distortion The carburetor floats were destroyed by fire and the bowl parting surface gasket was partially bumed No fuel was observed in the carburetor The engine fuel system hoses were fire damaged The carburetor fuel inlet screen was fire damaged and no debris was observed within the screen The magnetos which were fire damaged remained attached to the engine and could not be operated The engine driven fuel pump also remained attached to the engine and was partially consumed in the fire A review of the oil system revealed that the oil filter media was charred but no debris was noted between the folds of the media The oil cooler was partially separated from the engine and was fire damaged Oil was observed in the engine According to Federal Aviation Administration FAA records the pilot held a private pilot ce
89. the buyer s inspection and then subsequently moved the airplane back outside for the owner and told the owner the airplane should not be flown He also briefed the buyer about the features of the new tach ometer at the request of the owner because the tachometer was inoperative The owner the buyer and his wife then left the hanger and the airplane was heard to start and taxi away The mechanic told his lawyer he never thought the owner would fly the airplane After the accident the FAA inspectors who responded to the maintenance facility recovered the buyer s camera tripod from the bed of the pilot owner s pickup Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 37 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database truck The buyer stated that he placed the tripod next to the maintenance logbooks on a work table in the hangar just prior to the accident flight METEOROLOGICAL INFORMATION The 1156 weather conditions reported at HWV at 81 feet elevation included clear skies visibility 10 miles temperature 23 degrees C dewpoint 14 degrees C and an altimeter setting of 29 97 inches of mercury The wind was from 140 degrees at 7 knots WRECKAGE INFORMATION The wreckage was examined at t
90. urther communications with the pilot In addition no distress calls were heard by ARTCC controllers or other pilots on either ARTCC frequency Printed June 22 2013 _amairsafely come product __________ Copyright 1999 2072 Air Data Research Page 16 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database WRECKAGE AND IMPACT INFORMATION The accident site was in a line of trees between a grass field and a corn field The debris path was aligned along a 277 degree magnetic heading The first impact point was a narrow ground scar consistent with a wing tip strike Near the impact point was a portion of the right wing tip About 88 feet down the wreckage path were two ground scars of varying lengths No other ground scars were found leading to the main wreckage The main wreckage came to reset in a tree line about 162 feet from the initial impact scar in the upright position facing east A post crash fire had consumed a majority of the fuselage All of the airframe s flight control surfaces were accounted for at the accident site The left wing remained attached to the fuselage However just outboard of the engine nacelle the wing was tom and fragmented The left engine separated from the nacelle and was located behind the left wing The right wing remai
91. verted on a heading of about 40 degrees magnetic The nose landing gear strut its fork and its tire and an outboard section of the right wing were found separated from the airplane All major components of the airplane were accounted for at the accident site An on scene examination of the wreckage was conducted The center portion of the fuselage was melted consumed and deformed consistent with a ground fire First responders cut control cables and marked them All flight control cables were traced and flight control continuity was established The throttle Printed June 22 2013 an airsafety com e product Copyright 1999 2012 Air Data Research Page 24 Prepared From Official Records of the NTSB By All Rights Reserved Air Data Research 9865 Tower View Helotes Texas 78023 210 695 2204 info airsafety com www airsafety com National Transportation Safety Board Aircraft Accident Incident Database propeller and mixture controls were found in their forward position The engine sump was melted Engine control cables were connected to their respective throttle and mixture controls on the fuel servo and the propeller control cable was attached to its governor The flap jackscrew measurement was consistent with a 10 degree flap extended setting The landing gear cable extension measurements were consistent with extended landing gear One landing gear tire was melted and the other two landing gear tires did not exhibit any abrasions or flat spot
92. was brushing the tops of trees as they flew by She stated that she was able to see the farm worker s faces waved to them and that she remembers a little dog barking The pilot stated that it was normal to fly low and that he did not want to land the balloon into a seeded field The female passenger recalled that the pilot was in radio communication with the ground crew and that they warned him of power lines in the balloon s path As the gondola approached the power lines she added that the gondola hit the lines on the side of the basket There was also a sound of desperation from the pilot asking for her boyfriend to throw the line out to the ground crew As the gondola impacted the power lines she remembers a big flash being electrocuted and then falling and losing control of all her limbs She stated that the only thing that she remembers after her electrocution was looking up and seeing her boyfriend who was on fire on his back side According to the male passenger he and his girlfriend helped the pilot assemble the balloon The passenger and his girlfriend received a safety briefing from the pilot that contained information that pertained to watching out for power lines and trees The passenger stated that the pilot s original destination was X51 As the flight progressed the winds were very light and the flight was getting boring due to the extended duration The witness added that about a mile and a half from the wire impact point the pilot k
93. wertrain and valvetrain to the accessory section Compression was confirmed on all but the number 1 cylinder due to impact damage to the exhaust pushrod and the valve rocker The single drive dual magneto was removed rotated by hand and produced spark at all terminal leads The engine driven fuel pump was removed actuated by hand and pumped fluid The carburetor was removed disassembled and revealed heat damage to the carburetor floats Further examination revealed no evidence of pre impact mechanical deficiency The carburetor mixture control cable was sectioned several inches from the carburetor end The sectioned cable and the carburetor mixture control arm were sent to the NTSB Materials Laboratory Washington DC for examination MEDICAL AND PATHOLOGICAL INFORMATION The FAA Bioaeronautical Sciences Research Laboratory Oklahoma City Oklahoma performed the toxicological testing for the pilot The following Tested for Drugs were detected Nicotine detected in blood and urine Nicotine is an alkaloid found in tobacco products and is used as an insecticide Cotanine detected in blood and urine Cotanine is a metabolite of nicotine A 12 percent concentration of carbon monoxide was detected in the pilot s blood Up to 13 percent concentration can be detected in the blood of heavy smokers The pilot was also exposed to significant post crash fire The Office of the Medical Examiner Suffolk County New York performed an autopsy on the pilo

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