National Transportation Safety Board - Aircraft Accident/Incident Database

Transcription

1 Accident Rpt# CEN14CA429 07/29/ CDT Regis# N502NR Minden, NE Apt: N/a Acft Mk/Mdl AIR TRACTOR INC AT 502B-B Acft SN 502B-2817 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT AND WHITNEY PT6A-34A6 Acft TT 489 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 137 Opr Name: LARRY GANDY AW Cert: SPR 2. Enroute - Controlled flight into terr/obj (CFIT) During a pass of the aerial application flight, the airplane collided with a windmill at the edge of the field. The airplane sustained substantial damage to the left wing. The pilot reported no pre-impact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. In addition, the pilot stated he did not observe the windmill during his survey of the field prior to beginning the application to field. Page 1 Copyright 1999, 2015,

2 Accident Rpt# GAA15CA082 05/20/ EDT Regis# N55528 Williamson, GA Apt: Peach State GA2 Acft Mk/Mdl BOEING PT 17-UNDESIGNAT Acft SN Acft Dmg: SUBSTANTIAL Rpt Status: Prelim Prob Caus: Pending Fatal 0 Ser Inj 1 Flt Conducted Under: FAR 091 Opr Name: TAYLOR LARRY J Page 2 Copyright 1999, 2015,

3 Accident Rpt# GAA15LA005 03/10/ EDT Regis# N12155 Muskegon, MI Apt: Muskegon County Airport KMKG Acft Mk/Mdl CESSNA B-B Acft SN 208B0562 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT AND WHITNEY PT6A-114A Acft TT Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 135 Opr Name: MARTINAIRE AVIATION, L.L.C. MARTINAIRE 2. Approach-IFR final approach - Controlled flight into terr/obj (CFIT) 3. Approach-IFR final approach - Abrupt maneuver On March 10, 2015 about 0740 eastern daylight time, a Cessna 208B airplane, N12155, struck approach lights during an instrument approach and landing at Muskegon County Airport (KMKG), Muskegon, Michigan. The pilot, the sole occupant, was not injured, and the airplane sustained substantial damage. The airplane was registered to Aero Leasing INC., of Incline Village, Nevada, and operated by Martinaire Aviation, L.L.C. of Addison, Texas, as a cargo flight under 14 Code of Federal Regulations, Part 135. Instrument meteorological conditions prevailed at the time of the accident, and an instrument flight rules flight plan had been filed. The flight originated from Capitol Region International Airport (KLAN), Lansing, Michigan and was destined for Muskegon County Airport (KMKG), Muskegon Michigan. According to a written statement provided by the pilot, he was on an instrument flight plan and had been cleared to land at KMKG via the KMKG ILS runway 24 approach. He used the airplane's instrument landing system with the autopilot engaged during the approach. Upon reaching the decision height, the pilot reported the approach lights came into view and he disconnected the autopilot. The pilot descended to 100 feet above the ground, the runway threshold lights and runway lights became visible, and the pilot realized he was to the right of the runway. The airspeed had decreased and the altitude was lower than he had anticipated. The pilot added power, increased the angle of attack, and banked the airplane left to correct for course, altitude and airspeed. During the left turn, the left wing strut and left horizontal stabilizer struck elements of the 800 and 600 foot medium intensity approach lighting system. The pilot continued to the runway and, landed hard, damaging the left landing gear and belly cargo pod. A post-accident examination revealed substantial damage to the left horizontal stabilizer. The pilot reported no mechanical malfunctions or failures with the airplane prior to the flight that would have resulted in abnormal operation of the aircraft Effective at the time of this accident was a permanent Notice to Airmen (NOTAM) associated with the ILS runway 24 approach prohibiting a coupled autopilot approach from 1150 feet mean seal level to the surface. During a post-accident interview the pilot stated he was unaware of this NOTAM. The NOTAM had been in effect since February 21st, 2014 and the approach chart used did not note this approach restriction. Weather at the time of the accident was reported as winds 250 degrees at 5 knots, «statute mile visibility, 200 feet overcast, temperature 32 degrees Fahrenheit, dew point 32 degrees Fahrenheit, and altimeter inches of mercury. Page 3 Copyright 1999, 2015,

4 Accident Rpt# ERA15LA124B 02/09/ EST Regis# N70EA Sebastian, FL Apt: Sebastian Municipal X26 Acft Mk/Mdl DEHAVILLAND DHC Acft SN 139 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT AND WHITNEY PT6A-34 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: EAGLE AIR TRANSPORT INC AW Cert: STN 1. Standing-engine(s) not oper - Ground collision On February 9, 2015, at 0615 eastern standard time, N30EA and N70EA, both DeHavilland DH 6 Twin Otters, sustained substantial damage when N30EA collided with N70EA, when it lost control during engine start at the Sebastian Municipal Airport (X26), Sebastian, Florida. The pilot of N30EA and the pilot and mechanic on N70EA were not injured. Both airplanes were registered to and operated by Eagle Air Transport, Ottawa, Illinois. An instrument flight rules flight plan was filed for both airplanes and destined for the Exuma International Airport (MYEF), George Town, Bahamas. Visual meteorological conditions prevailed for the positioning flight conducted under the provisions of 14 Code of Federal Regulations Part 91. Both airplanes were parked right next to each other (N30EA was to the right of N70EA) and were preparing to depart. The pilot of N30EA reported that she conducted a normal pre-flight inspection of the airplane and the parking brake was "set." After starting both engines, the pilot advanced the throttles (one at a time) to bring the generators on-line. She said the airplane began to move forward and to the left because the steering-tiller had been positioned "sharply" to the left when the airplane was last parked. The pilot said that when she applied the brakes, there was no response and the airplane turned almost 180 degrees as it collided with N70EA, who also had its engines running. A review of postaccident photographs revealed substantial damage to the right wings and engines of both airplanes. The propeller assembly from N70EA's right engine had sheared off and each blade was damaged. The propeller assembly for N30EA remained partially attached to the engine and each blade was damaged. The area above the cockpit of N30EA was crushed from impact with N70EA's right wing. The pilot of N30EA reported that after she did an emergency shut-down of the engines; she realized the hydraulic circuit breaker was "pulled." She said she had been told that a mechanic had "pulled" the circuit breaker to bleed down the hydraulic accumulator during maintenance done the night before the accident, which may have resulted in the parking brake and pedal-brakes not having sufficient fluid to operate correctly. However, a review of maintenance logs for N30EA revealed there was no maintenance to the hydraulic system on the airplane prior to the accident. The pilot also stated that she learned after the accident that even though it is not on the checklist, some pilots will pull the hydraulic circuit breaker when shutting down the aircraft to "save a little wear and tear" on the hydraulic pump. It is not known how or why the hydraulic circuit breaker had opened prior to the accident. According to the airplane's Normal Operating procedures, section 2.1.2, Before Starting Engines checklist, the pilot was to confirm that all circuit breakers were "In". When asked how this accident could have been prevented, the pilot said she, "...should have seen the pulled circuit breaker on the prestart flow." The pilot of N70EA stated that he was parked to the left of N30EA and he had just started the engines. He was bringing the generators on-line when the operator's Director of Maintenance (DOM) was boarding the rear of the airplane. The pilot then reached down to turn on the avionics master switch, when N30EA collided with N70EA. He immediately shut down both engines while the DOM exited the rear of the airplane. Page 4 Copyright 1999, 2015,

5 Accident Rpt# ERA15LA124A 02/09/ EST Regis# N30EA Sebastian, FL Apt: Sebastian Municipal X26 Acft Mk/Mdl DEHAVILLAND DHC 6 TWIN OTTER Acft SN 191 Acft Dmg: SUBSTANTIAL Rpt Status: Factual Prob Caus: Pending Eng Mk/Mdl PRATT AND WHITNEY PT6A-34 Fatal 0 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: EAGLE AIR TRANSPORT INC AW Cert: STN 1. Standing-engine(s) start-up - Loss of control on ground On February 9, 2015, at 0615 eastern standard time, N30EA and N70EA, both de Havilland Canada DHC 6 Twin Otters, sustained substantial damage when N30EA collided with N70EA, when the pilot lost control during engine start at the Sebastian Municipal Airport (X26), Sebastian, Florida. The pilot of N30EA and the pilot and mechanic on N70EA were not injured. Both airplanes were registered to and operated by Eagle Air Transport, Ottawa, Illinois. An instrument flight rules flight plan was filed for both airplanes and destined for the Exuma International Airport (MYEF), George Town, Bahamas. Visual meteorological conditions prevailed for the positioning flights conducted under the provisions of 14 Code of Federal Regulations Part 91. Both airplanes were parked right next to each other (N30EA was to the right of N70EA) and were preparing to depart. The pilot of N30EA reported that she conducted a normal pre-flight inspection of the airplane and the parking brake was "set." After starting both engines, the pilot advanced the throttles (one at a time) to bring the generators on-line. She said the airplane began to move forward and to the left because the steering-tiller had been positioned "sharply" to the left when the airplane was last parked. The pilot said that when she applied the brakes, there was no response and the airplane turned almost 180 degrees as it collided with N70EA, who also had its engines running. A review of postaccident photographs revealed substantial damage to the right wings and engines of both airplanes. The propeller assembly from N70EA's right engine had sheared off and each blade was damaged. The propeller assembly for N30EA remained attached to the engine and each blade was damaged. The area above the cockpit of N30EA was crushed from impact with N70EA's right wing. The pilot of N30EA reported that after she did an emergency shut-down of the engines; she realized the hydraulic circuit breaker was "pulled." She said she had been told that a mechanic had "pulled" the circuit breaker to bleed down the hydraulic accumulator during maintenance done the night before the accident, which may have resulted in the parking brake and pedal-brakes not having sufficient fluid to operate correctly. However, a review of maintenance logs for N30EA revealed there was no maintenance to the hydraulic system on the airplane prior to the accident. The pilot also stated that she learned after the accident that even though it is not on the checklist, some pilots will pull the hydraulic circuit breaker when shutting down the aircraft to "save a little wear and tear" on the hydraulic pump. It is not known how or why the hydraulic circuit breaker had opened prior to the accident. According to the airplane's Normal Operating procedures, section 2.1.2, Before Starting Engines checklist, the pilot was to confirm that all circuit breakers were "In". When asked how this accident could have been prevented, the pilot said she, "...should have seen the pulled circuit breaker on the prestart flow." The pilot of N70EA stated that he was parked to the left of N30EA and he had just started the engines. He was bringing the generators on-line when the operator's Director of Maintenance (DOM) was boarding the rear of the airplane. The pilot then reached down to turn on the avionics master switch, when N30EA collided with N70EA. He immediately shut down both engines while the DOM exited the airplane. Page 5 Copyright 1999, 2015,

6 Accident Rpt# WPR15FA158 05/07/ PDT Regis# N962DA Spokane, WA Apt: Felts Field SFF Acft Mk/Mdl PIPER PA P-350P Acft SN Acft Dmg: DESTROYED Rpt Status: Prelim Prob Caus: Pending Eng Mk/Mdl PRATT AND WHITNEY PT6 Fatal 2 Ser Inj 0 Flt Conducted Under: FAR 091 Opr Name: RICHARD LEWIS RUNYON AW Cert: STN 1. Approach-VFR pattern final - Loss of control in flight On May 7, 2015, at 1604 Pacific daylight time, a Piper PA P, N962DA, collided with water in the Spokane River following an attempted landing at Felts Field Airport, Spokane, Washington. The airplane was owned by Flying Colors Aviation LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The commercial pilot and pilot rated passenger sustained fatal injuries and the airplane was destroyed during the impact sequence. The local flight departed Felts Field at Visual meteorological conditions prevailed and no flight plan had been filed. The airplane had just undergone an annual inspection at the facilities of Rocket Engineering, and the accident flight was to be a post-maintenance test flight. Both the pilot and passenger were employees of Rocket Engineering, and the planned flight time was about 40 minutes. Audio and preliminary radar data provided by the Federal Aviation Administration (FAA) captured the entire flight sequence. The accident was also observed by multiple witnesses at the airport, along with air traffic control personnel in the control tower. The airplane departed from runway 4L, and radar data indicated that almost immediately after takeoff it began a climbing 10 degree turn to the right. After flying on that heading for about 1.5 miles, the airplane began a more aggressive turn to the right, reaching 1,000 ft above ground level (agl) while on a southbound heading. The tower controller asked over the traffic advisory frequency, if everything was ok, and the pilot responded, "that's negative". The airplane's turn radius then tightened to about 700 ft, and within about 45 seconds it had turned an additional 270 degrees while descending about 600 ft. Control tower personnel stated that during this period the airplane was banking about 90 degrees to the right and descending, and that they assumed it was about to crash. A short time later the bank angle began to reduce, and the airplane appeared to recover. The airplane then began a meandering climb to the east, and about 2 1/2 minutes later the pilot reported, "We are trying to get under control here, be back with you". The airplane eventually reached the town of Newman Lake, about 11 miles east of the airport, having climbed to about 5,600 ft mean sea level (4,000ft agl), and the pilot reported, "things seem to be stabilizing", and when asked his intentions by the tower controller he replied, "We are going to stay out here for a little while and play with things a little bit, and see if we can get back." The airplane began a gradual left turn, and the pilot requested and was approved for a straight in landing for runway 22R. The airplane became aligned with the runway about 7 miles east of the airport, and a short time later the controller asked the pilot the nature of the emergency, to which he responded, "We have a control emergency there, a hard right aileron". The flight progressed, and a few minutes later he reported that the airplane was on a three mile final. The airplane remained closely aligned with the runway centerline throughout the remaining descent, and control tower personal stated that having reached the runway numbers the airplane appeared to be flying in a 20 degrees right wing low attitude. The tower controllers along with multiple witnesses reported that as the airplane passed close to taxiway D the engine sound increased and the airplane began a sharp roll to the right. It subsequently collided with the river just north of the airport. Both wings along with the horizontal stabilizer and elevators separated during the impact sequence, and the forward cabin sustained crush damage through to the area of the main wing spar. The river was about 25 ft deep at the accident site, and all major airframe components sank within a few minutes of impact. The airplane was recovered by a diving team from the Spokane County Sheriff's department over a two day period during the week following the accident. Page 6 Copyright 1999, 2015,