National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# WPR11WA393 08/18/ UTC Regis# VHNTV Marree, Austral, AS Acft Mk/Mdl AEROSPATIALE AS355-F2 Acft SN 5380 Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ALLISON Fatal 3 Ser Inj 0 Flt Conducted Under: FAR NUSN Opr Name: AUSTRALIAN BROADCASTING CORP Aircraft Fire: GRD On August 18, 2011, at 1008 universal coordinated time, an Aerospatiale AS 355F2, VH-NTV, operated by Australian Broadcasting Corporation, collided with terrain shortly after takeoff near Marree, Australia. The helicopter was substantially damaged and consumed by a postaccident fire. The pilot and two passengers were fatally injured. The flight was operated under the pertinent civil regulations of Australia. The investigation is under the jurisdiction of the Government of Australia. This report is for information purposes only and contains only information released by the Government of Australia. Further information pertaining to this accident may be obtained from: Australian Transport Safety Bureau (ATSB) P.O. Box 967, Civic Square Canberra A.C.T Australia Tel: Fax: Page 1 Copyright 1999, 2011,

2 Accident Rpt# ERA11WA472 08/19/ UTC Regis# PRSEK, AO BR Acft Mk/Mdl AGUSTA AW139 Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Fatal 4 Ser Inj 0 Flt Conducted Under: FAR NUSC Opr Name: SENIOR TAXI AEREO LTDA. On August 19, 2011, at 1948 coordinated universal time (16:48 local time), an Agusta, AW139, helicopter, Brazilian registration PT-SEK, impacted into the Atlantic Ocean, near an oil rig, identifier P-65, the helicopter sank in waters with a recorded floor depth of 100 meters (328 feet). The 2 person flight crew and 2 passengers have not been located and are presumed killed. The flight had just departed P-65 and was en route to Macae Municipality, Rio de Janerio, Brazil, at the time of the accident. The investigation is under the direction of the Government of Brazil. For further information contact: Aeronautical Accident Prevention and Investigation Center Investigative Division SHIS-QI 05-VI COMAR Brasilia-DF, Brazil Tel: (55-61) dipaa.spai@cenipa.aer.mil.br This report is for informational purposes, and only contains information released by the government of Brazil. Page 2 Copyright 1999, 2011,

3 Accident Rpt# ENG10RA063 07/03/ Regis# BMHJ Hong Kong, HK Apt: Hong Kong-sky Shuttle Heliport Acft Mk/Mdl AGUSTADWESTLAND AW139 Acft SN Acft Dmg: DESTROYED Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEYCANADA PT6C-67C Fatal 0 Ser Inj 0 Flt Conducted Under: FAR NUSC Opr Name: On July 3, 2010, a Sky-Shuttle Helicopter AugustaWestland AW139 helicopter, operated as East Asia Airlines, registration number B-MHJ, experienced a tail rotor and tailrotor gearbox separation over Victoria Harbor, Hong Kong shortly after departure from the Hong Kong-Sky Shuttle Heliport. The flight crew reported hearing a loud bang and had no pedal authority. The flight crew performed an autorotation into Victoria Harbor. All thirteen occupants on board exited the helicopter after ditching. The helicopter, tail rotor assembly and tailrotor gearbox were recovered with the exception of one of the tail rotor blades. Examination of the tail rotor blade hub revealed that the white blade had separated at the blade root area. The investigation is under the jurisdiction of the government of Hong Kong. Further information pertaining to this accident may be obtained from: HONG KONG Civil Aviation Department Queensway Government Offices, 46th Floor 66 Queensway Hong Kong China Tel.: (852) cadadmin@vol.net Fax: (852) AFTN: VHHHYAYX Telex: CADHK HX This report is for informational purposes only and contains only information obtained for, or released by, the Government of Hong Kong. Page 3 Copyright 1999, 2011,

4 Accident Rpt# ANC11FA091A 09/02/ ADT Regis# N207DR Nightmute, AK Acft Mk/Mdl CESSNA 208B Acft SN 208B0859 Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl P&W CANADA PT6A-114 Fatal 1 Ser Inj 0 Flt Conducted Under: FAR 135 Opr Name: GRANT AVIATION Aircraft Fire: GRD AW Cert: STN On September 2, 2011, about 1335 Alaska daylight time, a Cessna 208B (Caravan) airplane, N207DR, and a Cessna 207 airplane, N73789, collided in midair, approximately 9 miles north of Nightmute, Alaska. Both airplanes were being operated as visual flight rules (VFR) charter flights under 14, CFR Part 135, in visual meteorological conditions when the accident occurred. The Cessna 208B was operated by Grant Aviation Inc., Anchorage, Alaska, and the Cessna 207 was operated by Ryan Air, Anchorage, Alaska. The sole occupant of the Cessna 208B, an airline transport pilot, sustained fatal injuries. The sole occupant of the Cessna 207, a commercial pilot, was uninjured. Both airplanes sustained substantial damage during the midair collision. After the collision, the Cessna 208B descended, uncontrolled, and impacted tundra-covered terrain. A postcrash fire consumed most of the wreckage. The Cessna 207 was further damaged during a forced landing on tundra-covered terrain. Both airplanes were based at the Bethel Airport, Bethel, Alaska. The Cessna 208B departed from the Toksook Bay Airport about 1325, and VFR company flight following procedures were in effect for the flight to Bethel. The Cessna 207 departed from the Tununak Airport, Tununak, Alaska, about 1315, and VFR company flight following procedures were in effect for the return flight to Bethel. During separate telephone conversations with the National Transportation Safety Board (NTSB) investigator-in-charge on September 2, the chief pilot for Ryan Air, as well as the director of operations for Grant Aviation, independently reported that both pilots had a close personal relationship. During an initial interview with the NTSB IIC on September 3, in Bethel, the pilot of the Cessna 207 reported that both airplanes departed from the neighboring Alaskan villages about the same time, and both airplanes were en route to Bethel along similar flight routes. She said that just after takeoff from Tununak, she talked with the pilot of the Cessna 208B on a prearranged, discreet radio frequency, and the two agreed to rendezvous for the flight back to Bethel. She said that while in cruise level flight at 1,200 feet msl, en route to Bethel, the pilot of the Cessna 208B flew his airplane along the left side of her airplane, and they continued to talk via radio. She said that the pilot of the 208B then unexpectantly and unannounced climbed his airplane above, and overtop of her airplane. She immediately told the pilot of the 208B that she could not see him, and she was concerned about where he was. She said the 208B pilot then said, in part: "Whatever you do, don't pull up." Moments later, the next thing she recalls was the 208B's impact with her airplane's right wing. The 207 pilot reported that after the impact, she saw the 208B pass underneath her airplane, and it began a gradual descent, which steepened as the airplane continued to the left and away from her airplane. She said that she told the pilot of the 208B that she thought she was going to crash. The pilot of the 208B stated that he also thought he was going to crash. She said that she watched as the 208B continued to descend, then it entered a steep, vertical, nose down descent, before it collided with the ground. She said a postcrash fire started instantaneously upon impact. The 207 pilot said that while struggling to maintain control of her airplane, she was unable to maintain altitude, and she selected an area of rolling, tundra-covered terrain as a forced landing site. She said that during the emergency descent, she had limited roll control, and the airplane's stall horn was on during the entire emergency approach. The airplane touched down on the soft terrain, and the nose landing gear collapsed. On September 3, the NTSB IIC, along with an Alaska State Trooper, and a Federal Aviation Administration operations inspector from the Anchorage Flight Standards District Office (FSDO), examined the wreckage sites. The wreckage of the Cessna 207 was located about 1 mile to the east of the Cessna 208B. Both aircraft came to rest in an area of tundra-covered, hilly terrain. The Cessna 208B's severed vertical stabilizer and rudder assemblies were found about one-half mile west of the main wreckage site, and along the two airplanes' reported flight route. A large portion of the Cessna 207's right aileron was found near the 208's rudder and stabilizer. Page 4 Copyright 1999, 2011,

5 Accident Rpt# CEN11LA085 11/30/ CST Regis# N12530 Milwaukee, WI Apt: General Mitchell Iap MKE Acft Mk/Mdl EMBRAER EMB-135LR Acft SN Acft Dmg: NONE Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ROLLS-ROYCE AE 3007A1P Acft TT Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 121 Opr Name: CHAUTAUQUA AIRLINES INC On November 30, 2010, about 0935 central standard time, an Embraer EMB-135LR, N12530, operated by Chautauqua Airlines Inc., as flight 1146, encountered turbulence while in cruise about 60 miles south of Milwaukee, Wisconsin. The 2 pilots and 17 passengers were uninjured. The flight attendant sustained a serious injury and nine passengers sustained minor injuries. The airplane sustained no damage. The scheduled domestic passenger flight was conducted under 14 Code of Federal Regulations Part 121. Instrument meteorological conditions prevailed and an activated instrument flight rules flight plan was on file. The flight departed from the Lambert-St Louis International Airport (STL), near St Louis, Missouri, about 0902, and landed at the General Mitchell International Airport, near Milwaukee, Wisconsin, about Flight 1146's dispatch package included remarks for significant meteorological information (SIGMET) VICTOR 1, valid until 1130 on November 30, 2010, to include parts of Iowa, Wisconsin, Michigan, Illinois, and Indiana bounded by a line from Marquette, Michigan, to 40 miles south southwest of Sault Ste Marie, Michigan, to Fort Wayne, Indiana, to 50 miles east of St Louis, Missouri, to Quincy, Illinois, to Iowa City, Iowa, to Marquette, Michigan, for occasional severe turbulence between 14,000 feet above mean sea level (MSL) and 24,000 feet. The SIGMET indicated that turbulence was reported by other flightcrews. Remarks indicated that turbulence conditions would continue beyond The dispatcher issued the dispatch for this flight with a cruise altitude of 13,000 feet MSL and a remark of LOWER [FLIGHT] LEVEL DUE TO TURBURLENCE. According to the operator, air traffic control (ATC) in STL discussed the potential of turbulence with the flightcrew and stated that an altitude of 15,000 feet MSL would a better option to avoid turbulence than 13,000 feet MSL. ATC briefed that there still could be some turbulence at 15,000 feet MSL. The captain changed the flight's cruise altitude to 15,000 feet MSL. The crew announced the seat belt sign would remain on during the flight due to any potential encounter of turbulence. The seat belt sign was illuminated during the entire flight. During the beginning of the flight attendant's service, the aircraft experienced light turbulence. Halfway through the service, the aircraft experienced moderate turbulence. The flight attendant locked the cart and took a seat. The moderate turbulence dissipated after about one minute and the flight attendant completed the service. Following the completed service, the flight attendant was standing by the forward wardrobe closet and was thrown up into the ceiling and back to the floor. She broke her nose and fractured her left wrist. After that turbulence encounter, the flightcrew called the flight attendant and asked her about her condition and the passenger's condition. She informed the flightcrew of three passengers whom had bumped their heads on the overhead passenger service units and advised the flightcrew of her injuries. Medical personnel were requested who later met the aircraft at the gate. According to flight data recorder data, approximately 0935, while cruising at a pressure altitude of approximately 15,230 feet and with an indicated airspeed of 317 knots, the airplane's vertical acceleration increased from 1 g to 1.3 g's. The closest recorded latitude and longitude at that time of the upset was 41 degrees 55 minutes 05 seconds north and 088 degrees 18 minutes 46 seconds west. About 0.25 seconds later, the vertical acceleration decreased to -1.2 g's. About 0.63 seconds later, the vertical acceleration increased to 1.8 g's. About one second later, the vertical acceleration decreased to 0.4 g's. During the upset, the pressure altitude increased to a maximum of 15,407 feet and the indicated airspeed increased to 329 knots. Approximately 15 seconds later, the vertical acceleration settled back to 1 g. A Federal Aviation Administration (FAA) inspector confirmed that all passenger seat belts were fastened. A seated five foot nine inch passenger was observed to have a six-inch gap between the overhead passenger service unit and the passenger's head. Three of the passenger service units sustained damage consistent with the passenger's head impacting the units. None of the passenger lap belt restraints had failed. According to the operator, nine passengers reported minor injuries. Subsequent to the accident, the operator published an article on turbulence in the airline's quarterly safety newsletter for all employees. In reference to the accident, the operator produced a memorandum on turbulence and the accident event, which was focused on their flight operations personnel. Page 5 Copyright 1999, 2011,

6 Accident Rpt# CEN11LA092 11/23/ CST Regis# N678AE Madison, WI Apt: Dane County Regional Airport MSN Acft Mk/Mdl EMBRAER EMB-145LR Acft SN Acft Dmg: NONE Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ROLLS-ROYC AE3007 SER Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 121 Opr Name: AMERICAN EAGLE AIRLINES INC On November 23, 2010, about 1340 central standard time, a passenger received serious injuries while deplaning from an Embraer EMB-145LR, N678AE, registered to and operated by American Eagle Airlines under the provisions of 14 Code of Federal Regulations Part 121 as a scheduled domestic passenger flight on an instrument flight rules flight plan. The airplane was piloted by an airline transport pilot. Except for the one passenger injury, there were no injuries to the other passengers or crewmembers. The flight originated from the Dallas/Fort Worth International Airport (DFW), Dallas-Fort Worth, Texas, at 1140, and had arrived at the Dane County Regional Airport-Truax Field (MSN), Madison, Wisconsin. According to crew statements, the injured passenger was designated as a wheelchair passenger and had boarded the airplane wearing an ankle brace. The passenger was seated in seat 9A. According to the gate agent, the passenger had been instructed to remain seated and wait for assistance which would be provided after the other passengers had deplaned. The flight attendant reported seeing the passenger walking down the cabin aisle during passenger deplaning without her crutches. The crutches had been stowed in the crew closet of the airplane for the flight. The flight attendant reported that the passenger fell in the aisle of the airplane's cabin near the forward galley. After falling, the passenger complained of pain in her right foot. Paramedics were called and assisted the injured passenger off of the airplane using a wheelchair. It was later determined that the injured passenger had broken both of her ankles and required surgery. Page 6 Copyright 1999, 2011,

7 Accident Rpt# CEN11FA599 08/26/ CDT Regis# N352LN Mosby, MO Apt: Midwest National Air Center GPH Acft Mk/Mdl EUROCOPTER AS-350-B2 Acft SN 3728 Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl TURBOMECA ARRIEL 1D1 Acft TT 3655 Fatal 4 Ser Inj 0 Flt Conducted Under: FAR 135 Opr Name: AIR METHODS CORPORATION LIFENET OF THE HEARTLAND AW Cert: STN On August 26, 2011, at 1841 central daylight time (all times cdt), a Eurocopter AS-350-B2 helicopter, N352LN, sustained substantial damage when it impacted terrain during an autorotation following a loss of power near the Midwest National Air Center (KGPH), Mosby, Missouri. The pilot, flight nurse, flight paramedic, and patient received fatal injuries. The emergency medical services (EMS) equipped helicopter was registered to Key Equipment Finance, Inc., and operated by Air Methods Corporation, doing business as LifeNet in the Heartland. The 14 Code of Federal Regulations Part 135 medical flight departed from the Harrison County Community Hospital, Bethany, Missouri, about 1811, and was en route to KGPH to refuel. After refueling, the flight intended to depart and land at Liberty Hospital in Liberty, Missouri, which was located about 7 nautical miles (nm) from KGPH on a 235 degree heading. Visual meteorological conditions prevailed at the time of the accident, and a company visual flight rules (VFR) flight plan was filed. The purpose of the air medical inter-facility transport flight was to transport a patient from the Harrison County Community Hospital to Liberty Hospital. The request was received by the company's communication center at 1719 and the pilot was notified at At 1730, the pilot reported to the communication center that he departed from the helicopter's base at Rosecrans Memorial Airport (KSTJ), in St. Joseph, Missouri. He reported that he lifted off with two hours of fuel and 3 persons onboard and was en route to Bethany, Missouri. Approximately 28 minutes later, at 1758, the helicopter landed at the Harrison County Community Hospital helipad to pick up the patient. While the helicopter was shut down on the helipad, the pilot contacted the company's communication center by telephone and notified them that about half way through the flight from KSTJ, he realized that he did not have as much fuel onboard as he originally thought. After a discussion about possible fueling and re-routing options, the pilot elected to stop en route at KGPH for fuel, and then proceed to the Liberty Hospital helipad to drop off the patient. The person, who was providing flight following to N352LN at the company's communication center, informed the pilot that Liberty Hospital was 62 nm, and that KGPH was 58 nm distant, respectively. About 1811, the flight departed from the Harrison County Community Hospital helipad. About a minute later, the pilot contacted the company's communication center and reported that he had 45 minutes of fuel and 4 persons onboard and was en route to KGPH. He asked the flight follower at the company's communication center to contact the fixed base operator at KGPH to let them know that the helicopter was inbound for fuel. At 1841, the helicopter impacted a farm field about 1.7 nm miles north-northeast of KGPH. There was no postimpact fire. At 1754, the surface weather observation at the Charles B. Wheeler Downtown Airport (KMKC), Kansas City, Missouri, located about 21 nm southwest of the accident site, was: wind 110 degrees at 6 knots, 10 miles visibility, clear sky, temperature 31 degrees Celsius, dew point 13 degrees Celsius, altimeter inches of Mercury. Page 7 Copyright 1999, 2011,

8 Accident Rpt# CEN11CA533 07/31/ CDT Regis# N82855 Rushford, MN Acft Mk/Mdl GARLICK HELICOPTERS INC OH-58C Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ALLISON 250-C20 Acft TT 6525 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 137 Opr Name: KRISTIN E TELLIJOHN AW Cert: SPR The pilot was flying an aerial application flight when the helicopter contacted a power line that ran perpendicular to the direction of the spray run. The pilot stated he was aware of the power line, but he became distracted by horses that were located near the field. The wire strike and ground impact resulted in substantial damage to the fuselage. Page 8 Copyright 1999, 2011,

9 Accident Rpt# CEN11CA497 07/21/ CDT Regis# N5439 North English, IA Apt: White Pigeon Airport 7IA1 Acft Mk/Mdl GRUMMAN SCHWEIZER G-164A Acft SN 1158 Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl GARRET AIRESEARCH TPE-331 Acft TT 8554 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 137 Opr Name: KIRK AVIATION INC AW Cert: SPR The pilot stated that he was attempting a landing into the sun with agricultural chemical on the windshield. He said that a sudden air burst pushed the airplane down, which resulted in a hard landing. The airplane then bounced and impacted the runway. The airplane sustained substantial damage to the fuselage. Weather reports for the area did not indicate the presence of weather that would have resulted in an air burst. Page 9 Copyright 1999, 2011,

10 Accident Rpt# WPR11WA421 08/28/ UTC Regis# YJHEL South Malekula,, NH Acft Mk/Mdl HUGHES 369D-D Acft SN D Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl ROLLS ROYCE ALLISON 250-C20 Fatal 1 Ser Inj 0 Flt Conducted Under: FAR NUSN Opr Name: VANUATU HELICOPTERS Aircraft Fire: UNK On August 28, 2011, at 1500 universal coordinated time, a Hughes 369D, Vanuatu registration YJ-HEL, collided with the ground after the attached long-line became entangled in the rotor system near Malekula, Vanuatu. The helicopter was operated by Vanuatu Helicopters under the pertinent civil regulations of Vanuatu. The pilot was fatally injured, and the two passengers received minor injuries. The helicopter was substantially damaged. The investigation is under the jurisdiction of the Government of Vanuatu. This report is for information purposes only and contains only information released by the Government of Vanuatu. Further information pertaining to this accident may be obtained from: Civil Aviation Authority Vanuatu (CAAV) PMB 9068 Port Vila Vanuatu SW Pacific Tel: Fax: Page 10 Copyright 1999, 2011,

11 Accident Rpt# ERA11LA461 08/06/ EDT Regis# N469CC Elizabethtown, NC Apt: Curtis L. Brown Field Airport EYF Acft Mk/Mdl PIPER PA P Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Unk Prob Caus: Pending Eng Mk/Mdl PRATT & WHITNEY CANADA PT6A SERIES Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: MARKING AVIATION LLC On August 6, 2011, at 1700 Eastern Daylight Time, a PA P, N469CC, was substantially damaged during a forced landing at the Curtis L. Brown Field Airport (EYF), Elizabethtown, North Carolina. The certificated airline transport pilot and his passenger were uninjured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal local flight conducted under Title 14 Code of Federal Regulations Part 91. According to the pilot, he departed EYF after topping off the fuel tanks. While climbing through approximately 1,100 feet above mean sea level and turning from the crosswind leg of the traffic pattern to the downwind leg of the traffic pattern, the engine started making a "whining" sound. The pilot then began to "move the throttle around." The engine however did not respond. It then lost power, and the airplane began to descend. The pilot then turned towards the runway and feathered the propeller. He kept the landing gear up until "the last second" so that he would make the runway. Once he was assured that he would make it back to the runway, he put the landing gear handle in to the gear down position. The landing gear however, still had not fully extended when he touched down on the runway. The airplane then skidded on its belly down the runway and came to rest. Post accident examination of the airplane by a Federal Aviation Administration inspector revealed that the airplane had been modified from its original design and the original reciprocating engine had been replaced with a Pratt & Whitney Canada PT-6A-34, turbo propeller engine. Further examination also revealed that the airplane's pressure vessel had been substantially damaged during the forced landing. The airplane's engine was retained by the NTSB for further examination. Page 11 Copyright 1999, 2011,