National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# WPR17LA014 10/28/ PDT Regis# N369BD Starbuck, WA Apt: Little Goose Lock And Dam 16W Acft Mk/Mdl AEROSPATIALE AS350-BA Acft SN 1675 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl HONEYWELL LTS101700D2 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 137 Opr Name: LEADING EDGE AVIATION LLC AW Cert: STN 1. Maneuvering-low-alt flying - Loss of engine power (total) On October 28, 2016, about 1240 Pacific daylight time (PDT), a Eurocopter S.N.I.A.S. AS350B, N369BD, during an agricultural application flight the helicopter lost engine power and during the autorotation landed hard near Starbuck, Washington. The helicopter was registered to a private individual and operated by Leading Edge Aviation LLC under the provisions of 14 Code of Federal Regulations (CFR) Part 137. The commercial pilot was not injured. The helicopter sustained substantial damage during the accident sequence. The agricultural application flight departed at 1137 from a location near the accident site. Visual meteorological conditions prevailed and no flight plan had been filed. The pilot reported that during the agricultural application flight as he was making his 6th pass, on the 5th application load, and traveling upslope from the west to the east, the fuel pressure warning light illuminated. The pilot scanned the instruments and noticed the fuel pressure was low, and the fuel quantity was indicating between 40-50%. About 3-4 seconds later the engine started to lose power. The pilot entered an autorotation and set up for a landing in the flattest area he could find in the canyon. During the approach the pilot extended the landing to make it to a more suitable site, which resulted in the loss of rotor RPM, and a subsequent hard landing. The helicopter sustained substantial damage to the tailboom and to the main rotor assembly. During the recovery it was noted that the helicopter fuel tank was intact, undamaged and void of fuel, but the fuel quantity gauge still indicated 42% fuel remaining, which converts to 60-gallons. The helicopter was recovered from the accident site for further examination. Page 1 Copyright 1999, 2016,

2 Accident Rpt# CEN17LA029 10/30/ EDT Regis# N411HA Jeffersonville, IN Apt: Clark Regional Airport JVY Acft Mk/Mdl BEECH 100 Acft SN B-21 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl P&W CANADA PT6A-28 Acft TT Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: HONAKER AVIATION AW Cert: STN 1. Takeoff - Runway excursion On October 30, 2016, about 1235 eastern daylight time, a Beech 100, N411HA, sustained substantial damage during takeoff when it went off the departure end of runway 18 (5,500 ft by 100 ft, asphalt) at the Clark Regional Airport (JVY), Jeffersonville, Indiana. The pilot, copilot, and 8 passengers were not injured. The airplane was registered to RC AIR LLC and operated by Honaker Aviation under the provisions of the 14 Code of Federal Regulations as a Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and the flight was on an instrument flight rules flight plan. The flight was departing JVY and was en route to the McKinnon St. Simons Island Airport (SSI), Brunswick, Georgia. The pilot reported that the airplane's flight controls and engines were operating normally during the pre-takeoff check, and the elevator pitch trim was positioned in the "green" range. He stated that the airplane did not accelerate as quickly as he expected during takeoff roll. He pulled back on the control yoke to lift the airplane off the runway, but the stall warning vane sounded. The airplane was already near the end of the runway when the pilot attempted to abort the takeoff and the airplane went off the end of the runway. The pilot stated that he didn't get "on" the brakes or put the propellers into reverse pitch. The pilot veered the airplane to the right to avoid an instrument lighting system (ILS) structure. The left wing hit the ILS structure, and the left main gear and nose gear collapsed with both propellers contacting the ground. The airplane skidded back to the left before stopping. Once the airplane stopped, the pilot opened the cabin door and assisted the passengers in evacuating the airplane. There was no post-crash fire. At 1153, the surface weather observation at the Bowman Field Airport (LOU), Louisville, Kentucky, located about 9 nm southeast of JVY, was: wind 210 degrees at 8 kts; visibility 10 miles; sky clear; temperature 23 degrees C; dew point 14 degrees C; altimeter inches of mercury. Page 2 Copyright 1999, 2016,

3 Accident Rpt# GAA16CA475 09/10/ EDT Regis# N369CD Apopka, FL Apt: Orlando Apopka X04 Acft Mk/Mdl BEECH 200-UNDESIGNAT Acft SN BB110 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY PT6A-41 Acft TT Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: DAVID M. WISHNESKI Aircraft Fire: GRD AW Cert: STN 2. Landing-aborted after touchdown - Loss of control on ground The pilot of a multi-engine turboprop airplane reported that during the landing flare he encountered a crosswind gust, which pushed the airplane to the right of the runway centerline. The pilot further reported that he applied power to abort the landing, but the airplane touched down in the grass to the right of the runway. After the wheels touched down in the grass, he reported that the power added "caught up with the aircraft," but the airplane was rolling toward trees and hangars. Subsequently, the pilot pulled the power to idle, but the right wing impacted a tree and the right main landing gear and nose wheel collapsed. A post-crash fire ensued after the collision and the right wing sustained substantial damage. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. There was no record of the observed weather at the airport during the accident. An automated weather observing system about 14 nautical miles from the accident airport, near the time of the accident, recorded the wind variable at 5 knots. Page 3 Copyright 1999, 2016,

4 Accident Rpt# CEN16WA395 08/12/ UTC Regis# Sayaxch, GT Acft Mk/Mdl BELL 206-L3 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Opr Name: Fatal 0 Ser Inj 1 Aircraft Fire: UNK 1. Unknown - Unknown or undetermined On August 12, 2016, about 1500 universal coordinated time (UTC), a Guatemalan-registered Bell 206-L3 helicopter, TG-CHB, crashed near Sayaxche, Guatemala. The pilot was seriously injured, one passenger received minor injuries, and two passengers were uninjured injured. The investigation is under the jurisdiction of the Government of Guatemala. Further information may be obtained from: Direcci n General de Aeron utica Civil (DGAC) Aeropuerto Internacional "La Aurora" Zona 13 Guatemala, C.A Phone: + (502) accidentesdgacgua@gmail.com Page 4 Copyright 1999, 2016,

5 Accident Rpt# CEN16CA393 09/29/ CDT Regis# N903SH Fargo, ND Apt: Sanford Health ND48 Acft Mk/Mdl BELL 230-NO SERIES Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ALLISON 250-C30 SER Acft TT 9012 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: SANFORD HEALTH SANFORD AIRMED AW Cert: STN 1. Landing - Collision during takeoff/land The pilot reported that he performed his approach into the wind. On short final he could feel periodic gusts of wind. The pilot executed the standard approach to the helipad and the helicopter encountered another gust that picked the helicopter's nose up as it was moving over the pad. He maneuvered the helicopter to center it over the pad when he heard a sound like "metal on metal as if the tail rotor had hit something a couple times." The pilot felt no initial feedback in the controls, he felt the helicopter yaw to the left, and the helicopter continued to yaw to the left with his full application of right pedal. He lowered the collective and rolled off the throttle to enter a hovering autorotation and attempted to land it as level as possible. The helicopter landed hard. The operator reported substantial ground damage occurred to the tail rotor gearbox and tail rotor blades and a review of images revealed damage to the tailboom. A nearby fence and light were reported to be damaged. The operator's accident report indicated that there were no mechanical malfunctions with the helicopter. Page 5 Copyright 1999, 2016,

6 Accident Rpt# ERA17LA032 11/01/ EDT Regis# N139RD Cameron, NC Apt: N/a Acft Mk/Mdl BELL OH 58C-NO SERIES Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 137 Opr Name: HELICOPTER APPLICATORS INC AW Cert: SPR 1. Initial climb - Sys/Comp malf/fail (non-power) On November 1, 2016, about 1130 eastern daylight time, a Bell OH-58C, N139RD, operated by Helicopter Applicators Inc., was substantially damaged following a tailboom separation during the initial climb after takeoff in Cameron, North Carolina. The commercial pilot incurred minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the planned local aerial application flight. The helicopter was operated under the provisions of 14 Code of Federal Regulations Part 137. According to the pilot, he stated he flew earlier in the day at a different field, spraying a herbicide and made approximately 12 landings on a truck to refill the herbicide spray. He subsequently flew to a different field and sprayed one load of herbicide, landed and waited for the loading crew to arrive at the new field. Once the loading crew arrived and loaded the helicopter with 80 gallons (720 pounds) of herbicide, he took off and climbed to about 50 feet. Approximately 200 yards away, he heard a loud bang and the helicopter fell to the ground. According to a witness, the tailboom moved to the left and then went straight-up into the main rotor system. He further stated that the helicopter then fell straight down to the ground and he ran over to help the pilot out of the helicopter. He added that it looked like the tailboom became loose at the main frame attachment points. Examination of the wreckage by a Federal Aviation Administration inspector revealed that the tailboom separated and made contact with the main rotor blades. The helicopter was retained for further investigation. Page 6 Copyright 1999, 2016,

7 Accident Rpt# ERA17LA014 10/13/ EDT Regis# N518AR Pawtucket, RI Apt: North Central State SFZ Acft Mk/Mdl CESSNA 525-B Acft SN 525B0412 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl WILLIAMS FJ44-3A Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: A R WINGS LLC AW Cert: STN 1. Landing - Runway excursion On October 13, 2016, about 1030 eastern daylight time, a Cessna 525B, N518AR, was substantially damaged during a runway excursion at North Central State Airport (SFZ), Pawtucket, Rhode Island. The commercial pilot, an airline transport pilot, and four passengers were not injured. The flight departed from Allegheny County Airport (AGC), Pittsburgh, Pennsylvania. Instrument meteorological conditions prevailed for the business flight conducted under 14 Code of Federal Regulations Part 91. During a conversation with a Federal Aviation Administration (FAA) inspector, the flight crew reported that the weather was below approach minimums, but they elected to continue the approach and descended below the clouds about 800 to 850 feet mean sea level. They stated the airplane was at an airspeed about 130 to 135 knots on the final approach leg to runway 05. Witness interviews and airport surveillance video revealed that the airplane touched down about midfield on runway 05, a 5,000-foot long, asphalt runway. About 2,000 feet of intermittent skid marks were observed until the airplane exited the end of the runway. After exiting the runway, the airplane impacted the localizer antenna, located about 300 feet from the end of the runway. The airplane's wings and fuselage sustained substantial damage to the right wing tip, left wing leading edge, and nose gear. The eight seat, low wing, retractable tricycle landing gear-equipped airplane, was manufactured in It was powered by two Williams FJ44 engines, each capable of producing 3,000 pounds of thrust. Initial examination of the airplane by an FAA inspector did not reveal any abnormalities to the brake system. Weather reported at SFZ about the time of the accident included; sky conditions 200 feet overcast, 3 statute miles of visibility with mist and wind calm. Page 7 Copyright 1999, 2016,

8 Accident Rpt# GAA16CA182 04/08/ CDT Regis# N298SD Weatherford, TX Apt: Staggs TE93 Acft Mk/Mdl HUGHES 369-A Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROLLS-ROYCE CORPORATION 250-C10B Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 091 Opr Name: JERRY A STAGGS Page 8 Copyright 1999, 2016,

9 Accident Rpt# GAA16LA182 04/08/ CDT Regis# N298SD Weatherford, TX Apt: Staggs TE93 Acft Mk/Mdl HUGHES 369-A Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROLLS-ROYCE CORPORATION 250-C10B Acft TT 4195 Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 091 Opr Name: JERRY A. STAGGS 1. Takeoff - Flight control sys malf/fail 3. Takeoff - Flight control sys malf/fail On April 8, 2016, about 0930 central daylight time, a MD Helicopters (formerly Hughes) 369A helicopter, N298SD, collided with a building and trees during takeoff at the Staggs Heliport (TE93), Weatherford, Texas. The commercial pilot/airframe and power plant mechanic sustained serious injuries, and the helicopter sustained substantial damage. The helicopter was registered to, and operated by the pilot as a day, visual flight rules (VFR) flight under the provisions of 14 Code of Federal Regulations Part 91 as a maintenance check flight. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated from the Staggs Heliport (TE93), about The pilot/mechanic submitted a written statement to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on April 30, and stated that during a battery installation on the helicopter, he "locked" the left side anti-torque (tail rotor) pedals in the cockpit to keep them out of the way during the battery installation and forgot to "unlock" them. While conducting a powered maintenance check after an engine installation on the ground, he stated that he was checking the governor and had his seat restraint system on in the right seat for when he "goes to the top end." He stated that he "pulled collective to check at a hover" and the helicopter departed the ground, spun several times, traveled about 40 feet, and collided with a building and trees. The pilot/mechanic sustained serious injuries from the accident sequence. The pilot/mechanic further stated that this was a maintenance error. The helicopter sustained substantial damage to the main rotor system, the fuselage, the tailboom, and the tail rotor system. The pilot/mechanic verified that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. AIRCRAFT INFORMATION The accident helicopter was originally manufactured as an OH-6A for the US Army. After the completion of service with the US Army, the helicopter was issued a standard airworthiness certificate by the Federal Aviation Administration (FAA). WRECKAGE AND IMPACT INFORMATION The photographs of the wreckage supplied by the FAA aviation safety inspector (ASI) showed that the helicopter came to rest with its left side against a small group of trees in close proximity to a residential building and both of the skids had collapsed. Three of the four main rotor blades exhibited several bends at various locations through the length of the blades due to impacting the trees and building while one main rotor blade separated at the blade root. The bottom of the fuselage exhibited crushing consistent with a downward impact with terrain and the tailboom was bent at about the midpoint between the tail rotor and the fuselage. The tailboom was also crushed inward on the left side, just forward of the tail rotor system. The lower vertical fin displayed impact damage on the lower left side. Inside the cockpit, the anti-torque pedals on the right side were observed with the left anti-torque pedal positioned in place with an adjustment pin installed at the top of the pedal arm and the right anti-torque pedal was also positioned in place but did not have an adjustment pin installed at the top of the pedal arm. On the left side of the cockpit, the left anti-torque pedal was displaced from the pedal arm and lying against the center console with the adjustment pin missing and the right anti-torque pedal was positioned in place with an adjustment pin installed at the top of the pedal arm. The center section of the right side cockpit windshield was punctured during the accident sequence. On the right side of the cockpit, the FAA ASI reported that underneath the floor board was various mechanic tools. He further reported that it appears that this foreign object debris did not contribute to the accident. Page 9 Copyright 1999, 2016,

10 ADDITIONAL INFORMATION Preflight Checklist Excerpts from the US Army Operators Manual Helicopter Observation OH-6A TM (1976) for the preflight checklist are available in the public docket for this accident. Anti-Torque Control System Excerpts from the US Army Operators Manual Helicopter Observation OH-6A TM (1976) for the anti-torque control system are available in the public docket for this accident. MD Helicopters Service Letter SL369H-124R3 MD Helicopters has published Service Letter SL369H-124R3 (2004). This document describes the maintenance and operation requirements of surplus 369A (OH-6A) series helicopters and states in part: Failure to comply with established FAA regulations, airworthiness directives, mandatory retirement, overhaul life limits, and proper inspection and maintenance procedures may lead to loss of control of the helicopter and subsequent injury, death and/or property damage. Page 10 Copyright 1999, 2016,

11 Accident Rpt# CEN16LA058 12/07/ CST Regis# N607BP Angleton, TX Apt: N/a Acft Mk/Mdl MCDONNELL DOUGLAS HELICOPTER Acft SN RN036 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ALLISON 250-C47 Acft TT 3949 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: MILITARY MUSEUM OF TEXAS Aircraft Fire: GRD 1. Maneuvering-hover - Loss of control in flight On December 7, 2015, at 1230 central standard time, a McDonnell Douglas Helicopter 600N, N607BP, impacted terrain following a loss of control during landing near Angleton, Texas. The private pilot and passenger sustained minor injuries, and the helicopter sustained substantial damage. The helicopter was registered to and operated by the Military Museum of Texas, Houston, Texas, as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The helicopter departed a private helipad near Houston, Texas, at According to the pilot, after he arrived near the intended landing location, he conducted an area reconnaissance about 300 to 500 feet above ground level (agl), and noted the winds were calm. After the approach, the pilot was hovering about 15 feet agl, when the helicopter pitched nose down, and the pilot pulled aft on the cyclic to recover. The helicopter then rolled to the right, and the pilot applied left cyclic to recover. The pilot stated the helicopter seemed to right itself in a wobble when the helicopter "snap turned" to the right and entered a severe spin. The pilot then attempted to land the spinning helicopter. During the landing, the helicopter impacted terrain and rolled onto its left side. The helicopter engine was still operating after the pilot and passenger exited the helicopter. A small grass fire ignited near the engine exhaust and was extinguished with a fire extinguisher. A witness reported the helicopter performed a flyover of the area and a 360-degree turn to land. The helicopter flew over some trees about 150 feet agl, and the helicopter pitched forward in an extreme nose down attitude. The nose pitched back and the helicopter entered a spin. The helicopter then impacted terrain and rolled over. The 52-year old pilot held a private pilot certificate with a helicopter rating. The pilot reported he had accumulated 300 total flight hours and 210 flight hours in the make/model of the accident helicopter. He received some training in the helicopter from local pilots, but had not received any flight training from the manufacturer. The pilot's most recent flight review was completed on March 3, 2015, in a Robinson R44 helicopter. The helicopter was recovered to the Military Museum of Texas and was examined on December 9th, by representatives of MD Helicopters, under the supervision of the Federal Aviation Administration (FAA). The airframe exhibited crush damage to the left side, and the tail boom remained partially attached to the airframe. The main rotor blades were bent opposite the direction of rotation, the blade skins were warped and wrinkled, and the trailing edges were separated. Blade tip weights were missing from several blades. Main drive system continuity was established from the main transmission and rotor head, and through the NOTAR (no tail rotor) fan. The NOTAR fan blades exhibited rotation damage to the plastic blade body, the fan housing was deformed and exhibited rotational scoring consistent with blade tip contact. Flight control continuity was established to the cyclic, collective, and anti-torque control systems. The lateral cyclic bellcrank was fractured and retained for further examination. The anti-torque pedals torque tube was fractured and retained for further examination. Examination of the bellcrank and torque tube fracture surfaces revealed the fractures were consistent with overload failure. The Rolls-Royce 250-C47M engine was examined on December 29-30th, by a representative of Rolls-Royce, under the supervision of the FAA. The engine remained within the engine bay and attached to the airframe. The engine, engine bay, and lower aft fuselage section exhibited areas of scorching and blackening from a post-impact fire. The gas producer (N1) drive train was rotationally free and continuous from the starter generator pad to the compressor impeller during manual rotation. The power turbine (N2) drive train could not be manually rotated due to stage four turbine wheel damage which was consistent with the accident sequence. Visual examination of the compressor inlet guide vanes and impeller blades revealed no anomalies or evidence of foreign object damage. Visual examination of the stage four power turbine wheel through the exhaust collector support revealed it shifted radially off center of its normal operating position when visually compared to the tunnel housing. The blade shroud of the stage four wheel was absent. One blade was fractured about mid-span with the balance of the blades displaying impact damage. The exhaust collector support displayed two extruded openings on the right forward side consistent with the fractured stage four blades. The upper and lower magnetic chip detectors were removed and void of any material. Both the engine oil filter and Combined Engine Filter Assembly (CEFA) oil filter bypass buttons remained in their normal positions. Page 11 Copyright 1999, 2016,

12 Both the engine incident recorder (IR) and maintenance terminal data were extracted from the electronic control unit (ECU). No hard faults were recorded within the ECU IR prior to the initiation of the accident sequence. The initial triggering fault of a torque exceedance was recorded and was consistent with the rotor blades contacting the ground. The postaccident examinations of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operations. The helicopter was registered to the Military Museum of Texas on September 16, According to the operator, the most recent annual inspection was completed on April 11, 2015, at a total airframe time of 3,948.6 hours. The engine had accumulated 3,680 total hours. The airframe and engine logbooks were not available during the investigation. Page 12 Copyright 1999, 2016,

13 Accident Rpt# ERA16LA059 12/03/ EST Regis# N216PK Raeford, NC Apt: P K Airport 5W4 Acft Mk/Mdl PACIFIC AEROSPACE CORP LTD Acft SN 114 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY PT6A-34 Acft TT 4213 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: PARACLETE AVIATION LLC 3. Emergency descent - Landing area overshoot On December 3, 2015, about 1120 eastern standard time, a Pacific Aerospace 750XL, N216PK, registered to and operated by Paraclete Aviation LLC., was substantially damaged during a precautionary landing at P K Airpark (5W4), Raeford, North Carolina. The commercial pilot was not injured. The commercial skydiving 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 local flight, which departed 5W4 about The pilot reported that the airplane was at 13,000 feet mean sea level (msl) as he was preparing to release the skydivers. He then noticed that the torque gauge was in the red arc and indicated a torque of 70 psi when it should have indicated about 25 psi; the maximum allowed torque indication was 64.5 psi. The pilot notified the skydivers of the anomaly and told them to jump, which they did uneventfully. As the pilot was approaching 5W4 for a normal landing, the airplane was at 9,000 feet msl and the torque gauge indicated 80 psi while the engine was at idle. At that time he decided to perform a precautionary engine shutdown to prevent catastrophic engine failure. The pilot further stated that during the landing with no engine power, the airplane was fast and touched down about halfway down runway 4, a 3,402-foot-long asphalt runway. The pilot applied heavy braking, but the airplane traveled about 1,000 feet beyond the departure end of the runway, before coming to rest upright in a field with a collapsed left main landing gear. Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed substantial damage to both wings. The airplane was manufactured in 2005 and equipped with a Pratt and Whitney PT6A-34 turboprop engine. Subsequent examination of the engine by the FAA inspector and a representative from the engine manufacturer did not reveal any preimpact anomalies or evidence of overtorque. A "dead weight" test was then performed, to simulate pressure from the engine and test the torque indicating transducer and gauge. The test was performed satisfactorily and no anomalies were noted with the transducer or gauge. The operator subsequently performed a second examination of the engine due to a propeller strike during the precautionary landing. That examination also did not reveal any evidence of overtorque or anything that would have caused a faulty torque indication. The examinations did note that an automotive-type wiring bundle was used to wire the torque transducer to the airplane's electrical system. Although the results of the "dead weight" were satisfactory, the test may not have been able to detect an intermittent wiring anomaly. Additionally, the airplane manufacturer reported that the torque meter manufacturer upgraded the wiring about 4 years prior to the accident, from spade connectors to overlap connectors. Pope Army Airfield (POB), Fayetteville, North Carolina, was located about 12 miles northeast of the accident site. The recorded weather at POB, at 1118, included wind from 360 degrees at 10 knots, clear sky, and visibility 10 miles. Page 13 Copyright 1999, 2016,

14 Accident Rpt# GAA16CA477 09/09/ EDT Regis# N750SS Warrenton, VA Apt: Warrenton Air Park 7VG0 Acft Mk/Mdl PACIFIC AEROSPACE CORP LTD Acft SN 115 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY PT6A-34 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: D.C. SKYDIVING CENTER AW Cert: STN 3. Takeoff-rejected takeoff - Loss of control on ground The pilot reported that this was his third skydiving flight of the day and he performed a back taxi on the runway for takeoff. He further reported that as he rotated the airplane for takeoff, he heard a "steady" stall warning horn, the flight controls felt mushy, and the airplane would not climb. The pilot reported that he aborted the takeoff and applied max braking and reverse thrust, but the airplane overran the runway remaining. Subsequently, the landing gear collapsed and the airplane collided with a fence. The left and right wing sustained substantial damage. After the accident, the pilot reported that he observed the wing flaps in the fully retracted position. He reported that the flaps should have been set to 20 degrees for takeoff. The pilot reported that he forgot to set the flaps during the back taxi for takeoff because he was communicating with other airplanes near the airport. The pilot reported that he did not use a physical checklist, but he did run through a checklist mentally. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. Page 14 Copyright 1999, 2016,

15 Accident Rpt# CEN14LA476 09/03/ Regis# N747TH Cortez, CO Apt: Cortez Municipal Airport CEZ Acft Mk/Mdl PIPER PA P Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY PT6A-35 Acft TT 2900 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: PHILBURTO AVIATION, LTD 2. Landing - Aerodynamic stall/spin On September 3, 2014, about 1238 mountain daylight time, a Piper model PA P airplane, N747TH, was substantially damaged while landing at the Cortez Municipal Airport (CEZ), Cortez, Colorado. The commercial pilot and his flight instructor sustained minor injuries. The airplane was registered to and operated by Philburto Aviation, LTD, under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. Day visual meteorological conditions prevailed for the local instructional flight, which had departed shortly before the accident. The flight instructor reported that the purpose of the flight was to satisfy the pilot's annual insurance currency requirements in the accident airplane. The flight instructor stated that earlier in the morning they had completed several visual flight rules (VFR) flight maneuvers before deciding to conduct takeoff-and-landings at CEZ. The flight instructor reported that following several uneventful landings, they decided to perform a simulated loss of engine power following a takeoff from runway 21 (7,205 feet by 100 feet, asphalt) and return for a downwind landing on runway 3. During initial climb from runway 21, upon reaching 1,200 feet above ground level (agl), the flight instructor reduced engine power to flight idle and feathered the propeller. In response, the pilot reduced airplane pitch and entered a 45-degree bank left turn back toward the airport. The pilot maintained best-glide airspeed (90 knots) throughout the left turn and rolled wings-level when the airplane was aligned with runway 3. The flight instructor stated that, upon rolling wings level, the airplane appeared to be lower than he had expected as it glided toward the runway; however, he believed there was sufficient altitude remaining to safely land on the runway and told the pilot to continue without an increase in engine power. The flight instructor ultimately decided to abort the maneuver as the airplane crossed over the runway 3 threshold at 40 feet agl. He reported that despite the airplane having sufficient altitude remaining to land on the remaining runway, he thought it would be safer to abort the simulated engine failure and recover under powered-flight. He took control of the airplane, advanced the engine power lever to the full forward position, and increased airplane pitch to arrest the descent; however, he did not perceive an increase in thrust from the engine. Without an increase in engine thrust, the airplane's airspeed decreased rapidly and the airplane entered an aerodynamic stall about 30 feet above the runway. The airplane impacted the runway, about 500 feet from the approach threshold, before it slid off the runway into a grassy area. The flight instructor reported that the engine continued to operate after the accident, and that he secured it by pulling the condition lever to the full aft position. The main wing spar and fuselage were substantially damaged during the impact sequence. The flight instructor reported that he did not recall advancing the propeller control when he decided to abort the maneuver, and as such, the perceived lack of engine thrust was likely because the propeller remained feathered as he increased engine power. Additionally, the flight instructor reported that neither he or the pilot remember extending the landing gear following the simulated engine failure; however, both pilots recalled seeing the landing gear position lights illuminated during the maneuver. The flight instructor postulated that the airplane's landing gear had not been retracted after takeoff, which resulted in a reduced climb gradient due to the additional aerodynamic drag of the extended landing gear, and as such, the airplane entered the maneuver farther away from the airport than anticipated. Furthermore, with the landing gear extended, the airplane experienced a reduction in glide performance during the simulated forced landing. The flight instructor reported that the accident could have been prevented had he maintained a safe flying airspeed after he took control of the airplane. Additionally, the flight instructor believed that his delayed decision to abort the maneuver had resulted in an insufficient margin of safety. At 1253, the CEZ automated surface observing system (ASOS) reported: wind 220 degrees at 12 knots, visibility 10 miles, clear sky, temperature 29 degrees Celsius; dew point 1 degrees Celsius; and an altimeter setting of inches of mercury. Page 15 Copyright 1999, 2016,