National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# ERA14LA035 10/03/ EDT Regis# N927H Eustis, FL Apt: Mid Florida Air Service X55 Acft Mk/Mdl AIRBORNE (AUSTRALIA) EDGE Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROTAX 582 Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 091 Opr Name: BROOK A. HALL On October 3, 2013, about 0833 eastern daylight time, an Airborne Edge Executive weight shift control aircraft, N927H, registered to and operated by a private individual, was landed hard during a forced landing shortly after takeoff from Mid Florida Air Service Airport (X55), Eustis, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 instructional flight from X55. The airplane sustained substantial damage and the pilot, the sole occupant sustained serious injuries. The flight originated about 1 minute earlier from X55. The pilot had successfully performed 3 takeoff's and landing's earlier that day with his instructor and was then signed off for solo flight. He departed with about 6 gallons of fuel and about the departure end of the runway at 350 feet above ground level, the engine suddenly quit. He turned to the right towards a field then back to the left to line up for the field, and just before touchdown he reported he over-flared. The airplane then hit, bounced 20 feet into the air, cleared a 3 foot-tall fence, then touched down and came to rest. The pilot's flight instructor reported that the previous 3 takeoff's and landings during a 30 minute flight were uneventful; there were no discrepancies with the engine during the flight. He witnessed the accident flight and noted that when the flight was at the departure end of the runway, he observed the aircraft bank hard to the left then saw the nose pitch down. He did not witness the impact but went to the site. Upon arrival the pilot was out of the aircraft, conscious. He asked the pilot what happened and he said the engine quit. He (flight instructor) reported that he was too far away to hear the engine. Following the accident he recovered the aircraft. A witness reported hearing the engine "cut-out" then observed the aircraft climbing, followed by the engine "shut down again." The witness reported seeing the aircraft climb to 40 feet, then reported the engine, "cut out completely and [the] aircraft nose dived at that point." The accident occurred during the Federal Government shutdown in October 2013; therefore, there was no federal inspection of the accident site, aircraft, or engine by FAA and/or NTSB Personnel. Additionally, the aircraft was sold before being investigated by NTSB. The pilot's flight instructor reported inspecting the airframe and engine following recovery and stated there was nothing wrong with the flight controls. He also noted the fuel lines were full of fuel but the sight level was empty; he attributed that to be because it was broken at the bottom of the fuel tank. He looked into the exhaust port of the cylinders and did not see any scoring of the piston; he reported the cylinders looked perfect. He did not inspect the carburetor bowls, and reported they remained attached. The engine controls remained connected, and he did not observe any issues with the air induction system. He reported that the mast and base tube were broke in half, and one blade of the three bladed composite ground adjustable propeller was broken. No determination was made as to the reason for the reported loss of engine power. The pilot did not return the NTSB Pilot/Operator Aircraft Accident/Incident Report that was sent to him via . Page 1 Copyright 1999, 2012,

2 Accident Rpt# ERA13LA020 10/14/ EDT Regis# N811RW Winter Haven, FL Apt: Winter Haven's Gilbert Airport GIF Acft Mk/Mdl AIRBORNE WINDSPORTS PTY LTD XT-912Acft SN XT Acft Dmg: DESTROYED Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROTAX 912 UL 2 Acft TT 301 Fatal 2 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: FLOATPLANES & AMPHIBS On October 14, 2012, about 1116 eastern standard time, an experimental Airborne Wind Sports XT-912, N811RW, was substantially damaged following a collision with the ground at Winter Haven's Gilbert Airport (GIF), Winter Haven, Florida. The sport pilot and passenger were fatally injured. The airplane was registered to and operated by Funwings Incorporated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed. The flight was originating at the time of the accident. According to witnesses, they watched as the aircraft was conducting touch-and-go landings prior to the accident. They stated that nothing seemed abnormal with the aircraft but did recall that it was very windy for an ultralight to be operating. One of the witnesses estimated the winds to be between 10 and15 knots, and could not judge the wind gusts. At the time of the accident the aircraft was on its final touch-and-go from runway 5, when it made a hard right bank immediately after takeoff, at approximately 100 feet above of the ground. They watched and recalled that the bank angle seemed excessive, approximately degrees. The motor sounded as if it was at full power and not malfunctioning. The aircraft immediately impacted the ground approximately yards from where the witnesses were standing. The witnesses assisted in extricating the occupants from the aircraft and waited for emergency personnel to arrive. According to information obtained from the Federal Aviation Administration, the pilot was not in radio contact with air traffic control at the time of departure and no radio transmissions were recorded. The aircraft came to rest on its side, on the airport ramp adjacent to a hangar. The pilot, age 60, held a sport pilot certificate for weight-shift-control-land, issued August 2, A review of Federal Aviation Administration (FAA) records revealed that the pilot had never been issued a medical certificate; the sport pilot was medically eligible to fly as a light sport pilot as long as she has a valid driver's license. The pilot's logbook was not recovered for review. A review of the aircraft's flight log revealed that the pilot had approximately 62 flight hours in the aircraft. The two-seat, tricycle gear weight shift controlled aircraft, serial number XT , was manufactured in It was powered by a Rotax Bombardier model 912 UL 2, 100-hp engine. On June 17, 2012, a 50-hour inspection and oil change on the aircraft was accomplished at a total time hours. According to an aircraft log that was located in the aircraft, it showed that the aircraft had flight hours. At 1053, the GIF automated weather observation station reported the following weather conditions: wind 080 degrees at 12 knots, visibility of 10 miles, cloud conditions few at 3,500 feet above ground level (agl), temperature 29 degrees Celsius, dew point 20 degrees Celsius, and altimeter setting inches of mercury. Examination of the aircraft by a FAA inspector revealed that the fiberglass body was ripped and distorted in several places. The frame was slightly damaged, but the right wheel suspension was destroyed and the left suspension was pulled away from the vertical strut at the axle. The front wheel and ground steering assembly was not damaged. Examination of the engine revealed that it was impact-damaged and the carburetor was dislocated. The oil reservoir rotated and some oil, coolant and gas Page 2 Copyright 1999, 2012,

3 spillage occurred. Examination of the wing revealed that it was impact-damaged and the batten tips were broken off. The King Post (top wire support) was in place and all Luff Lines and Kiel brace cables were still in place. The front flying wires were both broken at the down tube connection and the right wire had a broken loop at the swan catch (nose of the wing) with a loop separated due to friction on the pavement. The rear flying wires were still connected in the correct configuration. One side of the control bar was disconnected for transport and the other was bent and broken apart at the connection. The right cross tube and down tube was also bent on the side of impact. A review of the pilot's operating handbook section : Other Limitations revealed that the maximum cross wind component was 12 knots. An autopsy was performed on the pilot on October 15, 2012, by the Office of the District Medical Examiner, Winter Haven, Florida, as authorized by the Winter Haven Police Department. The FAA's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the passenger with negative results for drugs and alcohol and positive for rosuvastatin. An autopsy was performed on the passenger on October 15, 2012, by the Office of the District Medical Examiner, Winter Haven, Florida, as authorized by the Winter Haven police Department. The FAA's Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot with negative results for ethanol. Amlodipine was detected in the liver and blood. Page 3 Copyright 1999, 2012,

4 Accident Rpt# ERA14CA197 04/11/ Regis# N7032E Leesburg, FL Acft Mk/Mdl CESSNA AIRCRAFT CO E162 Acft Dmg: Rpt Status: Prelim Prob Caus: Pending Opr Name: Fatal 0 Ser Inj 0 Aircraft Fire: Page 4 Copyright 1999, 2012,

5 Accident Rpt# ERA13CA423 09/20/ EDT Regis# N619BV Ridgely, MD Apt: Ridgely Airpark RJD Acft Mk/Mdl COSTRUZIONI AERONAUTICHE TECNA Acft SN 230 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROTAX 912ULS Acft TT 2866 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: CSP LEASING LLC According to the flight Instructor (CFI), he was demonstrating a soft field takeoff to the student pilot. The engine run-up and takeoff roll were uneventful. The CFI stated the airplane began to drift to left after liftoff from the runway. The CFI applied full right rudder but continued to drift left of runway centerline. Unable to climb, the CFI added that he saw 55 knots on the airspeed indicator prior to exiting the left side of runway. The CFI then decreased engine power, and collided with a parked hang glider on the grass taxiway, just prior to impacting terrain. Examination of the airplane revealed substantial damage to the firewall and right wing. The CFI reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. Page 5 Copyright 1999, 2012,

6 Accident Rpt# CEN14CA207 04/19/ Regis# N298AB Bloomington, IN Acft Mk/Mdl FLIGHT DESIGN GMBH CTSW Acft Dmg: Rpt Status: Prelim Prob Caus: Pending Opr Name: Fatal 0 Ser Inj 0 Aircraft Fire: Page 6 Copyright 1999, 2012,

7 Accident Rpt# WPR14CA168 04/14/ Regis# N2646Z Silver Spring, AZ Acft Mk/Mdl LINSTRAND 240A Acft Dmg: Rpt Status: Prelim Prob Caus: Pending Opr Name: Fatal 0 Ser Inj 0 Aircraft Fire: Page 7 Copyright 1999, 2012,

8 Accident Rpt# WPR14CA058 11/26/ MST Regis# N522PE Kalispell, MT Apt: Kalispell City S27 Acft Mk/Mdl QUAD CITY ULTRALIGHT ACFT CORP Acft SN CH Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl HIRTH 2706 Acft TT 668 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: ANGLE JOE D According to the sport pilot, during takeoff in his experimental light sport airplane equipped with a two cylinder engine, he noted a loss of engine power. During the forced off airport landing, the airplane struck a fence post followed by a hard landing. The airplane sustained substantial damage to the horizontal stabilizer and fuselage. A postaccident examination of the engine revealed that the number 2 spark plug had pulled out of the cylinder head and the threads from the cylinder head were still attached to the spark plug. Page 8 Copyright 1999, 2012,

9 Accident Rpt# CEN14LA192 04/09/ CDT Regis# N678TW Littlefield, TX Apt: Littlefield Taylor Brown Muni LIU Acft Mk/Mdl AEROTRIKE SAFARI Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl ROTAX 503 DCDI Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: PILOT On April 9, 2014, about 0830 central daylight time, an Aerotrike Safari experimental light sport aircraft, N678TW, was substantially damaged when it impacted terrain after takeoff from runway 19 (4,021 feet by 60 feet, asphalt) at the Littlefield Taylor Brown Municipal Airport (LIU), Littlefield, Texas. The pilot sustained fatal injuries. The aircraft was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed for the flight, which was operated without a flight plan. The local flight was originating at the time of the accident. The LIU airport manager stated that he found the aircraft about 0850 shortly after he had arrived at the airport that morning. It had come to rest about 200 feet off the left side of runway 19. He did not observe any portion of the accident flight and was uncertain of the exact time of the accident. He noted that the pilot had purchased the aircraft about three weeks before the accident. Page 9 Copyright 1999, 2012,

10 Accident Rpt# ERA14CA062 12/03/ EST Regis# N581TC Traveler's Rest, SC Apt: N/a Acft Mk/Mdl ANDERSON ANDREAS RANS Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROTAX 912 S Acft TT 840 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: WILLIAM GRIFFIN ANDERSON AW Cert: SPX According to the pilot, he departed the Nashville, Tennessee area earlier in the day and was en route to his destination of Greenville, South Carolina at 9500 feet above mean sea level (msl). He stated that he checked the automated surface observing systems weather report and that the clouds in the Morristown, Tennessee area were reported to be at 7,000 feet above ground level. He added that he knew that he would be able to clear the mountains just below the recorded ceiling height when needed. The pilot was operating under the provisions of day visual flight rules (VFR) on top of the broken/overcast cloud layer prior to beginning the descent through the clouds. During the descent, the pilot stated that the ceiling appeared lower than reported and he elected to climb back up to VFR on top. During this process, the pilot became disoriented, hit a tree, and impacted the side of a mountain. Examination of the airplane by a Federal Aviation Administration inspector revealed substantial damage to the fuselage, wings, and empennage. The recorded ceiling and visibility at Greenville Downtown Airport, Greenville, South Carolina, about 10 nautical miles to the southeast of the accident site was an overcast ceiling at 800 feet msl and the visibility was 9 statute miles. The pilot reported that there were no pre-impact mechanical malfunctions or failures with the airplane that would have precluded normal operation. Page 10 Copyright 1999, 2012,

11 Accident Rpt# ERA13CA394 08/30/ EDT Regis# N202SH Zelienople, PA Apt: Zelienople Municipal Airport PJC Acft Mk/Mdl HOSKINS SAMUEL R QUICKIE Q2 Acft SN 2614 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl CONT MOTOR A Acft TT 1875 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: HOSKINS SAMUEL R According to the pilot, he was departing from runway 17 at the end of a 500 foot displaced threshold. While accelerating, the right wheel went through a shallow pool of standing water on the runway, which caused the airplane to veer to the right. The airplane continued into the grass down a slope and impacted the base of the slope. Examination of the airplane revealed that the left canard (front wing) broke at the mid-span of the wing. The pilot did not report any preaccident mechanical malfunctions or failures that would have precluded normal operation. Examination of the standing water revealed that it was approximately one inch deep, and according to the airport manager, it is due to a run off stream under the runway. A review of the airports AWOS and NOTAMs revealed that the standing water was not reported. Page 11 Copyright 1999, 2012,

12 Accident Rpt# CEN14LA195 04/12/ EDT Regis# N87JL Amelia, OH Apt: Clermont County Airport I69 Acft Mk/Mdl LARSEN MARK V Acft SN.001 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl SUBARU EA81 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: KARLA GOODHOUSE On April 12, 2014, at 1045 eastern daylight time, an experimental amateur-built Larsen model Mark V airplane, N87JL, was substantially damaged during a forced landing near Amelia, Ohio. The commercial pilot and his pilot-rated-passenger were not injured. The airplane was registered to and operated by a private individual, under the provisions of 14 Code of Federal Regulations Part 91, without a flight plan. Day visual meteorological conditions prevailed for the personal cross-country flight that had departed Clermont County Airport (I69), Batavia, Ohio, at 1035, and was en route to French Lick Municipal Airport (FRH), French Lick, Indiana. The pilot reported that after an uneventful takeoff from I69, the flight continued to climb toward its initial cruise altitude of 2,500 feet mean sea level (msl). As the flight climbed through 2,100 feet msl, the pilot established cruise-climb by making a reduction to engine power. The pilot reported that shortly after making the power reduction, the engine experienced a sudden loss of engine power and the propeller stopped rotating. He was unable to restart the engine by isolating the ignition systems and the two fuel pumps. He reported that the propeller would rotate while he engaged the starter, but the engine would not restart. Ultimately, the pilot completed a forced landing on a nearby golf course. After an uneventful touchdown on a fairway, the airplane collided with a sand bunker that preceded the green. The airplane sustained substantial damage to the fuselage and right wing during the impact sequence. Following the accident, the pilot and his passenger released their restraints and exited the airplane through the cabin doors uninjured. The pilot reported that the airplane had been topped-off with automotive fuel (26 gallons total capacity) before the previous flight leg from Mount Vernon Airport (MVN), Mount Vernon, Illinois. He stated that the previous flight leg from MVN had consumed about 7 gallons of fuel during the approximately 2 hour flight. He reported that the airplane departed on the accident flight with about 18 gallons of fuel available and expected an average fuel consumption rate of about 3.5 gallons per hour. Page 12 Copyright 1999, 2012,

13 Accident Rpt# ERA13CA425 09/21/ EDT Regis# N99KL Salisbury, MD Apt: Salisbury-ocean City Wicomico SBY Acft Mk/Mdl LENNOX KENNETH J ZODIAC Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl CONT MOTOR C85 SERIES Acft TT 390 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: LENNOX KENNETH J The pilot/owner of the experimental, amateur-built airplane said that the tower controller cleared him to land on runway 14, and advised that the wind was from 180 degrees at 12 knots gusting to 26 knots. The pilot elected to continue the landing, and during the landing roll, a "strong" gust of wind pushed the airplane off the left side of the runway, where it struck a runway light and sustained substantial damage to the empennage. The pilot reported that there were no mechanical deficiencies with the airplane that would have precluded normal operation. Page 13 Copyright 1999, 2012,

14 Accident Rpt# CEN13LA011 10/11/ CDT Regis# N848Z Roanoke, TX Apt: Northwest Reginal Airport 52F Acft Mk/Mdl MEYERS LITTLE TOOT Acft SN GW-1 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl LYCOMING H2AD Acft TT 557 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: WITT PHILLIP D On October 11, 2012, about 1800 central daylight time, a amateur-built Meyers Little Toot airplane, N848Z, nosed over during a forced landing to a field at the Northwest Regional Airport (52F), Roanoke, Texas. The private pilot was not injured. The airplane was substantially damaged. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight was originating at the time of the accident. According to a statement provided by the pilot, shortly after takeoff and about 200 feet above ground level, the airplane's engine experience a total loss of engine power. The airplane was about midfield of the 3,500 foot runway so the pilot decided to land on the remaining runway and attempt to stop the airplane. The airplane touched down about 100 mph and the tailwheel touched down as the airplane slowed through 50 mph. The pilot attempted to perform a ground loop before it collided with a frangible fence at the departure end of the runway. The airplane continued through a barbed wire fence where the airplane nosed over. The upper wing forward spar and I Struts, the vertical stabilizer, and rudder were substantially damaged. Examination of the airframe revealed that maximum fuel flow delivery to the engine was approximately 5 gallons per hour. The engine was removed for further examination and a test run. The examination discovered foreign debris and signatures of electrical shorting on the #3 spark plug, signatures of overheating on the left magneto, and a crack on the coil of the right magneto. Engine timing was different from the manufacturer's specifications. The engine was setup on a test stand and run with a fuel limit of 5 gallons per hour. The engine ran normally at idle. At the takeoff power setting, the engine lost power due to inadequate fuel flow. A subsequent examination of the airframe revealed obstruction of the fuel lines with RTV sealant. The sealant was used on an in-tank fuel gauge as a gasket and the gasket had deteriorated. No other anomalies were discovered with the airframe. Page 14 Copyright 1999, 2012,

15 Accident Rpt# ERA13CA417 09/14/ EDT Regis# N887AS Blythe, GA Apt: Pea Patch Aerodrome 61GA Acft Mk/Mdl MILLER/CULPEPPER CHRISTEN EAGLE Acft SN 1 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl LYCOMING L A Acft TT 1193 Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 091 Opr Name: NODORFT ALLEN J According to the pilot, there was about a 10 knot crosswind from the east while departing the airport to the south. Shortly after takeoff, the airplane drifted toward trees on the west side of the runway due to a left quartering tailwind. In addition, the airplane's climb performance decreased due to the tailwind. The pilot banked the airplane into the wind, the left wing "dropped," and the airplane stalled. The pilot made a forced landing and slid to a stop colliding with a tree and building structure. The airplane sustained substantial damage to left and right wing. The pilot did not report any mechanical anomalies that would have precluded normal operation prior to the accident. Page 15 Copyright 1999, 2012,

16 Accident Rpt# ERA14FA182 04/06/ EDT Regis# N57DC Summerfield, FL Apt: Monroe Airpark 2FA2 Acft Mk/Mdl MONROE DENNIS RV-7 Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Acft TT 326 Fatal 2 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: MONROE DENNIS AW Cert: SPE On April 6, 2014, about 1937 eastern daylight time, an experimental amateur-built RV-7, N57DC, was substantially damaged when it impacted terrain while maneuvering near Monroe Airpark (2FA2), Summerfield, Florida. The commercial pilot and the passenger were fatally 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. Witnesses reported that the pilot had been assisting with the production of a film throughout the afternoon, and that the purpose of the accident flight was to take video footage from the air. After departing from the grass runway, the airplane entered a circular orbit to the left. The airplane had completed three circuits, when during the fourth, it entered a rapid descent as engine power increased. During the descent, the wings rolled nearly level before the airplane impacted the ground in a nose low, slight left bank attitude. The final two seconds of the flight were captured on video from the ground. Review of the video footage showed a final descent and impact that coincided with the descriptions provided by witnesses. The engine sound from the beginning of the video through impact was smooth and continuous. A video camera recovered from onboard the airplane was retained for further examination. The airplane came to rest upright about 10 feet beyond the initial impact point, and both main landing gear had collapsed. The fuselage displayed significant aft crush damage in the area of the firewall, instrument panel, and cockpit. Control continuity was traced from each flight control surface to the cockpit area. The trailing edge of the electrically-actuated elevator trim tab was deflected 1/2-inch downward from the trailing edge of the elevator and the electrically-driven flap actuator was extended 3 inches. Both fuel tanks were ruptured at the wing root and were found absent of fuel. Continuity of the engine's power- and valvetrain were confirmed through rotation of the propeller, and thumb compression was confirmed on all cylinders. Borescope examination of each cylinder showed no evidence of any abnormal wear or combustion deposits. Each spark plug electrode appeared gray in color and displayed normal wear. Rotation of each magnetos' input shaft produced spark at all terminal leads. All four fuel injector nozzles were absent of any obstructions. Disassembly of the fuel system components revealed the presence of fluid consistent in color and odor with 100LL aviation fuel in the fuel lines between the firewall, engine driven fuel pump, and fuel servo, as well as in the fuel distributor valve. Trace carbon deposits were found in the oil suction screen; however, both the suction screen and oil filter were absent of any metallic debris. Page 16 Copyright 1999, 2012,

17 Accident Rpt# ERA14LA174 03/26/ AST Regis# N/A Patillas, PR Apt: Patillas Airport X64 Acft Mk/Mdl N/A N/A Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Opr Name: Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 On March 26, 2014, approximately 1700 atlantic standard time, an unregistered experimental, amateur-built airplane was substantially damaged when it impacted the ground while maneuvering for landing at Patillas Airport (X64), Patillas, Puerto Rico. The airline transport pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. The flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91. According to a Federal Aviation Administration (FAA) inspector, the airplane's design was based on a commercially available set of plans, from which the pilot constructed the airplane. The accident flight was the pilot's first flight in the airplane. The airplane impacted the ground while maneuvering for landing on runway 10 at X64, and came to rest approximately 900 feet southwest of the runway threshold. Examination of photos from the accident site revealed that the airplane came to rest upright approximately 10 feet from a tree, which displayed several broken branches. The left aileron and the outboard portion of the left wing were separated from the airplane and came to rest under the tree. The cockpit area, right main landing gear, and right wing displayed significant aft crushing. The vertical and horizontal stabilizers, rudder, and elevators were intact and remained attached to the airframe. The engine remained attached to the airframe, and the two-bladed wooden propeller remained attached to the engine. One blade was fractured aft near the propeller hub, and was splintered and bent beneath the engine. The second blade was intact and displayed gouging along its leading edge and a crack emanating inward approximately 3 inches from its tip. The airplane was recovered to a hangar, and examination of the engine was scheduled for a later date. Page 17 Copyright 1999, 2012,

18 Accident Rpt# WPR14LA161 04/08/ Regis# N58AS Brigham City, UT Apt: N/a Acft Mk/Mdl NORTHWING APACHE SPORT-NO SERI Acft SN 581 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl ROTAX 582E Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: ALLEN SPEER On April 8, 2014, about 1720 mountain daylight time, an experimental Northwing Apache Sport, N58AS, was substantially damaged when it impacted the ground while maneuvering near Brigham City, Utah. The weight shift control trike was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The private pilot, sole occupant of the trike, was fatally injured. Visual meteorological conditions prevailed and no flight plan was filed. The flight originated from the local area at an unknown time. Witnesses located near the accident site reported observing the accident weight shift control trike maneuvering around the area at a low altitude. Witnesses driving north and sound bound on Interstate 15 stated that the trike was traveling in an easterly direction when it approached a set of high tension power lines and suddenly banked steeply to the left. Subsequently, the trike descended into terrain. Examination of the trike by local law enforcement revealed that it came to rest on its left side on a road adjacent to two sets of high tension power lines, situated on both the east and west sides of the road. All major structural components were present at the accident site. The trike was recovered to a secure location for further examination. Page 18 Copyright 1999, 2012,

19 Accident Rpt# CEN14LA056 11/16/ CST Regis# N975DF Anahuac, TX Apt: Chambers County T00 Acft Mk/Mdl PEARSON JON M DRAGONFLY-NO Acft SN 001 Acft Dmg: DESTROYED Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl AMA/EXPR UNKNOWN ENG Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: WEIR STEVEN WAYNE Aircraft Fire: GRD On November 16, 2013, about 1315 central standard time, a Pearson Dragonfly, an amateur-built gyroplane, N975DF, impacted terrain near the Chambers County Airport (T00), in Anahuac, Texas. The pilot, the sole occupant on board, was fatally injured, and the gyroplane was destroyed. The gyroplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, and no flight plan had been filed. The flight originated from Anahuac about The following is based on the Federal Aviation Administration (FAA) inspector's report: The gyroplane was in the airport traffic pattern. Witnesses saw the main rotor head separate in flight and the gyroplane impacted terrain about 1 mile southwest of T00. According to friends of the pilot and the mechanic who performed the last conditional inspection, the pilot-owner performed the majority of the maintenance on the gyroplane, and he had recently installed a main rotor head bearing block. Examination of the wreckage revealed the bearing block had been installed upside down. The mechanic said the bearing block was being held in place solely by friction. The pilot was not an FAA-certificated mechanic nor was he a certificated repairman. An autopsy performed on the pilot disclosed the cause of death to be "blunt force injuries." Page 19 Copyright 1999, 2012,

20 Accident Rpt# ERA14LA183 04/02/ EDT Regis# N938VP Venus, FL Apt: N/a Acft Mk/Mdl ROBERT J REIMBOLD ZENITH CH 750 Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl LYCOMING O-320-E2D Acft TT 70 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: REIMBOLD ROBERT J On April 2, 2014, about 2055 eastern daylight time, an experimental, amateur-built Zenith CH-750, N938VP, experienced a total loss of engine power while in cruise flight near Venus, Florida. The pilot subsequently made an off airport forced landing to a pasture and the airplane sustained substantial damage to the forward portion of the fuselage, both wings, and the rudder.. The certificated private pilot and passenger were not injured. The airplane was registered to and operated by, a private individual under the provisions of Title 14 Code of Federal Regulations Part 91, as a personal flight. Visual meteorological conditions prevailed and no flight plan had been filed for the flight which departed from Lakeland Linder Regional Airport (LAL), Lakeland, Florida, about 1900, with an intended destination of LaBelle Municipal Airport (X14), LaBelle, Florida. The pilot reported that prior to departure the fuel gauges indicated approximately three-fourths full for both the left and right fuel tanks; however, he did not visual inspect the fuel quantity. During the off airport landing the airplane encountered some brush, which separated the nose wheel from the airplane, the airplane nosed over, and came to rest inverted. He further reported that after the airplane came to rest the fuel selector valve was selected from the "ON" position to the "OFF" position. Postaccident examination by a Federal Aviation Administration inspector revealed that the left fuel tank was devoid of fuel and the right fuel tank had approximately 6 gallons of fuel remaining. The fuel line to the carburetor was removed, the fuel selector valve was placed in the "ON" position, and fuel flowed freely with no debris or restriction noted. The vented fuel caps were examined and no blockage was noted around the hole or vents. Page 20 Copyright 1999, 2012,

21 Accident Rpt# ERA13LA320 07/16/ CDT Regis# N788T Pulaski, TN Apt: Abernathy Fielld GZS Acft Mk/Mdl THOMPSON BRUCE D SONERAI II Acft SN 788 Acft Dmg: DESTROYED Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl AMA/EXPR UNKNOWN ENG Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: CLIFF J. ROSA Aircraft Fire: GRD On July 16, 2013, about 0805 central daylight time, an experimental amateur-built Thompson Sonerai II, N788T, was destroyed during collision with terrain and a post-crash fire following an uncontrolled descent after takeoff from Abernathy Field Airport (GZS), Pulaski, Tennessee. The certificated private pilot/owner was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was operated under the provisions of Title 14 Code of Federal Regulations Part 91. Witnesses reported to a Federal Aviation Administration (FAA) inspector that they watched as the airplane came to a stop on Runway 34, with the propeller stopped, after having taxied out from the parking area. They watched the pilot deplane, walk to the front of the airplane, restart the engine, then climb back into the cockpit. According to the witnesses, the airplane began its takeoff roll from that point, where approximately 2,500 feet of the 5,310-foot-long runway remained. The airplane departed downwind, and used the entire up-sloping runway that remained before it rotated "steeply." The airplane travelled 2,900 feet beyond the departure end of the runway before it descended "vertically," impacted a state highway in a nose-down attitude, and subsequently caught fire. A witness who was travelling on the state highway noticed the airplane because it was lower than typical departing traffic. Just prior to the airplane crossing over the roadway, it "pulled straight up.like a crop duster.about degree angle" before it rolled to the left and descended straight down to ground contact. Witnesses stated that they heard the engine "sputtering" and running roughly during taxi and takeoff. Examination of photographs revealed the engine compartment, cockpit, left wing, and empennage were completely consumed by fire. The right wing was largely intact, and the leading edge was crushed uniformly across the leading edge, consistent with a near-vertical, nose-down impact. Control continuity was established from the cockpit to all flight control surfaces. The right-side engine cylinder heads were separated from the engine by impact, and the internal components were exposed. An examination of the engine was not completed due to extensive impact and fire damage. The pilot held a private pilot certificate with a rating for airplane single-engine land. His most recent FAA third-class medical certificate was issued February 10, A review of the pilot's logbook revealed that he had logged 120 total hours of flight experience, of which 9 hours were in the accident airplane. He had logged 3 hours in the 90 days prior to the accident, and 28 hours in the year previous to the accident. The airplane was manufactured in 1982, and was purchased by the pilot/owner on March 31, The maintenance logbooks were not recovered, but according to the FAA inspector, an annual inspection was completed in May The inspector added that the engine was not equipped with an electric starter. In an interview with an FAA inspector, the previous owner explained the flight characteristics of the accident airplane. He detailed the inherent instability of the airplane's design, the speeds necessary to maintain stable takeoffs and landing approaches, and the airplane's stall characteristics. The previous owner stated that the airplane required "lots of airspeed" to be stable. He stated 100 mph was his preferred airspeed in the airport traffic pattern, as well as in a climb to facilitate engine cooling. He stated that the airplane had no dihedral in the wing, which lessened its lateral stability, and added that the wing would dip very quickly in a stall. He indicated that a 1,000-foot altitude loss would be normal for a recovery from the resultant spin. The airplane also exhibited adverse yaw tendencies, which required "lots of rudder attention." The previous owner stated he had entered an inadvertent spin on several occasions while practicing aerodynamic stalls. At 1621, the weather reported at GZS included clear skies and wind from 140 degrees at 3 knots. The temperature was 26 degrees C, the dew point was 23 degrees C, and the altimeter setting was inches of mercury. The computed density altitude was 2,040 feet. Page 21 Copyright 1999, 2012,

22 Accident Rpt# ERA14FA153 03/11/ EDT Regis# N62PT Washington, PA Apt: Washington County Airport AFJ Acft Mk/Mdl WATERS PETER T AVID BANDIT Acft SN 1509E Acft Dmg: DESTROYED Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl ROTAX 912 UL Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: NOVODRAN IGOR A On March 11, 2014, about 1408 eastern daylight time, an experimental, amateur-built Avid Bandit, N62PT, was destroyed after impacting the ground during touch and go landings at Washington County Airport (AFJ), Washington, Pennsylvania. The sole occupant, a private pilot, was fatally injured. The airplane was registered to and operated by a private individual under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that departed about According to two eyewitnesses who work at the airport, the airplane turned from a left base to final approach for runway 27 at AFJ. As the pilot attempted to establish the airplane on short final for the runway, it entered an approximate 90 degree left bank, followed by a continuous descending left turn towards the ground. The airport witnesses did not observe the airplane impact terrain. The witnesses responded by dialing 911 and assisting with general rescue operations. Another witness about 1 nautical mile from the approach end of runway 27 at AFJ, stated that she was outside cleaning her windows when she heard the accident airplane engine. She turned to see the accident airplane "wobbling" from side to side and then described a hard left, descending turn with the airplane's nose pointing towards the ground. She did not see the airplane impact terrain but heard a "muffled" sound that she thought was an impact. She also stated that in the six years that she has lived at the residence, the accident airplane was much lower than any other airplane that she had observed in the touch and go traffic pattern at AFJ. Initial examination of the airplane revealed that the both wings and the forward fuselage were destroyed. All major components of the airframe and engine were located and transferred to a secure location for further examination. A GPS unit was retained and sent to the NTSB Vehicle Recorder Laboratory in Washington, D. C. for data download. Page 22 Copyright 1999, 2012,

23 Accident Rpt# WPR14LA112 01/26/ PST Regis# N669DT Stanwood, WA Apt: N/a Acft Mk/Mdl WEINZIERL SEAREY Acft SN 81MK04906 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl ROTAX 912UL Acft TT 379 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: CHAMPOUX JOSEPH C On January 26, 2014, about 1615 Pacific standard time, an experimental amateur built light sport Weinzierl Searey amphibious airplane, N669DT, was substantially damaged during an inadvertent water landing near Stanwood, Washington. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The non-certified pilot and his passenger were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight which originated from Arlington, Washington about In a written statement and telephone conversation, the pilot reported to the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) that following a local sightseeing flight, he intended on conducting a low pass over Lake Goodwin prior to returning to Arlington. The pilot verified the landing gear was in the retracted position and that glassy water conditions were present before he performed a low pass with no intent to perform a landing. The pilot thought that he was about 3 to 4 feet above the water surface when the airplane suddenly skimmed the water surface for about 3 seconds. The pilot pulled up and the nose immediately went into the water. The pilot stated that water immediately began flowing into the cockpit area. The pilot added that the airplane was partially submerged about 3 to 5 seconds later. The NTSB IIC reviewed postaccident photos taken by a private individual about an hour after the accident occurred. The photos revealed that a majority of the bottom side of the hull was separated. The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation. Page 23 Copyright 1999, 2012,