National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# DCA03MA022 01/08/ Regis# N233YV Charlotte, NC Acft Mk/Mdl BEECH 1900 Acft Dmg: DESTROYED Rpt Status: Prelim Prob Caus: Pending Flt Conducted Under: FAR 121 Opr Name: AIR MIDWEST INC Opr dba: US AIRWAYS EXPRESS On January 8, 2003, at about 0849 Eastern Standard Time, Air Midwest flight 5481 (d.b.a. US Airways Express), a Beech 1900, N233YV, crashed shortly after takeoff from Charlotte-Douglas International Airport (CLT), Charlotte, North Carolina. The flight was a scheduled passenger flight to Greenville-Spartanburg, South Carolina. The 2 crewmembers and 19 passengers onboard were killed. Page 1 Copyright 1999, 2002,

2 Accident Rpt# CHI01LA317 09/19/ EST Regis# N711MZ Indianapolis, IN Apt: Indianapolis International IND Acft Mk/Mdl BEECH 200 Acft SN BB-849 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY PT6A-42 Acft TT 7534 Flt Conducted Under: FAR 091 NONE On September 19, 2001, at 0654 eastern standard time, a Beech 200, N711MZ, piloted by an airline transport pilot, sustained substantial damage during an on-ground collision with the instrument approach light system for runway 23L (10,000 feet by 150 feet, grooved concrete) while landing at the Indianapolis International Airport, Indianapolis, Indiana. Instrument meteorological conditions prevailed at the time of the accident. The flight was operating under the provisions of 14 CFR Part 91 and was on an instrument flight rules (IFR) flight plan. The pilot and eight passengers reported no injuries. The flight departed the Statesville Municipal Airport, Statesville, North Carolina, at 0605 eastern daylight time. According to the pilot's written statement, the weather was IFR with heavy rain and a reported visibility of 1 1/2 statute miles. The pilot reported that he had the approach light system in sight at the outer marker. The pilot stated, "Heavy rain and struck approach lights. Landed ok (moderate chop) about 300 yards from end of runway." According to a written statement provided by a pilot-rated passenger, "I am going on a few trips in the King Air [Beech 200] to gain experience. I was working the radios on this trip. We were shooting the ILS [Instrument Landing System] 32 Left approach at Indianapolis. We broke out of clouds, but with heavy rain. I saw the lead in lights to the runway and told the pilot. Then, he said he also had it [the lead in lights], and the runway. I also saw part of the runway. It then was blurry with the rain getting worse it seemed. I asked the pilot if he still had the runway. He said he did, so we proceeded. We then struck the approach lights, or some other lights. It seemed to be choppy before the incident." The airplane landed 621 feet short of the runway threshold. A weather observation station, located on the airport, reported the weather at 0655 as: Observation Time: 0655 Wind: 190 degrees magnetic at 13 knots Visibility: 3 statute miles Present Weather: Light rain from a thunderstorm Mist Sky Condition: 700 feet above ground level (agl) broken 1,200 feet agl overcast Temperature: 20 degrees Celsius Dew Point: 20 degrees Celsius Pressure: inches-of-mercury Remarks: Thunderstorm began at 0630 Ceiling variable between 400-1,100 feet agl Occasional in-cloud lighting northeast of the airport Thunderstorm northeast of the airport moving northeast Precipitation 1.8 inches since last hourly observation Page 2 Copyright 1999, 2002,

3 Accident Rpt# FTW03LA080 01/09/ CST Regis# N115TV Putnam, TX Acft Mk/Mdl BELL 206B Acft Dmg: DESTROYED Rpt Status: Prelim Prob Caus: Pending Flt Conducted Under: FAR 091 Opr Name: U S HELICOPTERS, INC. On January 9, 2003, at 0943 central standard time, a Bell 206B helicopter, N115TV, was destroyed during a forced landing following an engine overspeed near Putnam, Texas. The helicopter was registered to and operated by U S Helicopters, Inc. of Marshville, North Carolina. The commercial pilot, sole occupant, was seriously injured. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 91 positioning flight. The cross-country flight departed Midland, Texas, at 0808 and was destined for Grand Prairie, Texas. Preliminary information indicates that the helicopter was in cruise flight when the pilot observed the main rotor rpm began to overspeed. The pilot initiated an autorotation and turned the helicopter into the wind. As the helicopter crossed over Interstate 20, the helicopter's tail rotor struck a retaining wall on the north side. The helicopter landed "hard" shoving the aft portion of the landing skids up into the fuselage and separating the tail boom. Page 3 Copyright 1999, 2002,

4 Accident Rpt# DCA02MA054 07/26/ EDT Regis# N497FE Tallahassee, FL Acft Mk/Mdl BOEING 727 Acft Dmg: DESTROYED Rpt Status: Prelim Prob Caus: Pending Flt Conducted Under: FAR 121 Opr Name: FEDERAL EXPRESS CORP On July 26, 2002, at 0545 eastern daylight time, a FedEx Boeing 727, N497FE, crashed during landing at Tallahassee, Florida. The airplane was operating as Flight 1478 from Memphis, Tennessee, to Tallahassee. The airplane crashed short of the runway, and was subsequently destroyed by fire. Two crewmembers had minor injuries and the first officer had serious injuries. Page 4 Copyright 1999, 2002,

5 Accident Rpt# LAX00LA157 04/16/ PDT Regis# N1682U Yreka, CA Acft Mk/Mdl CESSNA 207 Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Acft TT 9926 Flt Conducted Under: FAR 091 Opr Name: JOSEPH EDWARD WEBER NONE On April 16, 2000, at 2052 Pacific daylight time, a Cessna 207 single engine airplane, N1682U, experienced a loss of engine power and made an off-airport, forced landing near Yreka, California. The aircraft sustained substantial damage and the commercial pilot and his pilot-rated passenger received minor injuries. The aircraft was registered to Southern Cross Leasing, LLC, of Medford, Oregon, and was being operated under 14 CFR Part 91 as a personal flight by the pilot when the accident occurred. The flight originated in Santa Barbara, California, at 1845, and was destined for Medford. Dark night, instrument meteorological conditions prevailed at the accident site and an instrument flight rules (IFR) flight plan was filed and activated at the time of the accident. The accident airplane was modified with a Soloy engine conversion, which replaced the Continental TSIO-520 reciprocating engine with a Rolls Royce-Allison 250-C20S turbine engine. The engine was not equipped with an auto-ignition or continuous ignition system. The pilot reported that he had been in night IFR conditions at 12,000 feet mean sea level (msl), when he detected falling snow with his landing light. With the engine deice switch already in the "on" position, the pilot selected the engine alternate air source as a further precaution for icing conditions. The pilot stated, "the engine ran for a very short time and then quit suddenly. There was no surging, no power fluctuations, and no indication that anything was amiss prior to the flameout." As the engine spooled down, the prop went into flat pitch and the pilot-rated passenger feathered it. The passenger then shut off the fuel flow, pulled the throttle back to flight idle, and established best glide airspeed. According to the pilot's written statement, he attempted to restart the engine using the restart checklist (both from memory and by referencing the pilot operating handbook), but was unable to restore engine power. The pilot indicated that they did not obtain N1 rotation during any of the engine restart attempts, and "on all start attempts, the cockpit lights would dim when the starter switch was engaged." The pilot attempted restarting the engine using different control positions such as "power lever in ground and flight idle, anti-ice on and off, [and] alternate air open and closed," all to no avail. As the descent continued down to about 8,000 feet msl, the airplane entered visual meteorological conditions; and the pilot selected what appeared to be a "gravel bar along a river" for the ensuing forced landing. During the landing, the left wing impacted a clutch of small trees and separated from the aircraft. The pilot indicated that he turned off the electrical switches and exited the aircraft. The Federal Aviation Administration (FAA) inspector, who responded to the accident site, noted that the left side engine anti-ice line's mounting pad was separated from the compressor case. According to the Soloy engine conversion representative, the anti-ice line provides bleed air from the compressor to the inlet guide vanes. With the line separated, ice would be able to accumulate on the inlet guide vanes even with the deice switch activated. Once the pilot selected alternate air, relatively warmer air was introduced into the engine inlet. If the inlet guide vanes had indeed collected ice, the warmer alternate air could have dislodged the ice allowing it to travel into the engine resulting in an engine flameout. A fully charged substitute battery was connected to the aircraft system at the accident site to test whether the engine would accelerate to the required 12 percent N1 for fuel introduction and ignition. According to an engine representative, who examined the wreckage with the FAA, the engine "accelerated normally." The engine was removed and sent to Air Services International, Scottsdale, Arizona, for an engine test run, and the battery was retained for further testing. The engine was installed on the test stand and tested to overhaul specifications. All engine starts and accelerations were found to be "normal and the engine performed to specifications, meeting all operating parameters." A metallurgical examination of the failed anti-ice line mounting pad was conducted by the engine manufacturer. According to the metallurgical report, the compressor case sheet metal failed "from high cycle fatigue from the braze fillet around one anti-ice port (fitting)," and "prior oxidation of the braze joint is considered a probable contributor to the initiation of the cracking." Wear marks on the fracture surface "indicates that the fitting was separated for some time." Review of the engine and aircraft maintenance records revealed that the engine had obtained approximately 1,606.0 hours since its last overhaul. According to the engine maintenance records, the engine underwent its last 100-hour/annual inspection in accordance with the "Allison & Soloy Maintenance Manuals" on October 28, 1999, at an engine time since overhaul of 1, hours (28.45 hours prior to the accident). Page 5 Copyright 1999, 2002,

6 Review of the Soloy Service Manual Supplement revealed that mechanics were to "Use the Rolls-Royce Checklist in conjunction with this section of the Soloy Inspection Checklist." Item 12-1 of the supplement indicates that the mechanics are to "inspect the engine and Turbine Pac for loose or missing bolts, broken or loose connections, security of mounting accessories and broken or missing lock wire." Review of the Rolls-Royce Scheduled Inspections Checksheet revealed that under item 10, mechanics are to "inspect compressor inlet guide vanes and visible blades and vanes for foreign object damage." Under item 14, the checksheet instructs mechanics to "inspect the compressor scroll for cracks or breaks at the anti-ice air valve and customer bleed port..." Item 17 of the checksheet instructs mechanics to "check anti-ice valve for security, worn parts and proper operation..." According to representatives from the engine manufacturer and the engine modification owner, the battery was tested. It was noted that the battery "cells all tested normal under load and the battery maintained voltage per specifications." A caution is noted in the Allison 250-C20 series Operation and Maintenance manual, which indicates that "DUE TO THERMAL CHANGES WITHIN THE TURBINE, THE GAS PRODUCER SECTION OF THE ENGINE MAY LOCK UP AFTER AN INFLIGHT SHUTDOWN. THIS IS A TEMPORARY CONDITION WHICH EXISTS AFTER THE ENGINE HAS BEEN SHUT DOWN FOR APPROXIMATELY ONE MINUTE AND WHICH MAY CONTINUE FOR UP TO TEN MINUTES FOLLOWING THE SHUTDOWN. THEREFORE, EXCEPT DURING AN EMERGENCY, AIR STARTS SHOULD NOT BE ATTEMPTED DURING THE TIME PERIOD BETWEEN ONE MINUTE AFTER SHUTDOWN AND TEN MINUTES AFTER SHUTDOWN." Page 6 Copyright 1999, 2002,

7 Accident Rpt# NYC03FA035 01/06/ EST Regis# N16571 Cleveland, OH Acft Mk/Mdl EMBRAER ERJ-145LR Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Flt Conducted Under: FAR 121 Opr Name: EXPRESSJET AIRLINES INC. Opr dba: CONTINENTAL EXPRESS On January 6, 2003, at 1248 eastern standard time, an Embrear ERJ-145LR, N16571, operated by Continental Express as flight 2051, was substantially damaged when it overran the departure end of the runway while landing at Cleveland-Hopkins International Airport (CLE), Cleveland, Ohio. There were no injuries to the 2 certificated airline transport pilots, 1 flight attendant, and 47 passengers. Instrument meteorological conditions prevailed for the scheduled, domestic flight that last departed from Bradley International Airport (BDL), Windsor Locks, Connecticut. Flight 2051 was conducted on an instrument flight rules (IFR) flight plan under 14 CFR Part 121. According to an inspector from the Federal Aviation Administration (FAA), there were no reported problems with the en route or approach phases of the flight. The ILS runway 6L approach was performed. After touchdown, the flight crew was unable to stop the airplane on the runway. The airplane continued beyond the departure end, on extended runway centerline, and struck the ILS runway 6L localizer antenna. It came to rest with the nose about 600 feet beyond the departure end of the runway. The passengers exited the airplane through the main cabin door, and were taken to the terminal via vehicles. The ILS runway 6L localizer antenna was located 510 feet beyond the departure end of the runway. The ILS DME antenna was co-located with the ILS runway 6L localizer antenna. Examination of the airplane revealed that the tail of the airplane was abeam of the localizer antenna. In addition, the nose landing gear had collapsed rearward and deformed the forward pressure bulkhead. Minor damage in the form of scrapes were found on the leading edge of both wings. According to the flight data recorder, the air/ground squat switch on the main landing gear transitioned from air to ground when the airplane was about 0.38 nm from the ILS DME antenna, with an indicated airspeed of about 150 knots (KIAS). When the airplane was about 0.13 nm from the ILS DME antenna, the airspeed was about 100 KIAS. At the same time that the main landing gear squat switch transitioned to ground, the spoilers deployed, and 3 seconds later, the thrust reversers were deployed. At 1147, a NOTAM was issued that runway 6L/24R was covered with thin wet snow. The runway had been "broomed" full length and width, and liquid deicer and sand had been applied to a width of 100 feet. "Tapley" readings at the touchdown, middle, and rollout zones of the runways measured 60, 60, and 60. There was no record of any further treatment or snow removal from the time the runway was opened, until after the accident. The recorded weather observation at Cleveland, at 1242, included winds from 330 degrees at 19 knots, with gusts to 29 knots, visibility 1/2 statute mile, snow, blowing snow, mist, broken clouds at 1,100 feet, overcast clouds at 1,600 feet, temperature -3 F, dew point -4 F, altimeter At 1251, the weather observation included winds from 330 degrees at 17 knots, gusts to 26 knots, visibility 1/2 statute mile, snow, blowing snow, mist, few clouds at 700 feet, overcast clouds at 1,600 feet, temperature -4 F, dew point -4 F, altimeter At 1259, "Tapley" readings were taken on the runway. The readings varied between 25 and 30 on all sections of the runway. According to FAA data, runway 6L was 6,800 feet long, 150 feet wide, and had an asphalt surface. The landing threshold for runway 6L was displaced 530 feet. The cockpit voice recorder and digital flight data recorder have been retained for review. Page 7 Copyright 1999, 2002,

8 Accident Rpt# MIA03TA036 01/02/ EST Regis# N317LC New Port Richey, FL Acft Mk/Mdl HUGHES OH-6 Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Flt Conducted Under: FAR PUBU Opr Name: PASCO COUNTY SHERIFF'S OFFICE On January 2, 2003, about 1951 eastern standard time, a Hughes OH-6, N317LC, registered to and operated by Pasco County Sheriff's Office, landed hard during an autorotative landing following a loss of engine power after takeoff from Hidden Lake Airport, New Port Richey, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the public use flight. The helicopter was substantially damaged and there were no reported injuries to the commercial-rated pilot or pilot-rated observer. The flight originated about 6 minutes earlier from the Hidden Lake Airport. The pilot stated that after takeoff while in a left turn climbing through 600 feet at 60 knots indicated airspeed, he heard a loss of engine power. He stopped the turn and noted that the engine was at flight idle as indicated by the dual tachometer. He verified the throttle was full open, and maneuvered the helicopter towards an open area. He bled off main rotor rpm to clear obstacles that were ahead, and decelerated at 10 feet above ground level. The helicopter touched down with little forward movement, coming to rest upright. Preliminary examination of the engine revealed the fuel nozzle line attachment fitting was found loose by 3 flats. Additionally, an abnormal noise was heard with operation of the fuel shutoff valve. The engine and fuel shutoff valve were retained for further examination. Page 8 Copyright 1999, 2002,

9 Incident Rpt# FTW03IA073 08/20/ CDT Regis# N610CA Memphis, TN Acft Mk/Mdl MITSUBISHI MU-2B-60 Acft Dmg: NONE Rpt Status: Prelim Prob Caus: Pending Flt Conducted Under: FAR 135 Opr Name: BANKAIR INC. On August 20, 2002, approximately 0640 central daylight time, a Mitsubishi MU-2B-60 twin-engine airplane, N610CA, sustained a contained in-flight engine failure during cruise flight approximately 60 miles east of Memphis, Tennessee. The airline transport rated pilot, sole occupant of the airplane, was not injured. The airplane was registered to and operated by Bankair Inc., West Columbia, South Carolina. Visual meteorological conditions prevailed, and instrument flight rules (IFR) flight plan was filed for the Title 14 Code of Federal Regulations Part 135 on demand cargo flight. The flight departed the William B. Hartsfield Atlanta International Airport (ATL), Atlanta, Georgia, at 0640 eastern standard time, and was destined for the Memphis International Airport (MEM), Memphis, Tennessee. An examination of the Garrett (Honeywell) TPE M, serial number P-36192, engine by Executive Aircraft Services, Scottsdale, Arizona, revealed that the propeller shaft coupling was fractured. The fractured coupling was sent the National Transportation Safety Board (NTSB), Arlington, Texas, for further examination. The NTSB was notified of the in-flight failure on October 29, Page 9 Copyright 1999, 2002,