AIRCRAFT ACCIDENT REPORT AND EXECUTIVE SUMMARY

Transcription

1 Section/division Accident and Incident Investigations Division Form Number: CA 12-12a AIRCRAFT ACCIDENT REPORT AND EXECUTIVE SUMMARY Reference: CA18/2/3/8842 Aircraft Registration ZU-CYX Date of Accident 1 October 2010 Time of Accident 0520Z Type of Aircraft Bantam B22J Type of Operation Private Pilot-in-command Licence Type Commercial Age 22 Licence Valid Yes Pilot-in-command Flying Experience Total Flying Hours 392,1 Hours on Type 147,7 Last point of departure Next point of intended landing Nelspruit aerodrome (FANS), Mpumalanga province Wonderboom aerodrome (FAWB), Gauteng province Location of the accident site with reference to easily defined geographical points (GPS readings if possible) Schoemanskloof area at GPS coordinates S 25⁰ E 30⁰ at an elevation of ft AMSL. Meteorological Information Clear skies; visibility 10 km Number of people on board No. of people injured 2 No. of people killed 0 Synopsis The pilot accompanied by a passenger was engaged on a private flight under visual flight rules (VFR) by day from Nelspruit aerodrome to Wonderboom aerodrome (FAWB) when the accident occurred. According to the pilot, he carried out a comprehensive pre-flight inspection before departure at Nelspruit, and filled the aircraft with 50 litres of avgas. Take-off was uneventful. Whilst they were flying overhead a valley at approximately ft above mean sea level, the aircraft s altitude was affected by downdraft and the pilot executed a 180⁰ turn to avoid a ridge in his path. The aircraft lost airspeed, spun to the left and struck the ground. The microlight was destroyed and both occupants suffered minor injuries. They immediately unbuckled themselves and climbed out unassisted. On-site investigation did not reveal any inherent problems with the aircraft. Probable Cause The pilot s failure to maintain control of the aircraft. IARC Date Release Date CA 12-12a 23 FEBRUARY 2006 Page 1 of 9

2 Section/division Accident and Incident Investigations Division Form Number: CA 12-12a AIRCRAFT ACCIDENT REPORT Name of Owner/Operator : J. F Roelofse and R Spoor Manufacturer : Micro Aviation New Zealand Ltd Model : Bantam B22J Nationality : South African Registration Marks : ZU-CYX Place : Schoemanskloof area, Nelspruit Date : 1 October 2010 Time : 0520Z All times given in this report is Co-ordinated Universal Time (UTC) and will be denoted by (Z). South African Standard Time is UTC plus 2 hours. Purpose of the Investigation In terms of Regulation of the Civil Aviation Regulations (1997), this report was compiled in the interest of the promotion of aviation safety and the reduction of the risk of aviation accidents or incidents and not to establish legal liability. Disclaimer This report is given without prejudice to the rights of the CAA, which are reserved. 1. FACTUAL INFORMATION 1.1 History of Flight The pilot accompanied by a passenger was engaged on a private flight under visual flight rules (VFR) by day from Nelspruit aerodrome to Wonderboom aerodrome when the accident occurred. The pilot had received a weather briefing before departure but had not filed a flight plan. According to him, he carried out a comprehensive pre-flight inspection before departure, and filled the aircraft with 50 litres of avgas The takeoff was uneventful. En route, whilst flying overhead a valley at approximately ft above mean sea level (AMSL), the aircraft s altitude was affected by downdraft and the pilot executed a 180⁰ turn to avoid a ridge in his path. The microlight lost airspeed, spun to the left and crashed into a bush close to the Schoemanskloof national road. There were no witnesses The aircraft was destroyed and both occupants suffered minor injuries. They immediately unbuckled themselves and vacated the aircraft unassisted. The pilot immediately phoned the police and paramedics, who were quickly on the scene to render assistance and secure the area. CA 12-12a 23 FEBRUARY 2006 Page 2 of 9

3 1.1.4 Both occupants were airlifted by Emergency Medical Services (EMS) helicopter to the Nelspruit hospital for medical attention and were later released. The accident occurred in daylight conditions at GPS coordinates S 25⁰ E 30⁰ at an elevation of ft AMSL. The wreckage Figure 1. The crash site at Schoemanskloof. 1.2 Injuries to Persons Injuries Pilot Crew Pass. Other Fatal Serious Minor None Damage to Aircraft The aircraft was destroyed. 1.4 Other Damage None. CA 12-12a 23 FEBRUARY 2006 Page 3 of 9

4 Figure 2. The wreckage of the aircraft. 1.5 Personnel Information Nationality South African Gender Male Age 22 Licence Number **************** Licence Type Commercial Licence valid Yes Type Endorsed Yes Ratings Night Rating and Flight Instructor Grade 3 Medical Expiry Date 30 June 2011 Restrictions None Previous Accidents None Flying Experience Total Hours 392,1 Total Past 90 Days 147,7 Total on Type Past 90 Days 144 Total on Type 147,7 1.6 Aircraft Information The Bantam B22J is a non-aerobatic, ultra-light, two-seater aircraft designed for recreational flying and primary training in daytime VFR flight from grass or hard runways. It is a high-wing monoplane with conventional controls, two-place, sideby-side seating and an 80HP Jabiru 2200A engine driving a fixed pitch, wooden propeller. The fixed tricycle landing gear has hydraulic brakes and a steerable nose wheel linked to the rudder pedals. CA 12-12a 23 FEBRUARY 2006 Page 4 of 9

5 Airframe Type Bantam B22J Serial Number Manufacturer Micro Aviation, New Zealand Date of Manufacture 2003 Total Airframe Hours (at time of accident) 935 Last Annual Inspection (Hours & Date) 929,8 28 September 2010 Hours since last MPI 5,2 Authority to Fly (Issue Date) 30 September 2010 Authority to fly (Expiry Date) 27 September 2011 C of R (Issue Date) (Present Owner) 30 September 2010 Operating Categories Standard Recommended fuel type used. Avgas According to SACAA records, the last entry in the aircraft file was on 30 September The flight folio for the aircraft showed that an annual 100-hour inspection had been carried out on 28 September According to the SACAA, the last Authority to Fly for the aircraft was issued on 30 September 2010 with the expiry date being 27 September Engine Type Jabiru 2200A Serial Number 22A1491 Hours since New 935 Hours since Overhaul TBO not reached Propeller Type Jabiru Wooden 60X Serial Number Not available Hours since New 935 Hours since Overhaul TBO not reached Aircraft Weight and Balance Weight (lb) arm Moment (lb) Aircraft empty weight 386,54 37, ,6 Pilot (80 kg) 176,3 35, ,4 Passenger (90 kg) 198,4 35, ,1 Fuel (50 litres x 1,54) = 77 lb 77,00 52, Total Weight 838,24 37, ,1 CA 12-12a 23 FEBRUARY 2006 Page 5 of 9

6 According to the pilot s operating handbook (POH), the aircraft maximum total takeoff weight (MTOW) is lb. When the accident occurred, the aircraft had been airborne approximately 20 minutes and the aircraft was within its MTOW on takeoff and within limits at the time of the accident. 1.7 Meteorological Information The pilot reported fine weather conditions at the time of the accident: Wind direction West Wind speed 15 kt Visibility Good Temperature 20⁰C Cloud cover Clear Cloud base No clouds Dew point 18⁰C 1.8 Aids to Navigation The aircraft was fitted with the standard navigational aids certified for this type of aircraft. There were no records of failure to this equipment prior to the accident. 1.9 Communications The aircraft was fitted with the standard communications equipment for the aircraft type; there was no report of failure to this equipment prior to the accident. There was no recorded communication between the pilot and air traffic control during the flight Aerodrome Information The accident occurred at Schoemanskoof area, Nelspruit at the GPS coordinates S 25⁰ E 30⁰ at an elevation of ft AMSL Flight Recorders The aircraft was not fitted with a Cockpit Voice Recorder (CVR) or a Flight Data Recorder (FDR) and neither was required by regulations to be fitted to this type of aircraft Wreckage and Impact Information According to the on-site investigation, the aircraft impacted the ground in a nosedown attitude. The undercarriage, aft-fuselage, tail section and both wings were substantially damaged. There was no evidence of in-flight wing structural failure. All control surfaces were accounted for at the site and although flight control cables were disrupted by impact forces, pre-accident control integrity was easily established. The windscreen was destroyed but the cockpit area was still intact. The fuel selector was in the ON position and there was fuel in the filter, fuel lines and carburettor. The engine mountings were damaged by impact and the two-bladed wooden propeller was substantially damaged. CA 12-12a 23 FEBRUARY 2006 Page 6 of 9

7 1.13 Medical and Pathological Information The pilot was in possession of a valid aviation medical certificate Fire There was no pre- or post-impact fire Survival Aspects The accident was considered to be survivable as the cockpit remained intact and both occupants were properly secured by the safety harnesses Tests and Research No deficiencies with the aircraft were reported and the on-site investigation did not reveal any failure or malfunction of the aircraft. The investigator-in-charge (IIC) did not find it necessary to conduct any tests or research on any part or component of the aircraft during the investigation. According to available aircraft documentation, no defects were recorded since the last maintenance inspection was certified. The aircraft had enough fuel for the flight and the fuel tank was still intact. According to the pilot, the aircraft and engine performed satisfactorily before the accident Organisational and Management Information This was a private flight The last annual inspection that was carried out on the aircraft prior to the accident was certified at 929,8 hours on 28 September 2010 by an Approved Person accredited by the CAA Additional Information Updraft and downdraft: An updraft or downdraft (air pocket) is the vertical movement of air, and is a weather-related phenomenon. Commonly, one of two forces causes the air to move. Localized regions of warm or cool air will exhibit vertical movement. A pocket of warm air will typically be less dense than the surrounding region, and so will rise until it reaches air that is either warmer or less dense than it. The converse occurs for a mass of cool air, and is known as subsidence. This movement of large volumes of air, especially when regions of hot, wet air rise, can create large clouds, and is the main cause of thunderstorms. Drafts can also be created by low- or highpressure regions. A low-pressure region will attract air from the surrounding area, which will move towards the centre and then rise, creating an updraft. The reverse will occur in a high-pressure region, as air moves away from the high-pressure centre. CA 12-12a 23 FEBRUARY 2006 Page 7 of 9

8 1.19 Useful or Effective Investigation Techniques None. 2. ANALYSIS 2.1 Available information indicated that fine weather conditions prevailed in the area at the time of the accident. The weather conditions were therefore considered not to have had any bearing on the accident. 2.2 The aircraft was properly maintained in accordance with the manufacturer s approved procedures and no documented evidence was found indicating any defect or malfunction before the flight that could have contributed to or caused the accident. The aircraft had flown a total of 5,2 hours since the last annual maintenance inspection was certified. 2.3 The pilot held a commercial licence as well as a valid aviation medical certificate issued by the SACAA. 2.4 During the interviews, the pilot indicated that the aircraft had been caught by a downdraft when proceeding into the valley, lost altitude rapidly and was unable to clear the ridge at the far end. The pilot then turned 180⁰ westwards with the intention of avoiding the rising terrain. The aircraft lost speed, spun to the left and impacted the ground. 3. CONCLUSION 3.1 Findings (i) (ii) (iii) (iv) (v) (vi) (vii) This pilot was the holder of a commercial pilot s licence and the aircraft type was endorsed in his logbook. The pilot and passenger were involved in a private flight when the accident occurred. The pilot s medical was valid at the time of the accident. The pilot held a Flight Instructor s Rating Grade 3 as well as an Instrument Rating Grade II. The aircraft was maintained in accordance with the approved maintenance schedule, with the last annual inspection prior to the accident having been certified on 28 September The aircraft was within its weight limit when the accident occurred. The aircraft had flown a total of 5,2 hours since the last annual inspection. CA 12-12a 23 FEBRUARY 2006 Page 8 of 9

9 (viii) The aircraft was issued with an Authority to Fly valid until 21 September (ix) The weather conditions in the vicinity were good. 3.2 Probable Cause/s The pilot s failure to maintain control of the aircraft. Contributing factors: Poor airmanship. 4. SAFETY RECOMMENDATIONS 4.1 None. 5. APPENDICES 5.1 None. Reviewed and amended by the ASP 16 November END- CA 12-12a 23 FEBRUARY 2006 Page 9 of 9