National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# LAX02LA261 08/23/ PDT Regis# N422DT Orland, CA Acft Mk/Mdl AB SPORTINE AVIACIJA GENESIS 2 Acft SN 2017 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Issued Acft TT 23 The glider collided with a fence during a precautionary landing following a loss of lift. The glider encountered an "area of significant sink" during the return portion of the flight, so the pilot elected to land on a road instead of trying to fly back to his intended destination. During the rollout, the left wing caught a hidden post, which pulled the glider 90 degrees from its original direction of travel. A barbed wire fence went through the canopy, and cut the pilot. The pilot reported no mechanical anomalies with the glider. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: the loss of thermal lift during flight. ON GROUND/WATER COLLISION WITH OBJECT - LANDING - ROLL PRECAUTIONARY LANDING - ATTEMPTED - PILOT IN COMMAND OBJECT - FENCE POST - NOT REPORTED On August 23, 2002, about 1630 Pacific daylight time, an AB Sportine Aviacija Genesis 2 glider, N422DT, collided with a fence during a precautionary landing near Orland, California. The pilot/owner was operating the glider under the provisions of 14 CFR Part 91; the glider sustained substantial damage. The airline transport pilot, who held a glider rating, was the sole occupant, and received minor injuries. Visual meteorological conditions prevailed for the local area flight that departed a private dirt strip (Crazy Creek Soaring) in Middletown, California, about The flight was scheduled to terminate at the private dirt strip. According to the pilot, he was soaring at 10,000 feet mean sea level (msl) above high terrain. During the return portion of the flight, the glider "encountered an area of significant sink." He decided to depart the area for lower terrain to locate a place to land. The pilot reported that he had plenty of altitude, so he circled around the area looking for a place to land. He found a county road that was clear of obstacles. The pilot stated that he landed to the south. On the landing rollout, the left wing caught a hidden post, located to the east of the road, which pulled the glider 90 degrees from its original direction of travel. A barbwire fence went through the canopy and struck the top of his head. The pilot stated that there were no mechanical anomalies noted with the glider. In the pilot's written statement, he reported accumulating a total of 15,000 flight hours, of which 84 were obtained in gliders, and 15 hours were logged in the accident glider make and model. Page 1 Copyright 1999, 2004,

2 Accident Rpt# ATL04FA046 12/05/ EST Regis# N9085F San Antonio, FL Apt: Private Grass Strip PVT Acft Mk/Mdl AERONCA 11AC Acft SN 11AC-717 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Issued Eng Mk/Mdl CONTINENTAL A-65-8 Acft TT 1450 The passenger stated the student pilot did one go-around at the airstrip, then returned for landing. The passenger stated that, during final approach, the airplane sank into the trees, then rotated to the left and collided nose-down into the creek. Examination revealed no evidence of flight control or engine malfunction. Examination revealed the seat anchors required for the airplane per Airworthiness Directive (AD) were absent. A maintenance logbook entry dated May 25, 1995, was the most recent known record of compliance with AD Maintenance records revealed the airplane's most recent annual inspection was completed on December 1, THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to maintain clearance above objects on approach, which resulted in an in-flight collision with trees and the subsequent collision with terrain. IN FLIGHT COLLISION WITH OBJECT - APPROACH CAUSE CLEARANCE - NOT MAINTAINED - PILOT IN COMMAND IN FLIGHT COLLISION WITH TERRAIN/WATER - DESCENT - UNCONTROLLED TERRAIN CONDITIONS - WATER - NOT REPORTED HISTORY OF FLIGHT On December 5, 2003, about 1315 eastern standard time, an Aeronca 11AC, N9085F, registered to and operated by the student pilot, collided with trees and the ground during approach to a private airstrip in San Antonio, Florida. The personal flight was operated under the provisions of Title 14 CFR Part 91 with no flight plan filed. Visual meteorological conditions prevailed. The student pilot received fatal injuries, the private pilot-rated passenger received serious injuries, and the airplane sustained substantial damage. The local flight departed the private airstrip in San Antonio, Florida, on December 5, 2003, about The student pilot and the private pilot-rated passenger were longtime friends, and an Aircraft Bill of Sale on file with the Federal Aviation Administration (FAA) dated February 21, 2003, showed the student pilot had purchased the airplane from the passenger. The airplane was kept in a hangar at the passenger's home, and the accident flight originated from the private airstrip at the passenger's home. The passenger, who was seated in the left seat, stated the student pilot was flying the airplane from the right seat for the entire flight. He stated the student pilot preferred to operate the airplane from the right seat because of a medical condition with his right hand, and the two of them have flown together for at least three or four years. The passenger stated he does not keep his own airman medical current and he no longer flies airplanes himself. He stated the student pilot was comfortable with the airplane and had landed at the airstrip "many, many times." The passenger stated the flight departed the private airstrip and continued about 30 minutes to another private airstrip, where he and the student pilot stopped to have lunch. He stated the flight then returned to the home airstrip, and the student pilot did one go-around, then returned for landing. The passenger stated that, during final approach, everything seemed fine, then the airplane sank into the trees, with the left wing hitting more trees than the right wing. He stated the airplane then pulled to the left, and then turned to the left and collided nose-down into the creek. The passenger stated he observed no mechanical malfunction with the airplane. The spouse of the passenger was at their home north of the airstrip and heard the airplane on approach to land, but did not see the airplane taxi up the airstrip toward their home as expected. She then looked for the airplane and saw it in the field. She and an acquaintance approached the airplane, and she called the 911 operator to report the accident. PERSONNEL INFORMATION Page 2 Copyright 1999, 2004,

3 The student pilot held a third class medical certificate issued September 21, 2003, with the restriction, "must have available glasses for near vision." On his application for the medical certificate, he reported 142 total civilian flight hours. His family was unable to locate his pilot logbook. A review of FAA airman medical records revealed the student pilot reported the following medical condition under Item 18(x) Other illness, disability, or surgery, "Feb '68 - farm accident to right hand...." The passenger held a private pilot certificate for airplane single-engine land issued September 14, He held a third class medical certificate issued February 14, On his application for the medical certificate, he reported 425 total civilian flight hours. His pilot logbook was not recovered for examination. AIRCRAFT INFORMATION The Aeronca 11AC was a two-seat airplane equipped with a Continental A-65, 65-horsepower engine. A review of maintenance logbooks revealed the most recent annual inspection was completed on December 1, 2000, at a tachometer time of hours. The tachometer reading on the instrument at the accident site was WRECKAGE AND IMPACT INFORMATION Examination of the accident site revealed the wreckage came to rest nose-down on a 330-degree magnetic heading in a shallow, mud and sand-bottomed creek in a field 200 feet west of the airstrip's threshold. A tree located 115 feet south of the airstrip threshold was freshly broken approximately 25 to 30 feet above the ground. Freshly broken treetop branches approximately 10 feet long and two to three inches in diameter were found at the base of the damaged tree. An inspection port cover from the airplane's left wing was found near the base of the damaged tree. Examination revealed the outboard tips of both wings displayed crush damage from the leading edge aft. The right main landing gear was displaced aft, and the right side of the fuselage was buckled at the main gear attachment points. The empennage and tail assembly appeared undamaged. The nose of the airplane was crushed, the engine was displaced aft, and the firewall was buckled aft. Fuel was observed leaking from the wreckage. The left aileron and right aileron were attached to the airframe with their respective bell cranks in place with the control cables connected. Control cable continuity was established from the ailerons to the turnbuckles in the cabin roof, and cable continuity was established from the t-bar for the control yoke to the turnbuckles in the cabin roof. The elevator was found attached to the airframe, and control cable continuity was established from the elevator to the t-bar for the control yoke; the base of the t-bar was found fractured. The elevator trim was operable from the cockpit control. The rudder was attached to the airframe and control cable continuity was established from the rudder to the cockpit pedals. No evidence of airframe or flight control malfunction was observed. Examination of the engine revealed compression developed on all four cylinders when the crankshaft was turned at the propeller and movement of the valves and the accessory gears was observed. Dark-colored oil was observed in the oil screen with a small amount of debris and no evidence of metallic debris. The carburetor was found separated with the throttle, mixture, and carburetor heat controls attached. The carburetor bowl smelled strongly of automotive fuel, the thimble screen contained dirt-like debris, and the mixture control arm was operable from stop to stop. Chordwise scratches were observed on the aft face of the propeller blade. The ignition harnesses for the magnetos appeared aged and displayed impact damage. Magneto timing to the engine was verified with a timing light. The leads from the left magneto for the No. 3 and No. 4 cylinders, and the lead from the right magneto for the No. 4 cylinder produced no spark when the magnetos were rotated. The leads were removed and the left and right magnetos produced spark on all towers when rotated. The spark plugs displayed dark deposits on the electrodes and the exterior barrels were rusted. No evidence of engine or component malfunction was observed. MEDICAL AND PATHOLOGICAL INFORMATION An autopsy was performed on the student pilot on December 6, 2003, by the Office of the Chief Medical Examiner, District Six, Pasco and Pinellas Counties, Largo, Florida. The cause of death was listed as "multiple blunt trauma." Forensic toxicology was performed by the Federal Aviation Administration Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The report stated no carbon monoxide, no cyanide, and no drugs were detected in the blood, and no ethanol was detected in the urine. ADDITIONAL INFORMATION Page 3 Copyright 1999, 2004,

4 The airplane was equipped with an adjustable bench seat. The inboard portions of the right and left seat belts were attached to the middle of the seat frame, and the outboard portions of the right and left seats belts were attached to the outboard seat frame. The right occupant belt was found unbuckled, and the left occupant belt was found cut by emergency response personnel. A spring-equipped rod assembly under the forward edge of the seat was equipped with a handle for forward and aft seat position adjustment. The forward portion of the right and left slide tubes in the aircraft cabin were each equipped with a series of five rod holes on the inboard side; the seat adjustment rod assembly could be retracted using the handle, the seat could be positioned forward or aft, and the rod assembly could be extended by releasing the handle, and the rod ends would fit into the corresponding rod holes in the slide tubes. Examination of the seat rod assembly revealed both rod tips were bent aft. Examination of the rod holes on the left slide tube revealed the fourth hole aft was elongated forward through third hole and forward of the third hole. Examination of the rod holes on the right slide tube revealed the fourth hole aft was elongated forward through the third, second, and first holes and forward. The elongations on both slide tubes displayed paint scrapes and exposed shiny metal features. Airworthiness Directive (AD) , for airplane models including the Aeronca 11AC, states, "In order to prevent seat belt anchorage from failing during crash landings If there is no need for an adjustable seat, the rear sliding lugs on each side of the seat should be bolted to the slide tube using... AN bolts... [or] 2. If the seat is to remain adjustable, two... steel snare cables looped around each end of the seat frame cross tube... should be installed..." A maintenance logbook entry dated May 25, 1995, was the most recent known record of compliance with AD Examination revealed there were no snare cable loops located in the wreckage. The rear legs on each side of the seat were each found with an AN bolt secured through the lower hole of each leg, with the threaded portion protruding outboard. The bolts were clean and displayed no evidence of damage. The lower bolt holes in the rear seat legs displayed no evidence of elongation. The right and left slide tubes in the aircraft cabin did not have bolt holes aft of the seat adjustment rod holes in the cabin. The right and left slide tubes displayed scrapes in the paint on top of the slide tubes aft of the seat adjustment rod holes. The scrapes exposed both rust-colored and shiny metal features. During examination, when the seat was positioned in the airplane with the seat adjustment rods aligned with the slide tube rod holes, the bolts protruding from the rear seat legs corresponded with the scrape marks on top of the aft slide tubes. The wreckage was released to an owner's representative in McVeytown, Pennsylvania, on February 3, Page 4 Copyright 1999, 2004,

5 Accident Rpt# FTW04LA124 05/08/ CDT Regis# N3708E Fort Stockton, TX Acft Mk/Mdl AERONCA 7AC Acft SN 7AC-7009 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Issued Eng Mk/Mdl LYCOMING O-235 Acft TT 1985 The 821-hour commercial pilot lost engine power while in cruise flight at 2,500 feet mean sea level approximately 25 miles west of his intended destination. While en route, he noticed the oil temperature gauge indicated 240 degrees (red line was 145 degrees). The pilot reduced engine rpm from 2,400 to 2,200, and increased the airplane's mixture setting. The oil temperature began to decrease. Shortly after, the engine suddenly began to lose power. The pilot increased the mixture setting to "full rich", and applied carburetor heat, but the engine continued to lose power. He was unable to maintain altitude and executed a forced landing to a service road on Interstate 10. Upon landing, the pilot was unable to keep the airplane straight due to the strong, gusting crosswinds and collided with a metal fence post and mesquite trees. Examination of the top and bottom spark plugs revealed the #2 and #4 plugs were oily, and the #1 and #3 plugs appeared white in color. The oil, which was changed approximately 8 hours before the accident, was dark in color. When asked how this accident could have been prevented, the pilot reported, "I probably leaned engine too much too long causing the oil temp[erature] to reach 240 degrees. Run aircraft more rich to provide better cooling to internal combustion chambers." Weather reported at an airport about 17 miles from the accident site were reported as wind from 130 degrees at 17 knots gusting to 24 knots. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's improper leaning of the fuel/air mixture in-flight, which resulted in a loss of engine power. Factor were the wind gusts and the crosswind. LOSS OF ENGINE POWER(TOTAL) - NONMECHANICAL - CRUISE CAUSE MIXTURE - IMPROPER USE OF - PILOT IN COMMAND FORCED LANDING - DESCENT - EMERGENCY - - ON GROUND/WATER COLLISION WITH OBJECT - LANDING OBJECT - FENCE POST - NOT REPORTED OBJECT - TREE(S) - NOT REPORTED FACTOR WEATHER CONDITION - CROSSWIND - NOT REPORTED FACTOR WEATHER CONDITION - GUSTS - NOT REPORTED On May 8, 2004, approximately 1822 central daylight time, an Aeronca 7AC single-engine airplane, N3708E, registered to and operated by a private individual, sustained substantial damage during a forced landing to a road following a loss of engine power near Fort Stockton, Texas. The commercial pilot and the passenger were not injured. A visual flight rules (VFR) flight plan was filed for the cross-country flight that departed Culberson County Airport (VHN) near Van Horn, Texas, about 1710, destined for Fort Stockton-Pecos County Airport (FST), Pecos, Texas. Visual meteorological conditions prevailed for the personal flight conducted under 14 Code of Federal Regulations Part 91. In a written statement, the 821-hour pilot reported that while in cruise flight at 2,500 feet mean sea level approximately 25 miles west of Fort Stockton, he noticed the oil temperature gauge indicated 240 degrees (red line was 145 degrees). He reduced engine rpm from 2,400 to 2,200, and increased the airplane's mixture setting. The oil temperature began to decrease. Shortly after, about 17 miles west of Fort Stockton, the engine suddenly began to lose power. The pilot increased the mixture setting to "full rich", and applied carburetor heat, but the engine continued to lose power. He was unable to maintain altitude and executed a forced landing to a service road on Interstate 10. Upon landing, the pilot was unable to keep the airplane straight due to the strong, gusting crosswinds and collided with a metal fence post and mesquite trees. The pilot reported that the right wing and fuselage sustained structural damage. A Federal Aviation Administration inspector performed an examination of the engine. According to the inspector, the engine was manually rotated, and compression and valve train continuity were established for each cylinder. The top and bottom spark plugs were removed; the #2 and #4 plugs appeared to be oily, and the #1 and #3 plugs appeared white in color. The oil, which was changed approximately 8 hours before the accident, was dark in color. Page 5 Copyright 1999, 2004,

6 When asked how this accident could have been prevented, the pilot reported, "I probably leaned engine too much too long causing the oil temp[erature] to reach 240 degrees. Run aircraft more rich to provide better cooling to internal combustion chambers." Weather at Fort Stockton at 1753 was reported as wind from 130 degrees at 17 knots gusting to 24 knots, visibility 10 miles, and clear skies. Page 6 Copyright 1999, 2004,

7 Accident Rpt# DEN04CA100 07/05/ MDT Regis# N1480E Limon, CO Acft Mk/Mdl AERONCA 7AC Acft SN 7AC-5403 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Issued Eng Mk/Mdl CONTINENTAL A65-8F Acft TT 1704 Opr Name: MICHAEL C. BROWN The airplane took off but was unable to climb sufficiently to avoid rising terrain. It also lost altitude in a turn, and the pilot felt he would be unable to return to the airport. He elected to land in a wheat field. The airplane sustained no damage. The pilot then decided to take off but without the passenger on board. After determining a suitable path to follow, a soft-field takeoff procedure was utilized. During the takeoff roll, the airplane contacted soft dirt and nosed over onto its back. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: the pilot's inadequate preflight planning/preparation. A contributing factor was the soft terrain in the takeoff area. ON GROUND/WATER ENCOUNTER WITH TERRAIN/WATER - TAKEOFF - ROLL/RUN CAUSE PREFLIGHT PLANNING/PREPARATION - INADEQUATE - PILOT IN COMMAND SOFT FIELD TAKEOFF/PROCEDURE - PERFORMED - PILOT IN COMMAND FACTOR TERRAIN CONDITIONS - SOFT - NOT REPORTED NOSE OVER - TAKEOFF - ROLL/RUN - - On July 5, 2004, approximately 1315 mountain daylight time, an Aeronca 7AC, N1480E, was substantially damaged when it collided with terrain and nosed over during an off-airport takeoff 1 mile north of Limon, Colorado. The commercial pilot, the sole occupant on board, was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the personal flight being operated under Title 14 CFR Part 91. The flight originated at Limon approximately 1230, and was en route to Watkins, Colorado. According to the accident report submitted by the pilot, the airplane departed Limon northbound but was unable to climb sufficiently to avoid rising terrain. The airplane also lost altitude in a turn and the pilot felt he would be unable to return to Limon. He elected to land in a wheat field. The airplane sustained no damage. The pilot then decided to take off but without the passenger. After determining a suitable path to follow, a soft-field takeoff procedure was utilized. During the takeoff roll, the airplane contacted soft dirt and nosed over onto its back. The vertical stabilizer and rudder were crushed, and the wing lift struts were buckled. Page 7 Copyright 1999, 2004,

8 Accident Rpt# FTW04CA141 05/26/ CDT Regis# N61407 Tarzan, TX Apt: Cooper Flying Service Airstrip NONE Acft Mk/Mdl AIR TRACTOR AT-502 Acft SN 502B-0313 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Issued Eng Mk/Mdl PRATT & WHITNEY PT6A-34AG Acft TT 4837 Flt Conducted Under: FAR 137 Opr Name: COOPER FLYING SERVICE Opr dba: AERIAL APPLICATION The airplane began to settle back down on the ground just after take-off from runway N (a 2,650-feet long by 150-feet wide turf runway). The 3,370-hour pilot emptied the load of chemicals, but was still unable to gain altitude. The automated surface observing station at Midland International Airport (MAF), near Midland, Texas, located approximately 12 miles southwest of the airport, reported winds at 170 at 10 knots, gusting to 15 knots, visibility 10 statute miles, sky clear, temperature 88 degrees Fahrenheit, dew point 63 degrees Fahrenheit, and a barometric pressure of inches of Mercury. The density altitude was calculated as 5,320 feet based on the outside air temperature of 31 degrees Celsius, a dew point of 17 degrees Celsius, and an altimeter setting of inches of mercury. The field elevation at the private airstrip was 2,740 feet msl. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to maintain proper airspeed suitable for flight. Contributing factors were the high density altitude and tail wind condition. ON GROUND/WATER COLLISION WITH OBJECT - TAKEOFF - INITIAL CLIMB CAUSE AIRSPEED - NOT MAINTAINED - PILOT IN COMMAND FACTOR WEATHER CONDITION - TAILWIND - NOT REPORTED FACTOR WEATHER CONDITION - HIGH DENSITY ALTITUDE - NOT REPORTED TERRAIN CONDITIONS - BERM - NOT REPORTED On May 26, 2004, approximately 1130 central daylight time, an Air Tractor AT-502 single-engine agricultural airplane, N61407, was substantially damaged when it impacted a berm at the departure end of the runway following a loss of control during take-off from Ryan Aerodrome (7TX7), a private field near Tarzan, Texas. The commercial pilot, sole occupant of the airplane, was not injured. The airplane was registered to and operated by the pilot. Visual meteorological conditions prevailed, and a flight plan was not filed for the 14 Code of Federal Regulations Part 137 aerial application flight. The flight was originating at the time of the accident According to the Federal Aviation Administration (FAA) inspector, who responded to the accident site, the airplane began to settle back down on the ground just after take-off from runway N (a 2,650-feet long by 150-feet wide turf runway). The 3,370-hour pilot emptied the load of chemicals, but was still unable to gain altitude. The right wing impacted the ground first, followed by the left main landing gear. The airplane came to rest approximately 180 degrees from the direction of take-off. Examination of the airplane by the FAA inspector revealed that the left main landing gear and tailwheel separated from the airplane. The outboard section of the right wing was bent up and aft approximately 45 degrees. The left wing-tip was wrinkled and the left aileron was almost completely separated. The rudder and elevator trim tab was completely separated from the airplane. All three propeller blades exhibited S-bending. The automated surface observing station at Midland International Airport (MAF), near Midland, Texas, located approximately 12 miles southwest of the airport, at 1153, reported winds at 170 at 10 knots, gusting to 15 knots, visibility 10 statute miles, sky clear, temperature 88 degrees Fahrenheit, dew point 63 degrees Fahrenheit, and a barometric pressure of inches of Mercury. The density altitude was calculated as 5,320 feet based on the outside air temperature of 31 degrees Celsius, a dew point of 17 degrees Celsius, and an altimeter setting of inches of mercury. The field elevation at the private airstrip was 2,740 feet msl. Despite repeated attempts by the NTSB investigator in charge (IIC) to acquire a completed Pilot/Operator Aircraft Accident Report (NTSB Form /2) from the pilot, one was not obtained. Page 8 Copyright 1999, 2004,

9 Accident Rpt# SEA04CA132 07/12/ PDT Regis# N23811 Waitsburg, WA Acft Mk/Mdl AIR TRACTOR INC. AT-301 Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Issued Eng Mk/Mdl PRATT & WHITNEY R1340 Flt Conducted Under: FAR 137 Opr dba: RED BARON AVIATION The pilot reported that while landing at an airstrip, and flaring to a three point landing, a gust of wind or "dust-devil" pushed the aircraft to the left side of the airstrip. The pilot reported that it happened so fast that he was unable to make a correction before the spray boom caught on the bordering wheat. The airplane veered to the left and spun around approximately 180 degrees before coming to rest on the side of the strip in the wheat field. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to maintain aircraft control and his inadequate compensation for the wind conditions during the landing. Gusts and high vegetation were factors. LOSS OF CONTROL - IN FLIGHT - LANDING - FLARE/TOUCHDOWN CAUSE COMPENSATION FOR WIND CONDITIONS - INADEQUATE - PILOT IN COMMAND CAUSE AIRCRAFT CONTROL - NOT MAINTAINED - PILOT IN COMMAND ON GROUND/WATER ENCOUNTER WITH TERRAIN/WATER - LANDING - ROLL TERRAIN CONDITIONS - HIGH VEGETATION - NOT REPORTED On July 12, 2004, about 1100 Pacific daylight time, an Air Tractor AT-301, N23811, registered to a private individual and operated by Red Baron Aviation as a 14 CFR Part 137 aerial application flight, collided with vegetation during the landing at an airstrip near Waitsburg, Washington, and subsequently ground looped. Visual meteorological conditions prevailed at the time and no flight plan was filed for the local flight. The aircraft was substantially damaged and the commercial pilot, the sole occupant, was not injured. The pilot reported that while landing at an airstrip, and flaring to a three point landing, a gust of wind or "dust-devil" pushed the aircraft to the left side of the airstrip. The pilot reported that it happened so fast that he was unable to make a correction before the spray boom caught on the bordering wheat. The airplane veered to the left and spun around approximately 180 degrees before coming to rest on the side of the strip in the wheat field. Page 9 Copyright 1999, 2004,

10 Accident Rpt# DEN04LA090 06/14/ MDT Regis# N8502F West Jordan, UT Apt: Salt Lake City Municipal 2 U42 Acft Mk/Mdl AIRCRAFT MFG & DEV. CO. (AMD) Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Issued Eng Mk/Mdl LYCOMING N2C Acft TT 1355 The pilot was demonstrating his first series of solo take-offs and landings to, and was under the supervision of, his instructor. The first two takeoffs and landings were without incident. On the third landing, the airplane bounced and he aborted the landing. On the fourth landing attempt, the airplane was at low altitude and high airspeed. The airplane landed hard, crushing the nose gear aft. The propeller was bent and the firewall was buckled. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: the pilot's improper flare which resulted in a hard landing. Contributing factors were the low altitude and high airspeed, resulting in an unstabilized approach. HARD LANDING - LANDING - FLARE/TOUCHDOWN FACTOR ALTITUDE - LOW - PILOT IN COMMAND FACTOR AIRSPEED - HIGH - PILOT IN COMMAND CAUSE FLARE - IMPROPER - PILOT IN COMMAND NOSE GEAR COLLAPSED - LANDING - FLARE/TOUCHDOWN - - On June 14, 2004, approximately 0840 mountain daylight time, an Aircraft Manufacturing and Development Company Aleros CH 2000, N8502F, registered to and operated by Salt Lake Community College, was substantially damaged during a hard landing at Salt Lake City Municipal 2 Airport (U42), West Jordan, Utah. The student pilot, the sole occupant on board, was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed for the local training flight being conducted under Title 14 CFR Part 91. The flight originated at Salt Lake City International Airport, Salt Lake City, Utah, approximately According to his accident report, the pilot said he was demonstrating his first series of solo take-offs and landings to his instructor. The first two takeoffs and landings were without incident. On the third landing, the airplane bounced and he aborted the landing. On the fourth landing attempt, the airplane was at low altitude and high airspeed. The airplane landed hard, crushing the nose gear aft. The propeller was bent and the firewall was buckled. Page 10 Copyright 1999, 2004,

11 Accident Rpt# SEA04LA089 05/14/ PDT Regis# NONE Richland, WA Acft Mk/Mdl AIRFRAMES UNLIMITED POWERED Acft SN AUNW10 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Issued Eng Mk/Mdl ROTAX Acft TT 55 On the first takeoff attempt to the north the powered parachute did not come up completely, but on the second attempt it did. After becoming airborne the aircraft veered hard to the left, causing the pilot to throttle back and try to land. However, in an attempt to abort the landing the aircraft clipped an overhead light pole with its left tire while trying to go around the pole to the north. The aircraft subsequently impacted the ground and came to rest on its left side. The pilot did not report any anomalies with the aircraft which would have precluded normal operations. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The failure of the non-certificated pilot to maintain clearance from a pole while maneuvering. Factors contributing to the accident included the loss of directional control and the pole. IN FLIGHT COLLISION WITH OBJECT - MANEUVERING FACTOR DIRECTIONAL CONTROL - NOT MAINTAINED - PILOT IN COMMAND CAUSE CLEARANCE - NOT MAINTAINED - PILOT IN COMMAND FACTOR OBJECT - POLE - NOT REPORTED IN FLIGHT COLLISION WITH TERRAIN/WATER - DESCENT - UNCONTROLLED TERRAIN CONDITIONS - GROUND - NOT REPORTED On May 14, 2004, approximately 0735 Pacific daylight time, an unregistered single-engine Airframes Unlimited airplane sustained substantial damage following a loss of control and colliding with an object during takeoff-initial climb near Richland, Washington. The non-certificated pilot received serious injuries, while the sole passenger was not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight, which was conducted under 14 CFR Part 91. The flight was originating from a private alfalfa field at the time of the accident. According to the Pilot/Operator Aircraft Accident Report (NTSB form /2), the pilot reported that after his preflight he and his passenger, "...buckled in and I gave [it] full throttle to bring the [parachute] overhead." The pilot further reported that the chute did not come up completely, so he throttled back and after the chute was down he tried it again. The pilot stated, "...this time it came up overhead and looked ok. I went full throttle for takeoff and after about 75 feet we were airborne." The pilot related that the "machine" then took a very hard left turn which caused him to throttle back and try to land. The pilot reported, "It looked like we would roll if we touched down, so I tried to stay up. There was an overhead light in front of us and I clipped my left tire on it and we came down and knocked down the pole." The aircraft impacted the ground, coming to rest on its left side. The pilot did not report any anomalies with the aircraft prior to the flight which would have precluded normal operations. The pilot reported that damage to the aircraft included the airframe being bent and twisted and the propeller blades being broken. At 0753, an automated weather reporting station located at the Tri-Cities Airport (PSC), Pasco, Washington, located 10 nautical miles southeast of the accident site reported wind 320 degrees at 5 knots, visibility 10 statute miles, sky clear, temperature 14 degrees C, dew point 7 degrees C, and an altimeter setting of inches of Mercury. Page 11 Copyright 1999, 2004,

12 Accident Rpt# FTW04FA144 05/29/ CDT Regis# N623KD Harwood, TX Apt: Coover Flying Field PVT Acft Mk/Mdl AVIAT A-1 Acft SN 1274 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Issued Eng Mk/Mdl LYCOMING O-360-A1P Acft TT 451 During takeoff, a witness observed the airplane depart to the south and climbed vertically at an approximate 85 degree angle, with the rudder deflected to the right. When it reached the apex of the climb, approximately feet above ground level, it began to "fly backwards like a kite," and the engine was "throttled back." The airplane then made a descending left hand turn in an approximate degree nose down attitude. While in the descent, the elevator was deflected to the full up position. The witness then observed the left wing "drop" and the upward deflection on the elevator decreased. At this point, and while still in the descent, the right aileron was deflected to the full up position, and the airplane's wings leveled out, while the engine "throttled back up to full power." The right aileron stayed deflected, and the airplane turned to the right and contacted the ground with the right wing tip first followed by the engine. Another witness reported that the 410-hour pilot "almost always" performed this type of take-off, and he has observed the pilot perform this maneuver "recently and frequently." Flight control continuity was established throughout the airplane at the accident site. No mechanical anomalies were noted with the engine or airframe. The airplane was found to be within weight and balance limits. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's failure to maintain airspeed sufficient for flight resulting in an inadvertent stall/spin during takeoff. LOSS OF CONTROL - IN FLIGHT - TAKEOFF CAUSE AIRSPEED - NOT MAINTAINED - PILOT IN COMMAND STALL/SPIN - INADVERTENT - PILOT IN COMMAND LOSS OF CONTROL - IN FLIGHT - DESCENT - UNCONTROLLED - - ON GROUND/WATER ENCOUNTER WITH TERRAIN/WATER - DESCENT - UNCONTROLLED TERRAIN CONDITIONS - GROUND - NOT REPORTED HISTORY OF FLIGHT On May 29, 2004, at 1440 central daylight time, an Aviat A-1 single-engine tailwheel equipped airplane, N623KD, was substantially damaged when it impacted terrain following a loss of control during takeoff from a private airstrip near Harwood, Texas. The airplane was registered to and operated by the pilot. The private pilot and the passenger sustained fatal injuries. Visual meteorological conditions prevailed and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal flight. The local flight was originating at the time of the accident. The owner of the private airstrip, known locally as "Coover Flying Field," reported that he was hosting an annual Memorial Day Weekend fly-in for remote control airplane enthusiasts. One of the participants flew his airplane to the airstrip on the morning of the accident, and during the day, offered to take people for a ride in his airplane. The accident occurred on his third passenger ride of the day. Several people witnessed the accident and provided the Safety Board with written and verbal statements. During a telephone interview, conducted by the NTSB investigator-in-charge (IIC), a witness reported that he had observed the pilot make three take-offs. He reported that on the first take-off, the pilot made a "sharp climb" that was "steeper than normal." The witness videotaped the pilot's second take-off. He said the airplane departed "quickly" from the ground with full flaps and full power, but the climb-out was "slower" than and not as steep as the previous take-off. The witness videotaped the entire third flight. He said that he had reviewed the videotape several times, and reported the following: The airplane departed to the south and climbed vertically at an approximate 85 degree angle, with the rudder deflected to the right. When it reached the apex of Page 12 Copyright 1999, 2004,

13 the climb, approximately feet above ground level (agl), it began to "fly backwards like a kite" (the witness was not sure if this was due to the strong winds that were blowing at the time), and the engine was "throttled back." The airplane then made a descending left hand turn, and descended in an approximate degree nose down attitude. While in the descent, the elevator was deflected to the full up position. The witness then observed the left wing "drop" and the upward deflection on the elevator decreased. At this point, and while still in the descent, the right aileron was deflected to the full up position, and the airplane's wings leveled out, while the engine "throttled back up to full power." The right aileron stayed deflected, and the airplane turned to the right and contacted the ground with the right wing tip first. As the airplane contacted the ground, the fuselage twisted and came to rest in the opposite direction of where it initially contacted the ground. In addition, the witness also observed the airplane as it flew around the airfield on its previous flights. At one point, he said the airplane flew over the eastern portion of the airfield at a very low altitude. A review of the video tape by the NTSB IIC confirmed the witnesses' statement. A second witness reported that he was standing about 500 feet away from the airplane when he observed it make a near vertical climb after take-off. When the airplane reached an altitude of feet agl, engine power was reduced, and the airplane did a "hammerhead stall" to the left. As the airplane descended, he saw the pilot try to pull out of the dive about 50 feet above the ground, but the right wing dropped and collided with the ground, and followed by the nose of the airplane. The witness stated that the pilot "almost always" performed this type of take-off, and he had observed the pilot perform this maneuver "recently and frequently." A third witness reported that the airplane departed with full flaps and "went into a straight vertical climb" with an approximate 30 mile per hour (mph) head wind. As the airplane reached a 90 degrees nose-up attitude, it was "pushed backwards" as the airplane performed a "hammerhead turn." As the airplane started to descend, the witness observed the "engine running" as the pilot "tried to pull out of the descent." A fourth witness reported that the airplane "took off and went almost vertical." At an approximate altitude of 200 feet agl, the airplane "stalled" and attempted to turn left as it impacted terrain. A fifth witness reported that as the airplane lifted off the runway, "it went almost vertical. At the top of the vertical climb, it turned to the left." The engine "sounded like it throttled back as the airplane started to descend." A sixth witness reported that the airplane "pulled up to a vertical line of approximately 85 degrees" after takeoff. At an altitude of approximately 300 feet agl, the airplane "turned to the left in a stall turn." As the airplane established the "downline," the wind pushed [the airplane] downwind as [the airplane] went into a stall." The witness stated "there was not enough altitude to recover." PERSONNEL INFORMATION The pilot held a private pilot certificate with ratings for airplane single engine land, and instrument airplane. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued on September, 18, A review of the private pilot's logbook revealed that he accumulated approximately flight hours, of which hours was in the accident make/model airplane. In the preceding 90 days, the pilot had logged 37.1 hours of flight time, and in the preceding 30 days, he had logged 13.8 hours of flight time. AIRCRAFT INFORMATION The 1994-model Aviat A-1, serial number 1274, was a high wing, fabric covered tubular structure airplane, with a fixed landing gear, configured to carry a maximum of two occupants in a tandem seating configuration. The airplane was powered by a normally aspirated, direct drive, air-cooled, horizontally opposed, carbureted, four-cylinder Lycoming O-360-A1P engine (serial number L A), rated at 180 horsepower at sea level. Review of the airframe and engine logbooks, revealed the airplane's most recent 100-hour/annual inspection was on April 11, 2004, with a total time of 428 hours. At the time of the accident, the airframe and engine had accumulated a total of 23.1 hours since the last inspection. METEOROLOGICAL INFORMATION Page 13 Copyright 1999, 2004,

14 Weather at San Marcos Municipal Airport (HYI), near San Marcos, Texas, approximately 26 nautical miles northwest of the accident site, at 1435, was reported as wind from 170 degrees at 22 knots, gusting to 25 knots, visibility 10 statute miles, sky clear, temperature 89 degrees Fahrenheit, dew point 71 degrees Fahrenheit, and an altimeter setting of inches of Mercury. The density altitude was calculated by the NTSB IIC to be 2,754 feet. AERODROME INFORMATION The private airstrip featured a 1,700-foot long by 100-foot wide unlit grass runway oriented on a north/south heading. The grass runway was cut to approximately 2-3 inches in height. WRECKAGE AND IMPACT INFORMATION The airplane came to rest in a field approximately 500 feet from the north end of the runway, and 300 feet east of the runway approximately 29 degrees 41 minutes north latitude and 097 degrees 29 minutes west longitude, at a field elevation of approximately 447 feet mean sea level (msl). The airplane impacted terrain on a magnetic heading of 085 degrees, and came to rest on its left side on a heading of 210 degrees. The wreckage debris distribution area remained within an 75-foot radius to the main wreckage. The initial impact mark was about 34 feet from where the airplane came to rest. The initial impact mark included two horizontal impact marks (consistent with the leading edge of the wings) that expanded to the left and right of a 3- foot by 2- foot- wide crater. A piece of green navigational lens was found embedded at the far most end of the right impact mark, and a piece of red navigational lens was found at the far most end of the left impact mark. Examination of the wreckage revealed that the left wing was separated from the fuselage at the wing attach points. The leading edge of the left wing was crushed aft throughout the entire length of the wing. The leading edge of the wing was twisted downwards and the trailing edge of the wing was twisted upwards outboard of the wing lift strut attach point. The wingtip structure was also damaged. Flight control continuity was established from the aileron through the bell crank, to the wing strut, and throughout the leading edge to the wing attach point. Fuel was observed in the fuel tank, and the fuel cap was found secure. The right wing was removed by fly-in attendees in an attempt to assist the pilot and passenger. The leading edge of the right wing was crushed aft throughout the enter length of the wing. The leading edge outboard of the wing lift strut to the wing tip was crushed aft at an angle of approximately 45 degrees to the wingtip. The wingtip structure was also damaged. Flight control continuity was established from the aileron through the bell crank, to the wing strut, and throughout the leading edge to the wing attach point. Fuel was observed in the fuel tank, and the fuel cap was found secure. The empennage was found with minor cosmetic damage. Flight control continuity was established from the front and rear seat flight control column to the elevators. Control continuity was also established to the rudder from the forward and rear rudder pedals. The roof of the cockpit was also removed by fly-inn attendees. The right main landing gear was pushed aft, and the left main landing gear was deformed. The fuselage, forward of the main landing gear, was bent upwards at an approximate 20 degree angle. The cockpit area sustained impact damage, including the instrument panel. Both seats remained attached to their respective mounts. The wooden floor forward of the rear seat was crushed upwards. The floor board, forward of the front seat, was also crushed upward. The throttle, mixture, and propeller controls were found in the full forward position. The carburetor heat was observed in the "off" position and the engine primer was found "in and locked." The fuel selector handle was in the "on" position. The engine remained attached to the fuselage, but was pushed into the firewall. The propeller remained attached to the propeller flange, but the crankshaft was partially sheered on the aft side of the flange. During the on-scene examination of the engine, the propeller was cut away from the engine aft of the crankshaft propeller flange. The engine was rotated from the vacuum pump accessory drive, and valve training continuity and compression were established on each cylinder. During the compression check, spark was observed on all ignition leads. The engine oil sump screen was absent of debris. The spark plugs were removed. When compared to the Champion Aviation Check-A-Plug Wear Guide (Part Number AV-27), the cylinder #1, 2, 3, 4 top and #2 bottom spark plugs displayed signatures consistent to normal operation. The #3 and 4 bottom cylinder spark plugs were found saturated with oil. The bottom #1 cylinder spark plug was bent and contained a grit like substance that was consistent with dirt observed in the electrode area. Page 14 Copyright 1999, 2004,

15 The carburetor had separated from the engine during impact. No fuel was observed in the carburetor float bowl; however, the carburetor was breeched. No fuel was expelled when the throttle arm was actuated. The fuel screen was absent of debris. The two-bladed variable pitch propeller assembly remained attached to the crankshaft flange. One blade was bent aft approximately 35 degrees, 7 inches inboard from the blade tip. Leading edge gouging and polishing was observed at the tip of the blade. The other blade displayed aft bending 7 inches outboard of the hub, at an angle of approximately 20 degrees. The blade was twisted about 10 degrees toward low pitch. The tip of the blade was bent forward approximately 10 degrees. Leading edge polishing was observed throughout the length of the blade. FIRE There was no post-impact. MEDICAL AND PATHOLOGICAL INFORMATION The Office of the Medical Examiner, Travis County, of Austin, Texas, performed an autopsy on the pilot on May 30, Specimens for toxicological tests were taken from the pilot by the medical examiner. According to the autopsy, the cause of death was multiple traumatic injuries. The FAA's Civil Aeromedical Institute's (CAMI) Forensic and Accident Research Center examined the specimens taken by the medical examiner. The toxicological tests were negative for carbon monoxide, cyanide and alcohol. SURVIVAL ASPECTS A five-point seat restraint system was observed in the airplane for both the front and rear seats. It was reported by the emergency personnel that the pilot and passenger were using their respective restraint systems. TESTS AND RESEARCH The airplane manufacturer calculated the weight and balance of the airplane at the time of departure using the reported weights of the occupants and the estimated fuel weights. The weight and balance was found to be within limits at the time of departure. ADDITIONAL INFORMATION The wreckage was released to the owner's representative on May 31, Page 15 Copyright 1999, 2004,

16 Accident Rpt# LAX04CA279 07/24/ PDT Regis# N268DM Minden, NV Apt: Minden-tahoe MEV Acft Mk/Mdl AVIAT A-1B Acft SN 2120 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Issued Eng Mk/Mdl LYCOMING O-360-A1P Opr Name: SHARON L. DAVIS The pilot misjudged the landing flare, made a hard, bounced wheel landing, lost directional control, and ground looped. Because runway 21 was closed, the pilot had elected to land on its parallel taxiway. During the landing sequence on the 1,500-foot-long taxiway, the pilot increased engine power in an unsuccessful effort at maintaining airplane control. The pilot was aware of the local crosswind condition, which presented up to a 30-degree right crosswind at 14 to 17 knots. THE NATIONAL TRANSPORTATION SAFETY BOARD DETERMINED THAT THE CAUSE OF THIS OCCURRENCE WAS: The pilot's inadequate compensation for the crosswind conditions and failure to maintain directional control. The misjudged landing flare and the crosswind were factors. HARD LANDING - LANDING - FLARE/TOUCHDOWN FACTOR FLARE - MISJUDGED - PILOT IN COMMAND LOSS OF CONTROL - ON GROUND/WATER - LANDING - ROLL CAUSE COMPENSATION FOR WIND CONDITIONS - INADEQUATE - PILOT IN COMMAND CAUSE DIRECTIONAL CONTROL - NOT MAINTAINED - PILOT IN COMMAND GROUND LOOP/SWERVE - INADVERTENT - PILOT IN COMMAND On July 24, 2004, about 1440 Pacific daylight time, an Aviat Aircraft, Inc., A-1B, N268DM, operated by the pilot-owner, ground looped on landing at the Minden-Tahoe Airport, Minden, Nevada. The airplane was substantially damaged. Neither the private pilot nor passenger was injured during the personal flight. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight was performed under the provisions of 14 CFR Part 91, and it originated form Redmond, Oregon, about The pilot reported to the National Transportation Safety Board investigator that while approaching the uncontrolled airport, where her airplane is based, she was aware of the local wind condition. Because runway 21 was closed, she elected to land on its parallel taxiway. The pilot stated that the taxiway is 1,500 feet long, and she had previously landed on it. On approach, she confirmed the wind direction and speed. The pilot further reported that she made a hard, bounced wheel landing, and increased engine power to recover. Thereafter, she lost directional control of the airplane, and it veered off the pavement, impacted sage brush, and ground looped. According to the pilot, at the time of the mishap the wind direction was between 210 and 240 degrees, at 14 to 17 knots. Page 16 Copyright 1999, 2004,