National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# CEN11LA186 02/11/ CST Regis# N751EW Lago Vista, TX Apt: Rusty Allen Airport KRYW Acft Mk/Mdl GADBOIS EUGENE W APEX CROSS-5 Acft SN 1001 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl COMPACT RA MZ202 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: SMITH Aircraft Fire: NONE Acft Owner: SMITH On February 11, 2011, approximately 1630 central standard time, a Gadbois Apex Cross-5 Weight Shift Control, N751EW, was substantially damaged when it impacted terrain after departure from Rusty Allen Airport, Lago Vista, Texas. Visual meteorological conditions prevailed at the time of the accident. The personal flight was being conducted under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. The commercial pilot sustained minor injuries. The local flight was departing at the time of the accident. According to the Federal Aviation Administration inspector who traveled to the scene, the pilot reported a loss of engine and electrical power while turning from the cross-wind leg to the downwind leg. The fuselage of the aircraft was broken in several locations and the wing structure was bent. Page 1 Copyright 1999, 2010,

2 Accident Rpt# ERA10LA205 04/03/ EDT Regis# N84KM West Palm Beach, FL Apt: Palm Beach County Park Airport LNA Acft Mk/Mdl CUPAIOLE RV-6A Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl LYCOMING O-320 Acft TT 594 Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: MICAHEL CUPAIOLE Aircraft Fire: NONE Acft Owner: MICAHEL CUPAIOLE HISTORY OF FLIGHT On April 3, 2010, about 1215 eastern daylight time, an amateur-built Cupaiole RV-6A, N84KM, operated by a commercial pilot, was substantially damaged during impact with a lake, following a total loss of engine power while departing Palm Beach Country Park Airport (LNA), West Palm Beach, Florida. The certificated commercial pilot was killed. The personal 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 planned flight to Palm Beach County Glades Airport (PHK), Pahokee, Florida. The airplane was based at LNA. A Federal Aviation Administration (FAA) inspector and a detective from the Palm Beach County Sheriff's Office interviewed witnesses at LNA and the pilot's wife. According to a witness at LNA, prior to the flight, the pilot was "working on" the airplane and then planned to get fuel at PHK. Specifically, the pilot was adjusting the alternator and the witness helped him secure the lower engine cowling after the work on the alternator was completed. The pilot's wife reported that he usually purchased fuel at PHK as the fuel was less expensive at that airport. The airplane subsequently departed runway 9. Shortly after takeoff, witnesses heard the engine noise cease. The airplane then turned right and descended nose-down in to a lake, about 1/8 mile east of LNA. One of the witnesses, who had been a pilot for over 30 years, reported that the engine lost power, the airplane turned right back toward the airport and the airspeed decreased. The airplane then stalled and spun into a lake. PILOT INFORMATION The pilot, age 58, held a commercial pilot certificate, with ratings for airplane single-engine land, airplane multiengine land and instrument airplane. He also held a certified flight instructor certificate, with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. His most recent FAA second-class medical certificate was issued on March 8, At that time, the pilot reported a total flight experience of 3,500 hours. The pilot's wife reported that of the 3,500 hours of total flight experience, about 600 hours were in the accident airplane. Additionally, review of the pilot's logbook revealed a total flight experience of 3,475.7 hours. The pilot's most recent flight review was completed on March 9, The pilot had flown 10.4 hours and 5 hours during the 90 and 30-day period preceding the accident, respectively. Of the total hours, all were flown in the accident airplane, except for 2 hours completed in a different airplane used for the flight review on March 9, The pilot did not possess a repairman or airframe and powerplant certificate. AIRCRAFT INFORMATION The two-seat, low-wing, fixed tricycle gear airplane, serial number 60564, was issued an FAA experimental airworthiness certificate on February 17, It was powered by a Lycoming O-320, 160-horsepower engine, equipped with a three-blade propeller. The engine was manufactured in 1969 and had not returned to the factory. The pilot purchased the engine as a salvage core with no carburetor. According to the airplane logbook, its most recent annual condition inspection was completed by the pilot on January 1, At that time, the airplane had accumulated total hours according to the tachometer. The tachometer was part of a digital engine information system (EIS), and a postaccident reading could not be obtained. The engine maintenance and overhaul history could not be determined. METEOROLOGICAL INFORMATION The reported weather at Palm Beach International Airport (PBI), at 1153, was: wind from 120 degrees at 12 knots, gusting to 17 knots; visibility 10 miles; few clouds at 2,600 feet; scattered clouds at 25,000 feet; temperature 24 degrees Celsius (C); dew point 16 degrees C; altimeter inches of mercury. WRECKAGE INFORMATION The airplane was recovered to a hangar for examination. The FAA inspector noted that all major portions of the airplane were accounted for. Two propeller blades did not exhibit damage, while one propeller blade separated about mid-span. The airframe forward of the aft bulkhead was partially crushed. Both wings Page 2 Copyright 1999, 2010,

3 sustained impact damage and the main cabin structure was compromised. Both wings remained attached to the airplane and both exhibited compression damage to the forward spar. Both fuel tanks were compromised and filled with water. The inspector could not determine the quantity, if any, of fuel in the main fuel tanks prior to impact. The airplane was subsequently examined by NTSB personnel on July 1, The fuel selector was observed in the right tank position. The fuel placard indicated a capacity of 18 gallons per fuel tank. When the carburetor fuel drain plug was removed, rusty water drained from the carburetor, but no fuel drained. Some fuel was noted in the fuel line connecting the engine driven fuel pump to the carburetor. Fuel and water was also observed in the gascolator. Continuity was confirmed from the throttle and mixture levers in the cockpit, to the engine. Fuel system continuity was confirmed via compressed air, from the carburetor, to the wing roots. Both magnetos were removed for inspection and disassembled. The inspection did not reveal any preimpact mechanical malfunction and both magnetos produced electrical current when rotated. The oil filter was removed and oil was present with no visible contamination observed. The propeller was rotated freely by hand. Camshaft, crankshaft, and valve train continuity was confirmed to the rear accessory section. Thumb compression was attained on all cylinders. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot by the State of Florida District Fifteen Medical Examiner's Office, West Palm Beach, Florida, on April 4, The autopsy report noted the cause of death as "multiple blunt force injuries." Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. Review of the toxicology report revealed: " Cetirizine detected in Blood (ug/ml, ug/g) Tetrahydrocannabinol (Marihuana) detected in Lung (ug/ml, ug/g) Tetrahydrocannabinol (Marihuana) detected in Kidney (ug/ml, ug/g) Tetrahydrocannabinol (Marihuana) detected in Blood (ug/ml, ug/g) Tetrahydrocannabinol Carboxylic Acid (Marihuana) detected in Kidney (ug/ml, ug/g) Tetrahydrocannabinol Carboxylic Acid (Marihuana) detected in Lung (ug/ml, ug/g) Tetrahydrocannabinol Carboxylic Acid (Marihuana) detected in Blood." FAA toxicology staff noted that the blood tested at the FAA toxicology laboratory was noted as having been from "mixed sources." ADDITIONAL INFORMATION An EIS and electronic flight instrument system (EFIS) were recovered from the wreckage and forwarded to the NTSB Vehicle Recorders Division, Washington, DC. The EIS did not contain non-volatile memory and no data was recovered. The EFIS recorded some data in non-volatile memory; however, none of the data was pertinent to the accident flight. According to the FAA inspector, PHK did not retain fueling records and the accident airplane's most recent fueling could not be determined. Page 3 Copyright 1999, 2010,

4 Accident Rpt# ERA10LA119 01/14/ EST Regis# Palmetto, FL Apt: Manatee 48X Acft Mk/Mdl QUAD CITY CHALLENGER-II II Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROTAX 582 Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: RONALD F. TOZZI Aircraft Fire: GRD Acft Owner: RONALD F. TOZZI HISTORY OF FLIGHT On January 14, 2010, about 1430 eastern standard time, an unregistered, amateur-built experimental light sport aircraft, Quad City Challenger II, impacted the ground near Airport Manatee (48X), Palmetto, Florida. The student pilot was fatally injured and the airplane was substantially damaged by impact forces and a post crash fire. The flight was operated as a personal flight under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91, and no flight plan was filed. Visual meteorological conditions prevailed at the time of the accident. According to the owner of the unregistered airplane and several eyewitnesses, the pilot was contemplating purchasing the airplane and was going to taxi the airplane around the airport. The owner reported to the NTSB investigator in a phone interview that the accident pilot owned an airplane and they talked about trading airplanes. He heard the engine of the airplane "revving" and then observed the airplane "going in a circle." After the airplane went behind a row of trees he heard the engine surge followed by observing rising smoke from the area. One eyewitness heard the owner inform the pilot "not to go up because of the wind." A short time later, the witness heard the airplane's engine "rev up" and then saw the airplane climb out and turn in order to remain in the airport traffic pattern. He watched the airplane on the downwind leg make a turn as if toward the airport; however, the airplane appeared to have a "fairly steep bank." He then heard the engine "rev up" and then become quiet. Another eyewitness located south of the airport observed the airplane from behind and reported that the "wings were perpendicular to the ground," then the nose of the airplane "did a quick dive." The eyewitness lost sight of the airplane behind some trees, and then saw smoke. PERSONNEL INFORMATION A search of the Federal Aviation Administration (FAA) airman database revealed that the pilot held a student pilot certificate/third class medical issued in June No other certificates or ratings were located by the FAA. No logbooks or other flight records for the pilot were located; however, family members reported to the FAA that the pilot had been flying airplanes for several years. AIRCRAFT INFORMATION The experimental amateur-built Quad City Challenger II was a two-seat, high-wing, pusher configuration with a primary structure that consisted of fabric-covered metal tubing, fixed gear with floats airplane. It was assembled by the owner approximately 2 months prior to the accident. The engine was mounted above and aft of the cockpit. It was powered by a Rotax 582 engine and equipped with a three-bladed propeller. The airplane was unregistered and uncertificated at the time of the accident and no aircraft logbooks have been made available for review. METEOROLOGICAL CONDITIONS The 1453 surface weather observation at Albert Whitted Airport (SPG), St. Petersburg, Florida, located approximately 10 miles northwest of the accident location, included calm winds, visibility 10 miles, clear skies, temperature 19 degrees C, dew point 7 degrees C, and an altimeter setting of inches of mercury. WRECKAGE AND IMPACT INFORMATION According to the FAA inspector that arrived on scene, the airplane had sustained post-impact fire damage. The airplane was in a nose down attitude at the time of impact and was partially embedded into the ground. The accident location was approximately one-half mile south of the airport in a ditch near an open field. Flight control continuity was established; however, due to thermal damage was unable to be verified. MEDICAL AND PATHOLOGICAL INFORMATION The District Twelve Medical Examiner in Sarasota, Florida, performed an autopsy on the pilot. The autopsy report indicated the cause of death was ".blunt impact." Page 4 Copyright 1999, 2010,

5 The FAA's Civil Aerospace Medical Institute performed toxicology on specimens from the pilot. The report stated that ug/ml Norpropoxyphene was detected in the urine, ug/ml Norpropoxyphene was detected in the blood, ug/ml Propoxyphene was detected in the blood, and ug/ml Propoxyphene was detected in the urine. No carbonmonoxide, cyanide, or ethanol was detected. The autopsy report on the pilot noted hepatitis C infection, and the microscopic examination of the liver indicated "early bridging fibrosis and steatosis with fatty vacuoles occupying 15 % of the cross-sectional area. The portal tracts have mild chronic inflammatory cell infiltrates." The medical examiner's office noted that blood submitted for toxicology testing was "chest cavity" blood. Page 5 Copyright 1999, 2010,

6 Accident Rpt# CEN10LA041 11/07/ CST Regis# N651WA Bonham, TX Apt: Jones Field Airport F00 Acft Mk/Mdl WICKS AIR CENTER LLC HORNET Acft SN 0048 Acft Dmg: DESTROYED Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROTAX 582 Acft TT 126 Fatal 2 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: WILLIAM R PEARSON Aircraft Fire: GRD Acft Owner: WILLIAM R PEARSON HISTORY OF FLIGHT On November 7, 2009, at 0800 central standard time, a Wicks Air Center LLC, Hornet, N651WA, registered to and operated by the private pilot, collided with the ground near Bonham, Texas. The personal flight was operated under the provisions of 14 Code of Federal Regulations Part 91 with no flight plan filed. Instrument meteorological conditions prevailed. The pilot and passenger were fatally injured, and the airplane was destroyed. The flight departed Jones Field Airport (F00), Brenham, Texas, approximately Several witnesses reported that the airplane appeared to be flying less than 100 feet above ground level (AGL), when the airplane flew into fog or low hanging clouds. Less than a mile northeast of the F00 airport, the airplane made a left turn toward the airport when witnesses saw it "suddenly spiral nose down" into the ground. There was an immediate post-impact fire followed by an explosion. PERSONNEL INFORMATION The pilot, age 57, held a private pilot certificate for airplane, single-engine land; his third-class medical certificate was issued August 12, 2009, with no limitations. Federal Aviation Administration (FAA) records revealed that the pilot was not instrument rated. The pilot's logbook was not recovered for examination. Based on information from aircraft logbooks and FAA medical records, his total flight experience was estimated at 840 hours, with an estimated 70 hours of experience in the accident airplane. AIRCRAFT INFORMATION The single-engine, two-seat, high-wing, fixed-gear, amateur built, experimental light sport airplane, serial number 0048, was manufactured in It was powered by a Rotax 582UL 65-hp engine driving a Warp Drive ground-adjustable propeller. The airplane was not equipped for instrument flight. A review of maintenance logbook records showed a condition inspection was completed January 12, 2008, at an airframe total time of 56 hours. At the time of the accident the airplane had accumulated an estimated 126 hours. METEOROLOGICAL INFORMATION At 0753, the automated surface observing system (ASOS) at Collin County Regional Airport (TKI), McKinney, Texas, located approximately 27 miles west of the accident site, reported the wind from 190 degrees at 7 knots, visibility 2 statute miles, overcast clouds at 300 feet, temperature 14 degrees Celsius, dew point 14 degrees Celsius, and an altimeter setting of inches of Mercury. At 0755, the ASOS at Cox Field Airport (PRX), Paris, Texas, located approximately 36 miles east of the accident site, reported the wind from 170 degrees at 8 knots, visibility 3 statute miles, overcast clouds at 900 feet, temperature 16 degrees Celsius, dew point 14 degrees Celsius, and an altimeter setting of inches of Mercury. At 0803, the ASOS at Majors Airport (GVT), Greenville, Texas, located approximately 33 miles southeast of the accident site, reported the wind from 190 degrees at 10 knots, visibility 5 statute miles, overcast clouds at 700 feet, temperature 16 degrees Celsius, dew point 15 degrees Celsius, and an altimeter setting of inches of Mercury. Witnesses at the accident scene reported fog and clouds lower than 100 feet AGL. One witness describing the fog said "it was really foggy; we wondered how the pilot could see." Another witness said it was very foggy, but he "could see across the street." WRECKAGE AND IMPACT INFORMATION Page 6 Copyright 1999, 2010,

7 The wreckage was located in the back yard of a rural residence and approximately 150 feet from the house. Trees and power lines 100 feet east of the wreckage were not damaged. The upright fuselage was oriented along an approximate 235-degree magnetic bearing. Both wings had crushing damage on their leading edges and were partially separated and displaced aft. The wing struts, ailerons, elevators, rudder, and flaps remained attached to their respective mounting locations. Flight control continuity was partially confirmed except for the areas in the cockpit and fuselage area where thermal damage prevented that examination. The cockpit, forward section of the fuselage, the inboard sections of both wings, and both propeller blades were nearly consumed by the post-impact fire. The cooling hoses and radiator could not be inspected because of the post-impact thermal damage. The thermally damaged engine and propeller were separated from the airframe and found approximately 10 feet from the fuselage. A separated propeller drive cog belt was found adjacent to the left rear section of the tail. The separated cog belt was not thermally damaged. A visual inspection of pistons via the exhaust ports showed no physical scoring of the cylinder walls. No evidence of any prior, or existing, piston seizure was found. The cylinder heads were undamaged, other than burnt carbon and melted O-ring material from the cylinder head sealing rings. The spark plugs were still attached and the electrodes exhibited normal wear. The piston rings were all intact with no evidence of breakage or damage. The pistons and cylinders showed no signs of pre-impact engine overheat damage. The FAA inspector that responded to the scene found no pre-impact anomalies of the airplane or engine that would have precluded normal operations. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the pilot on November 8, 2009, by the Collin County Medical Examiner, McKinney, Texas, as authorized by the Precinct 1, Justice of the Peace, Fannin County, Texas. The autopsy findings listed the specific injuries. Forensic toxicology was performed on specimens from the pilot and the passenger by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The toxicology reports were negative for tested drugs. ADDITIONAL INFORMATION According to FAA-H A, "Instrument Flying Handbook," "An obscured horizon.. can provide inaccurate visual information, or false horizon, for aligning the aircraft correctly with the actual horizon. The disoriented pilot may place the aircraft in a dangerous attitude." "Flying into fog can create an illusion of pitching up. Pilots who do not recognize this illusion will often steepen the approach quite abruptly." According to FAA Advisory Circular 60-4A "Pilot's Spatial Disorientation," "Surface references and the natural horizon may at times become obscured, although visibility may be above visual flight rule minimums. Lack of natural horizon or surface reference is common on over-water flights, at night, and especially at night in extremely sparsely populated areas or in low visibility conditions. A sloping cloud formation, an obscured horizon, a dark scene spread with ground lights and stars, and certain geometric patterns of ground lights can provide inaccurate visual information for aligning the aircraft correctly with the actual horizon. The disoriented pilot may place the aircraft in a dangerous attitude." Page 7 Copyright 1999, 2010,