National Transportation Safety Board - Aircraft Accident/Incident Database

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1 Accident Rpt# CEN16LA181 05/14/ CDT Regis# N1546Z West, TX Apt: N/a Acft Mk/Mdl AIR TRACTOR INC AT 502 Acft SN Acft Dmg: DESTROYED Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY PT6A-34AG Acft TT Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 137 Opr Name: GERIK AG LLC Opr dba: Aircraft Fire: GRD AW Cert: SPR 1. Maneuvering-low-alt flying - Low altitude operation/event HISTORY OF FLIGHT On May 14, 2016, at 1345 central daylight time, an Air Tractor AT-502 single-engine agricultural airplane, N1546Z, impacted terrain after striking cellular tower guy-wires near West, Texas. The commercial pilot, who was the sole occupant, sustained fatal injuries, and the airplane was destroyed. The airplane was registered to and operated by Gerik Ag LLC, Aquilla, Texas, as a 14 Code of Federal Regulations Part 137 aerial application flight. Visual meteorological conditions prevailed at the time of the accident and a flight plan was not filed. The local flight departed the Hillsboro Municipal Airport (INJ), Hillsboro, Texas, at According to local authorities, the operator, and a Federal Aviation Administration (FAA) inspector, while traveling north towards INJ after completing an aerial application operation, the airplane's right wing collided with two cellular tower guy-wires. The airplane impacted terrain and a post-impact fire consumed the airplane. Several witnesses reported they observed the airplane flying at a low altitude. Two witness reported seeing "something fall from the airplane" and "the plane looked like it dropped something." PERSONNEL INFORMATION The pilot, age 75, held a commercial pilot certificate with airplane single-engine land, multi-engine land, and instrument airplane ratings. The pilot's most recent FAA second-class medical certificate was issued on April 27, 2016, with the following limitations: Must wear corrective lenses and possess glasses for near and intermediate vision. According to the operator, the pilot had accumulated 17,640 flight hours, and 248 hours in the accident airplane make and model. AIRCRAFT INFORMATION The accident airplane was a 1992 Air Tractor AT-502, serial number The airplane was powered by a Pratt and Whitney PT6A-34AG turboprop engine, rated at 750 horsepower, and equipped for agricultural operations. The airplane was issued a restricted category special airworthiness certificate on June 15, According to the operator, the airplane underwent its most recent annual inspection on February 20, 2016, at a total airframe time of 10,515 hours. The engine had accumulated 22,712 total hours and 16,267 hours since overhaul. METEOROLOGICAL INFORMATION At 1335, the INJ automated weather observing system (AWOS), located about 15 miles north of the accident site, reported the wind from 360 degrees at 17 knots, gusting to 21 knots, visibility 10 miles, sky clear, temperature 20 C, dew point 13 C, and an altimeter setting of inches of mercury. WRECKAGE AND IMPACT INFORMATION The airplane wreckage was located about 650 feet northeast of the cellular tower in grass terrain. The main wreckage, which consisted of the fuselage, empennage, and wings displayed impact and thermal damage. The post-impact fire consumed the main wreckage and grass terrain to the southeast of the Page 1 Copyright 1999, 2016,

2 main wreckage. The wreckage distribution path was on a measured 50 degree heading. The initial ground impact mark was a shallow crater that contained the propeller hub with 2 blades and portions of the engine cowling. One propeller blade was separated and located about 30 feet to the northwest of the main wreckage. The cockpit was located about 45 feet from the initial ground impact mark. All major airplane components were located at the accident site. The fuselage displayed thermal and impact damage. The forward fuselage and cockpit was fragmented, and the instrument panel was destroyed by fire. The seat frame was intact and the seatbelt/shoulder harness webbing was consumed by fire. The seatbelt buckle and shoulder harness connectors were found not buckled together. The airplane was not equipped with an inflatable pilot restraint system. The right wing displayed thermal damage and the outboard two leading edge panels were separated. Portions of the right wing tip were located near the base of the cellular tower. The outboard end of the wing structure that remained with the main wreckage was bent aft about 60 degrees, consistent with an in-flight wire collision. The left wing displayed thermal and impact damage. The left aileron and flap remained partially attached the wing structure. The empennage displayed thermal and impact damage. All flight control surfaces remained partially attached to their respective stabilizers. Flight control continuity was partially established due to impact and thermal damage. Flap position could not be determined due to thermal and impact damage. The engine displayed thermal and impact damage. The exhaust case and stacks displayed forward to aft crush damage. The engine was separated near the "D" flange, which separated the inter-stage baffle from the engine. The inter-stage baffle showed circumferential rubs and heat discoloration, consistent with contact between the compressor and power turbines. The engine propeller flange remained bolted to the propeller hub and separated from the engine. Two propeller blades remained attached to the hub and one propeller blade was separated. The separated blade displayed chordwise scratches and leading edge damage. The blade tip was separated, and the blade was curled from leading to trailing edge. MEDICAL AND PATHOLOGICAL INFORMATION According to local authorities, the pilot was found about 60 feet from the main wreckage and outside of the fire consumed area. The pilot was not wearing a helmet at the time of the accident. An autopsy was performed on the pilot by the Southwestern Institute of Forensic Sciences at Dallas, Office of the Medical Examiner, Dallas, Texas. The listed cause of death was blunt force injuries. The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on the pilot. The tests were negative for all screened drugs and alcohol. ADDITIONAL INFORMATION SatLoc Global Positioning System (GPS) The accident airplane contained a SatLoc GPS unit that was recovered from the accident site and sent to the NTSB vehicle recorders laboratory for data extraction. Due to the thermal and impact damage, no data was available for the accident flight. Tower Information According to the cellular tower owner, the tower height was 246 feet above ground level (agl) and constructed in The tower was unpainted (metallic/steel color), and contained a medium intensity beacon and 3 side markers located at the top of the tower. Five guy wires supported tower on three sides. The current aviation sectional chart listed the tower at 255 feet in height agl and 892 feet in height mean sea level. FAA Guidance on Minimum Safe Altitudes Page 2 Copyright 1999, 2016,

3 14 CFR Part Minimum safe altitudes: General. Except when necessary for takeoff or landing, no person may operate an aircraft below the following altitudes: (a) Anywhere. An altitude allowing, if a power unit fails, an emergency landing without undue hazard to persons or property on the surface. (b) Over congested areas. Over any congested area of a city, town, or settlement, or over any open air assembly of persons, an altitude of 1,000 feet above the highest obstacle within a horizontal radius of 2,000 feet of the aircraft. (c) Over other than congested areas. An altitude of 500 feet above the surface, except over open water or sparsely populated areas. In those cases, the aircraft may not be operated closer than 500 feet to any person, vessel, vehicle, or structure. Page 3 Copyright 1999, 2016,

4 Incident Rpt# ENG17IA003 10/26/ PDT Regis# N855NW Seattle, WA Acft Mk/Mdl AIRBUS A Acft SN 0621 Acft Dmg: NONE Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl P&W PW4000 SER Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 121 Opr Name: DELTA AIR LINES INC Opr dba: Aircraft Fire: IFLT 1. Initial climb - Powerplant sys/comp malf/fail On October 26, 2016, at about 1550 Pacific daylight time (PDT), a Delta Air Lines Airbus A , N855NW, equipped with two Pratt & Whitney (P&W) PW4168A-1D turbofan engines experienced a No. 1 (left) engine fire during initial climb from Seattle-Tacoma International Airport (SEA) - Seattle, Washington. The crew declared an emergency, discharged both fire bottles, and returned to SEA for an uneventful single engine landing. The electronic centralized aircraft monitor (ECAM) system fire indication warning remained illuminated on the cockpit display after the fire bottles were discharged. Airport rescue and firefighting (ARFF) crews met the airplane on the runway and did not observe any fire or smoke coming from the engine or airplane. Water was sprayed on the landing gear as a precautionary measure. A visual examination of the No. 1 engine was conducted at SEA and the outboard side of the engine and thrust reverser cowl were thermally damaged and discolored. There were no reported injuries to the passengers or crew. The flight was a regularly scheduled flight from SEA to Hong Kong International Airport (HKG) - Chep Lap Kok, Hong Kong and was conducted under the provisions of Title 14 Code of Federal Regulations Part 121. Page 4 Copyright 1999, 2016,

5 Accident Rpt# CEN16LA098 01/08/ CST Regis# N779CC Fargo, ND Apt: Hector International Airport FAR Acft Mk/Mdl CESSNA 441 Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl HONEYWELL TPE N Acft TT 6226 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: NOTHERN MERIDIAN LLC Opr dba: Aircraft Fire: NONE 1. Landing-flare/touchdown - Hard landing 3. Landing-flare/touchdown - Hard landing On January 8, 2016, about 0900 central standard time, a Cessna 441, N779CC, sustained substantial damage during a hard landing at the Hector International Airport (FAR), Fargo, North Dakota. The airline transport rated pilot, the sole occupant, was not injured. The airplane was owned and operated by Northern Meridian LLC under the provisions of the 14 Code of Federal Regulations Part 91 as a positioning flight. Instrument meteorological conditions prevailed and an instrument flight rules flight plan was filed. The flight departed from the Detroit Lakes Airport (DTL), Detroit Lakes, Minnesota, about 0830 and was destined for FAR. The pilot reported that this was the first flight after a phase maintenance check and he was positioning the airplane to FAR which was about 40 nm from DTL. After departure, he climbed to 4,000 ft above mean sea level (msl) and engaged the autopilot in preparation for landing at FAR. He stated that he heard a "thumping" in the left rudder pedal and noted a 20-degree angle of bank to the left on the attitude indicator. He disengaged the autopilot, rolled wings level, and started to troubleshoot the problem. Then the left fuel pressure low light illuminated. Thinking it was an indication problem, he switched to the left AUX pump and then back to the main pump, and the light went out. The air traffic controller (ATC) cleared the flight to descend to 2,800 ft msl, but the pilot requested a climb to 5,000 ft msl to get out of icing conditions and "sort out the problems." During the climb, the pilot noticed a discontinuity message between the headings on the Avidyne Entegra flight displays. Once at 5,000 ft msl, the pilot engaged the autopilot and the airplane made a 180-degree turn to the right. The pilot disengaged the autopilot again and turned back towards FAR. The left fuel pressure low light and the left X-FER pump fail light illuminated. The pilot declared an emergency and ATC cleared the flight to descend to 2,800 ft msl and provided vectors for the ILS Runway 36 approach to FAR. The pilot stated that as the airplane was descending through 4,000 ft msl, the left engine started to surge. The pilot reported that the engine never failed during the flight, but he thought an engine failure was imminent. The pilot programmed his flight instruments for the approach and activated the vectors to final, but the discontinuity message light illuminated again. He flew through the localizer of the ILS Runway 36 approach, and he subsequently requested ATC to fly the RNAV (GPS) 32 approach instead. The pilot reported that about this time the airplane was picking up ice accumulation and he cycled the deice boots. The ATC controller vectored the airplane back to the southeast for the RNAV (GPS) 32 approach. The airplane intercepted the final approach course for the RNAV (GPS) 32 approach and was cleared by ATC for the approach. The airplane broke out of the clouds about ft above ground level (agl) at 120 kts and less than a mile from the runway, and the pilot lowered the landing gear. The pilot reported that before he started the flare, he closed the throttle, selected the last notch of flaps, and flared at 110 kts. He stated there was shaking and shuddering, but no stall warning horn, and then the "bottom fell out." The airplane landed hard and the left propeller blades struck the runway. While taxiing to the ramp, the pilot noted that it was necessary to forcefully kick in the right rudder pedal to turn right. The pilot conducted a post-accident examination of the airplane stated that there was about 1/2 to 1-inch of rime ice accumulated on the leading edge surfaces of both wings. Photographs of the airplane on the ramp after the accident indicated that there was ice accumulated on the leading edge surfaces of the horizontal stabilizer and vertical stabilizer as well. The examination of the airplane revealed there was substantial damage to the wing spar and damage to the left propeller blades from the propeller strike. The stall warning horn was tested on the ground and it operated. The pilot stated that he normally enters the flare at 95 kts between 5-10 ft agl, and he just holds the nose off, and the airplane typically floats onto the runway. The Cessna 441 Pilot Operating Handbook (POH) states that the stall speed for the airplane in the landing configuration at 9,360 lbs is 74 kts indicated airspeed. Page 5 Copyright 1999, 2016,

6 The Cessna 441 POH states that the following about the airplane's deice boot system: "The deice boot system consists of pneumatic air operated boots, an annunciator light to monitor system operation and necessary hardware to complete the system. The deice boots are attached to the leading edges of the wings and horizontal and vertical stabilizers. The boots expand and contract, using pressure and vacuum generated by engine bleed air. Normally, vacuum is applied to all of the boots to hold them against the leading edge surfaces. When a deice boot is cycle is initiated, the vacuum is removed and bleed air pressure is applied to inflate the boots. The change in contour will break ice accumulation on the leading edges. Ice formation aft of this area will then be removed by normal in-flight air forces. A normal boot inflation sequence is 6 seconds for empennage boots followed by 6 seconds for the wing boots. The system should be cycled when ice accumulates to between 1/4 to 1/2 inch. The deice boot are inflated each time that the deice boot switch is activated. The RESET position is used to stop the cycle, should it ever become necessary. A light on the annunciator panel, marked SURFACE DEICE, will illuminate when the tail boots become inflated to a pressure of 11 PSI or more, extinguishes momentarily and illuminates again when the wing boots inflate. If less than 11 PSI is available, the light will not illuminate, indicating that icing conditions should be avoided. Prior to flight in icing conditions, operation of the boots should be functionally checked on the ground or in flight with the OAT above -40 degrees Celsius." The Cessna 441 POH states that the following about the Surface Deice Boots Switch: "Surface Deice Boots Switch - ON when ice accumulates between 1/4 to 1/2 inch. Repeat as necessary. Do not actuate prematurely. Monitor the SURFACE DEICE annunciator to assure proper system operation." The POH added this NOTE: "Prestall buffet and stall speeds can increase when deice boots are actuated." At 0853, the surface weather observation at FAR was: wind 340 degrees at 19 kts, 5 miles visibility, mist, overcast at 700 ft, temperature -7 degrees C, dew point -9 degrees C, altimeter inches of mercury. Page 6 Copyright 1999, 2016,

7 Accident Rpt# ANC17FA004 10/28/ AKD Regis# N5308F Port Alsworth, AK Acft Mk/Mdl FAIRCHILD HELI-PORTER PILATUS PC6 Acft SN 2068 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl GARRETT AIREASEARCH TPE 331 Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: DAVID MCCRAE Opr dba: Aircraft Fire: NONE AW Cert: SPR 1. Enroute-cruise - Unknown or undetermined On October 28, 2016, about 1828 Alaska daylight time, a turbine-powered tailwheel-equipped Fairchild Pilatus Porter PC-6, N5308F, sustained substantial damage after impacting mountainous terrain about 57 miles north-northeast of Port Alsworth, Alaska, in the Neacola Mountains of Lake Clark National Park and Preserve. The airplane was being operated as a visual flight rules (VFR) cross-country personal flight under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. The commercial rated pilot, the sole occupant, sustained fatal injuries. Visual meteorological conditions prevailed at the departure and destination, with areas of reduced visibility and lower cloud ceilings along the route of flight. No flight plan had been filed. The flight departed Lake Hood Seaplane Base, Anchorage, Alaska, at 1711, destined for a private airstrip near Port Alsworth. During a phone conversation with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on October 31, a family member said that the purpose of the flight was a fuel delivery to a family homestead near Lake Clark, just as the pilot had done the previous day. According to friends and family, the pilot was very familiar with the routes through the mountains to Lake Clark, and he had the airplane outfitted with an internal 250-gallon fuel tank. Typically, the pilot would fly through the Lake Clark Pass unless the weather was low, in which case he would take the northern Merrill Pass route. According to a family member in Port Alsworth, the pilot requested the weather conditions at Lake Clark prior to departure, which were reported as windy with a high overcast cloud layer and "no blue sky". A preliminary review of Federal Aviation Administration (FAA) radar data revealed that after departure the airplane turned west after reaching the northwest side of Cook Inlet and prior to reaching the Lake Clark Pass entry. According to a text message provided by a friend of the pilot, the pilot communicated that the pass "looks fuzzy" and "on my way, holes out west" while flying en route prior to crossing the mountains. The airplane then climbed up to an altitude of about 14,600 feet on the east side of the mountains, and descended westward down to 7,700 feet near the accident site. The last radar return at 1827 indicates a ground speed of 119 knots, a rate of descent of about 833 feet per minute and a heading of about 340 degrees. The airplane was outfitted with an Artex Emergency Locator Transmitter model ME406, which is designed to transmit an encoded 406 megahertz (MHz) signal for 24 hours to overhead Cospas-Sarsat satellites every 50 seconds, and a continuous swept Very High Frequency (VHF) homing signal on MHz for 50 hours. According to Air Force Rescue Coordination Center (RCC), an Emergency Locator Transmitter (ELT) signal was received about 1831 with partial position information from an ELT that was registered to N5308F. A more accurate position was obtained by the RCC about About 2252, the RCC coordinated a search of the area by helicopter; however, low visibility and darkness prevented search area access. The FAA issued an alert notice at The RCC coordinated daily search flights with an HH-60 helicopter and HC-130 airplane from October 29 through November 3. The 406 MHz signal stopped transmitting late on October 30. Low ceilings and visibility prevented a search of the immediate ELT area for 5 days. On November 4, the Civil Air Patrol joined the search due to a forecast for improved weather. The ELT MHz VHF signal was still transmitting a continuous signal and was used by the search crews to locate the wreckage on the morning of November 3. The pilot's remains were recovered from the scene by RCC rescue personnel. The remote accident site consists of steep, mountainous, snow-covered terrain oriented north and south within the Alaska Range with a peak of about 8,336 feet in the near vicinity. The wreckage is located about 6 miles south of Merrill Pass west and 14 miles northeast of Lake Telaquana within the Lake Clark National Park and Preserve. The airplane wreckage is located about 6,500 feet on the south side of a ridge line, heading north. Search crews reported substantial damage to the forward portion of the fuselage and nose. At 1755, an aviation routine weather report (METAR) from Sparrevohn LRRS Airport (the closest weather reporting facility) reported, in part: wind 140 degrees at 20 knots, gusts to 41 knots; visibility 10 statute miles; sky condition, overcast at 8,500 feet; temperature 48 degrees F, dew point 34 degrees F; altimeter Page 7 Copyright 1999, 2016,

8 29.57 inhg. The Federal Aviation Administration (FAA) Aviation Weather Camera images on October 28 from Lake Clark Pass East show weather diminishing at about 1547 ADT to below 1 statue mile, and images from Merrill Pass High and Low Weather Cameras indicating diminishing visibility at 1624 to at or below 1 statute mile visibility in snow with mountains obscured. Official sunset for October 28, 2016, was 1815 with civil twilight ending at 1901 ADT. A detailed wreckage and engine examination is pending. The airplane was equipped with a Aireasearch Garrett Honeywell TPE 331 turbine engine. A Garmin 496 GPS was recovered from the scene and sent to the NTSB Vehicle Recorder Laboratory in Washington, D.C., for download. Page 8 Copyright 1999, 2016,

9 Accident Rpt# CEN17LA033 10/29/ CDT Regis# N25YR Dallas, TX Apt: Dallas Executive RBD Acft Mk/Mdl NORTH AMERICAN TB 25N Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: AMERICAN AIRPOWER HERITAGE FLY Opr dba: Aircraft Fire: NONE MUSEU AW Cert: SPL 1. Maneuvering - Part(s) separation from AC On October 29, 2016, about 1730 central daylight time, a North American TB-25N airplane, was damaged when the left inboard landing gear door separated in flight. The airline transport rated pilot, airline transport rated co-pilot, and seven passengers were not injured. The airplane sustained substantial damage. The airplane was registered to and operated by American Airpower Heritage Fly Museum, Dallas, Texas, under the provisions of 14 Code of Federal Regulations Part 91 as an airshow flight. The local flight departed from the Dallas Executive Airport (RBD), Dallas, Texas, about 1500 and landed at RBD about According to the responding Federal Aviation Administration (FAA) inspector, the left inboard landing gear door separated from its attachment point while in flight and impacted the nacelle and then the left horizontal stabilizer and elevator. The landing gear door was found in a field about 1.5 miles from RBD. The airplane has been retained for further examination. Page 9 Copyright 1999, 2016,