Friday, July 29, 2011

Close encounter for Toluca farmer. Brad Kuchan files report after spray plane flying 30 feet in air discharges chemicals

TOLUCA —  State and possibly federal officials are investigating a recent incident in which a self-described area "hobby farmer" claims that a spray plane flew closely over him and released chemicals or other material while he was harvesting a small field of oats with an antique combine.

Brad Kuchan, 54, a retired teacher from Minonk, said he was operating a 1963 combine with no cab about 2:20 p.m. July 15 in a 4 1/2-acre field at the edge of Toluca when the yellow spray plane approached from behind and discharged something that left residue.

A friend of Kuchan, retired University of Illinois employee Tom Nations of Tuscola, was standing nearby to watch the operation of the equipment. He estimated the plane was about 30 feet off the ground when it came over the site and "buzzed us," he said.

"I live in a rural area, so (spray planes) are prevalent this time of year," Nations said Friday. "But when they're not (doing normal) spraying, you don't expect them to be just 30 feet off the ground."

Both Nations and Kuchan said there were no neighboring crop fields that might have led to overlapping spray patterns, and that the plane simply flew out of sight after making the one unexpected pass overhead. Both said there was no apparent explanation for the plane being there at that time.

"He just went back to the airport, or wherever he was going," Nations said.

The incident came into public light partly through Kuchan placing a large ad in weekly papers in Lacon and Toluca seeking information from potential witnesses.

When contacted by the Journal Star, Kuchan said he had visited a hospital emergency room after the incident. He said he still was awaiting chemical test results on the substance left on his skin but had suffered no ill health effects at this point.

Nations said separately he had not suffered any effects and had not sought medical attention.

Kuchan said the pilot contacted him in person July 16 and provided an out-of-state mailing address, cellphone number and affiliation with an area agricultural business. Kuchan would not disclose those but said he had provided them in complaints he made to the Federal Aviation Administration and Illinois Department of Agriculture.

A spokesperson at the FAA's Flight Services District Office in Springfield said Friday the agency provides no information about ongoing investigations. Department of Agriculture spokesman Jeff Squibb confirmed that there is one at that agency.

"A complaint was received," Squibb said, "and has been assigned to an investigator."

Source:  http://www.pjstar.com

Four Feared Dead As Helicopter Crashes in Osun State, South West Nigeria.

An Ilorin, Kwara State-bound helicopter with three passengers and a pilot on board crashed Friday at Oke Obala village in Ife-Odan, Osun State. The four persons aboard the plane are believed to have died.

Those on board were Mrs. Josephine Oluwadam-ilola Kuteyi, the managing director of Josepdam Group of companies, her Personal Assistant, and another passenger and the pilot, a Filipino.

Sources said the helicopter that left Lagos for Ilorin at about 12 pm disappeared minutes after taking off and the company operating it, OAS Helicopters, immediately made frantic efforts to locate its whereabouts.

Eventually, the air traffic control in Lagos got a call from around Osogbo about the crash.

A Fulani herdsman who was around when the accident occurred at Oke Obala told Thisday that he was watching over his cattle when he suddenly heard a loud bang and saw billowing smoke afterwards.

He opined that the accident might not be unconnected with the foggy nature of the area because of the rocks that dot the village.

The Director General of the Nigeria Civil Aviation Authority (NCAA), Dr Harold Demuren , who confirmed the incident, said the regulatory body had sent a search and rescue team accompanied by the woman who claimed to have heard the noise of the crash.

Demuren said: "A helicopter left its Lagos Maryland terminal to Ilorin with three souls in addition to the captain and has not been seen since. We have sent a search and rescue team with the woman who claimed to have heard the crash noise to the area and we are holding vigil in our office.

Head of Operation of the Osun State Command of the Nigeria Security and Civil Defence Corps, Mr Olaniyi Babalola confirmed that it has received the report of the accident and has deployed a team to the area.

A source at NEMA said the agency has confirmed the location of the crash after more than six hours of search at Ife Odan village in the state.

A police inspector identified simply as Victor assisted the NEMA rescue team at the site of the crash in a forest.

NEMA officials from  Abuja and Lagos office including local volunteers are at the area pending the arrival of the agency’s extractive truck to evacuate the bodies and vital parts of the aircraft.

Source:  http://www.thisdaylive.com

Cirrus SR20 C-GYPJ: Part failure blamed for plane crash that killed pilot and friend. Toronto Buttonville Municipal Airport, Ontario. 25 May 2010

http://www.tsb.gc.ca/eng/Report pdf

MARKHAM:  A part failure is being blamed for a plane crash that killed a Burlington businessman and his passenger last year.

Pilot Paul Jess, 54, and friend Nancy Noakes, 50, died on May 25, 2010, after Jess’s Cirrus SR20 four-seat plane crashed into the roof of a toy company. The accident occurred at about 12:30 p.m.

The plane had just taken off from Buttonville Municipal Airport on a flight to the Burlington Airpark, where Jess kept his plane. Jess was trying to return to Buttonville after reporting mechanical troubles — witnesses reported seeing smoke — when it crashed into Thinkway Toys, half a kilometre from the airport.

The Transportation Safety Board, in its report on the crash, determined a cylinder head failed because of fatigue and separated from the cylinder during takeoff, resulting in reduced power from the engine. It also found while Jess was manoeuvring the plane for the return to Buttonville, the craft stalled and entered into a spin at an altitude from which recovery was impossible. It is estimated the aircraft did not reach more than 500 feet before it banked and crashed. The 14 workers inside Thinkway escaped safely, but two received minor injuries.

Jess, a father of three, was an experienced pilot who operated Holly’s Pride, a luxury pet kennel business with facilities in Burlington and Ancaster. He had bought the plane, which was built in 1999, in 2008. It was equipped with an airframe-mounted emergency parachute system.

Noakes, who had just got her pilot licence at the end of April 2010, had worked since 2000 as a part-time employee at the Bruce Street branch of the Milton Public Library.

The safety board said it determined the cylinder crack was the first of its kind involving the plane’s engine. It also determined there was no practical way of identifying any crack in this location without “destructive testing.” It believed the cylinder head failed just before takeoff or just after liftoff. 

Source:  http://www.thespec.com

Report Critical of Lynchburg Regional Air Show

A report out today is critical of the handling of the Lynchburg Regional Airshow.

Campbell Co., VA - A new report describes the chaos at this year's Lynchburg Air show as a "mass casualty incident". Officials from Campbell County and Lynchburg outlined point by point what went wrong. It's a critical report. At one point it states there were more EMS personnel at the smaller Altavista Uncle Billy's Day event.

The report acknowledges how hard it was for emergency crews to transport patients from the spectator area to the EMS tents for treatment. And it states keeping costs low created tension between emergency crews and show organizers during the planning process. The report is meant to look at what went wrong so it doesn't happen again.

A wide-ranging report on the Lynchburg Regional Air Show in May identifies dozens of missteps made in planning and execution that at times placed the public’s safety at risk.

The report, written by a committee comprised of more than a dozen area public safety officials, dissects details of the event and its planning from a public safety point of view and outlines dozens of observations and corrective measures.

Scott Hechler, director of the Campbell County Department of Public Safety and a member of the committee, said Friday the report is an honest look at the actions taken over the two days and will be used to improve preparations for future events.

It “is not designed to assign blame or negative intent on any individual,” the report said.

Despite that, the report is clear that poor planning led to many of the problems, especially on May 21, the first day of the show.

“The level of emergency response activity during the show could best be described as a slow motion mass casualty incident,” it states, with emergency staff busy treating patients and police dealing with lost children and separated families and trying to manage traffic.

The airshow, which featured the U.S. Navy’s elite Blue Angels flight demonstration team, drew tens of thousands to the Lynchburg Regional Airport on May 21-22. The biggest problems at the event happened on the first day, when huge transportation headaches left spectators waiting after a long, hot day for up to three hours for shuttle service back to parking lots at Liberty University. Confusion, long lines and heat-related medical issues, including several that required hospital transport, ensued.

In all, 60 different observations were made by the committee and highlighted in a “Lessons Learned” section of the report. The list includes items such as tripping hazards, preferential treatment given to VIPS and injuries in the children’s inflatable area, as well as positives such as highly trained firefighters on site and the high level of collaboration among public safety responders.

The report was made public this week in advance of the Campbell County Board of Supervisors meeting on Tuesday.

Campbell County Administrator David Laurrell and Lynchburg City Manager Kimball Payne were unavailable for comment on Friday.

Jones Stanley, president of the Lynchburg Regional Airshow, Inc., said on Friday that he had not read the report and declined to comment.

Hechler said that despite logistical and other problems, public safety workers on site performed well.

“The EMS system both in the county and the region really showed itself to be highly capable,” he said.

According to the report, planning for Blue Angels aerial show typically takes 18 months unless it is an annual event. Final approvals from the federal government for the show were not obtained until about four weeks before the show, the report says.

Event organizers were advised by Campbell County to go through its outdoor event permit process and create an emergency operations plan. Organizers did not create the plan, the report says, and public safety personnel eventually stepped in to write one.

Organizers repeatedly tried to reduce fire, EMS and law enforcement resources and costs, the report says, and then tried to seek out another county to provide services.

At the event, public safety personnel witnessed spectators being injured because of tripping hazards, people walking on busy roads creating life safety hazards and traffic jams and VIPs receiving preferential treatment, increasing the tension of the crowds.

They also saw successful use of police checkpoints, EMS bike teams and collaboration between public safety agencies and staff.

According to the report, 11 spectators were transported to the hospital and others reported that they had taken themselves to the emergency room for treatment. Hospital records from that weekend show that eight spectators were treated and transported to the hospital. Overall, 60-70 people were treated on site by medical personnel that weekend.

Following numerous problems Saturday organizers made changes to transportation plans, and added ambulances and an EMS treatment area, to improve the show the following day.

On Sunday the Blue Angels were grounded, cutting the show short after the planes flew too low during a maneuver.

Despite the challenges, Hechler calls the event a success.

“I think that the show was great for the community and in the future it will be great for the community to have such shows,” he said.

He stressed that personal responsibility and collaboration are key to the success of large events such as the air show. Spectators must make themselves aware of any circumstances, such as extreme heat, and take the necessary precautions.

Mark Courtney, Lynchburg Regional Airport director, also said the show, which was a challenging undertaking, was a success. He said none of those involved in the planning had been involved in the last airshow held in the Lynchburg area, in 1982.

He said “a process is already under way to restructure air show governance” ensuring direct partnerships between all parties. If successful, and the group can resolve some of the issues, Courtney said they would like to have another show, possibly in 2013.

“The lesson is that it takes time and collaboration to plan for a show,” said Hechler. “The challenge, or lesson learned, as far as having a large-scale event, is to take preventive measures not reactive.”

Beech B36TC Bonanza, N4BA: Accident occurred April 1, 2010 at Dayton-Wright Brothers Airport (MGY), Dayton, Ohio

NTSB Identification: CEN10FA180
14 CFR Part 91: General Aviation
Accident occurred Thursday, April 01, 2010 in Dayton, OH
Probable Cause Approval Date: 06/20/2011
Aircraft: BEECH B36TC, registration: N4BA
Injuries: 2 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

Approximately 1 minute after takeoff, as the airplane was about 1 mile southwest of the airport, the pilot reported an engine failure to air traffic controllers and initiated a return to the airport. One witness, located about 1 mile west of the airport, reported that the sound of the engine changed abruptly; noting that the engine seemed to lose power completely. Another witness, located near the airport, observed the airplane approach from the west and turn to align with the downwind runway. During the turn, the left wingtip struck the ground and the airplane impacted short of the runway. A postimpact fire ensued. Although the pilot initiated a return to the airport, an interstate highway and an open grass area short of the runway were both potentially available for an emergency landing. A postaccident examination of the engine revealed that the No. 1 (aft) main crankshaft bearing failed due to unknown circumstances. The progressive failure of the bearing likely precipitated secondary failures of the crankcase through-bolt and the fuel pump coupling, which resulted in a complete loss of engine power.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The complete loss of engine power due to failure of the No. 1 main bearing, and the secondary failure of a crankcase through-bolt and the fuel pump drive coupling. Contributing to the accident was the pilot's decision to attempt a return to the airport for a downwind forced landing, despite having an interstate highway and an open grass area short of the runway as available emergency landing sites.

HISTORY OF FLIGHT

On April 1, 2010, at 1253 eastern daylight time, a Beech B36TC Bonanza, N4BA, impacted terrain short of the runway during a forced landing following a loss of engine power at the Dayton-Wright Brothers Airport (MGY), Dayton, Ohio. A post-impact fire ensued and the airplane was destroyed. The pilot and sole passenger on-board sustained fatal injuries. The airplane was registered to Poelking LLC and operated by the pilot under the provisions 14 Code of Federal Regulations Part 91 on an instrument flight rules (IFR) flight plan. Visual meteorological conditions prevailed. The flight departed from MGY about 1250. The intended destination was DuPage Airport (DPA), West Chicago, Illinois.

The pilot initially contacted Dayton Approach Control while he was on the ground at MGY and requested an IFR clearance to DPA. However, before a clearance was issued, the pilot informed the controller that he needed to return to the ramp due to a magneto problem. Thirty minutes later, the pilot again contacted Dayton Approach while on the ground at MGY and requested a clearance to DPA. A clearance was issued at 1248 and the flight was released for takeoff at 1249.

At 1251:11 (hhmm:ss), the pilot contacted Dayton Approach Control. He informed the controller that they were airborne and climbing through 1,300 feet mean sea level (msl). At 1251:32, the controller replied that radar contact was established 1 mile south of MGY. However, 14 seconds later, the pilot stated that he was “going to circle around for a landing” at MGY because a “compartment [had] come open.” The controller acknowledged and cleared the flight to return to MGY. At 1252:16, the pilot stated that he was declaring an emergency due to an engine failure.

Radar data depicted the airplane tracking the Runway 20 extended centerline after takeoff. The initial radar data point was recorded at 1251:05 and indicated that the airplane was near the departure end of Runway 20 at 1,300 feet msl. About 1251:42, the airplane entered a right turn and remained in that turn until the final data point, which was recorded at 1252:46. At that time, the airplane was approximately 1/2 mile southwest of the Runway 2 threshold at 1,200 feet msl, and on an approximate magnetic course of 094 degrees. The radar track data indicated that the airplane was within 1/4 mile of an interstate highway during the right turn.

A witness reported that she was working in her yard, about 1 mile southwest of the airport, when the accident airplane flew over. Initially, the sound of the engine was completely normal. However, the routine engine sound changed abruptly, noting that the engine seemed to completely cut out. She added that the engine did not sputter, or increase and decrease pitch, during that time. The change in engine sound caused her to look up. She reportedly observed the airplane in a right turn with an estimated bank angle of 45 degrees. The airplane was heading northwest when she first saw it. It remained in that right turn until she lost sight of it, at which time it was on an easterly heading. She added that nothing about the airplane seemed unusual except for the abrupt change in the engine sound and a lower than normal flight profile.

Additional witnesses reported observing the airplane approach the airport from the west with the landing gear in the retracted position. They stated that the airplane banked to the left in an apparent attempt to line-up with runway 2. The left wingtip struck the ground and the airplane impacted an open grass area south of the runway. A post impact fire ensued.

PERSONNEL INFORMATION

The pilot, age 50, held a private pilot certificate with airplane single engine land and instrument airplane ratings. He was issued a third-class airman medical certificate on March 26, 2009, with a restriction for corrective lenses. FAA records indicated that the pilot added an instrument rating to his private pilot certificate on August 31, 2009.

The pilot’s flight time logbook was not available to the NTSB. On his instrument rating application, the pilot noted a total flight time of 182.5 hours, with 102.7 hours of instruction received. He reported a total of 93.1 hours in B36TC airplanes at the time of that exam.

AIRCRAFT INFORMATION

The accident airplane was a 1983 Beech B36TC (Bonanza), serial number EA-356. It was a six-place, single-engine airplane, with a retractable tricycle landing gear configuration. The airplane was powered by a 300-horsepower Continental TSIO-520-UB turbo-charged engine, serial number 515941. It was equipped with a 3-bladed, constant speed (adjustable pitch) McCauley model 3A32C406 propeller assembly, serial number 983648.

Maintenance records indicated that an annual inspection was completed on March 11, 2010, at a total airframe time of 2,283.9 hours. The records noted that the engine had accumulated 997.8 hours since overhaul at the time of the annual inspection. There was no record of maintenance issues subsequent to the annual inspection.

Maintenance records also indicated that aluminum fragments were found in the filter during an oil change conducted in July 2009. The engine was disassembled as a result and several piston pins were found to be frozen. The connecting rods were repaired and new cylinders were installed. The airplane was subsequently returned to service with no further issues noted.

METEOROLOGICAL CONDITIONS

Weather conditions recorded by the MGY Automated Surface Observing System (ASOS) at 1253 were: Clear skies; 10 miles visibility; winds from 210 degrees at 9 knots, gusting to 22 knots; temperature 22 degrees Celsius; dew point 9 degrees Celsius, altimeter 29.98 inches of mercury.

AIRPORT INFORMATION

Dayton-Wright Brothers (MGY) was a non-towered airport; served by a single runway. Runway 2-20 was 5,000 feet long by 100 feet wide and constructed of asphalt. The approach area to Runway 2 consisted of an open grass area extending approximately 1,000 feet from the threshold. A localizer antenna was located in this area on the runway centerline about 900 feet from the threshold.

The east side of Runway 2 was bordered by an open grass area about 500 feet wide. Commercial/business areas bordered the airport to the south. Residential areas bordered the airport to the east. A residential area was located about 1,200 feet east of the Runway 2 threshold, with an open grass area between the threshold and the nearest residences.

WRECKAGE AND IMPACT INFORMATION

Initial ground impact was on the airport property about 860 feet south-southwest of the Runway 2 threshold. The debris path was oriented on an approximate 024-degree magnetic bearing. The main airplane wreckage, which consisted of the fuselage, engine, empennage, and wings, came to rest about 179 feet from the initial impact point. Grass scorched by the post impact fire extended to approximately 120 feet north-northeast of the main wreckage.

The nose section of the airplane was fragmented. The upper portion of the fuselage and aft fuselage structure remained. The lower fuselage was consumed by the postimpact fire. The engine had separated from the airframe. It came to rest inverted with the main wreckage. The propeller assembly was separated from the engine crankshaft flange. The propeller blades remained attached at the hub. The left wing tip separated from the airframe and came to rest about 75 feet south of the main wreckage. The empennage was partially separated from the aft fuselage. The vertical stabilizer, with the rudder attached, had separated from the empennage. The flight controls and flaps sustained damage consistent impact forces and the postimpact fire.

No anomalies consistent with a pre-impact failure or malfunction of the airframe were observed. A teardown examination of the engine was conducted subsequent to the accident. (A summary of those findings is included later in this report.)

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy of the pilot was performed by the coroner’s office of Montgomery County, Ohio, on April 5, 2010. The FAA Civil Aerospace Medical Institute forensic toxicology report was negative for all substances in the screening profile.

TESTS AND RESEARCH

Teardown examination of the engine revealed that the #1 (aft) main bearing had failed. Specifically, the right half of the #1 main bearing was fractured into 5 pieces. A portion of the right bearing was located under the left bearing. In addition, the lower, aft crankcase through-bolt was fractured near mid-length. Finally, the fuel pump drive coupling and the standby alternator drive shaft were fractured.

Metallurgical examination of the #1 main bearing revealed damage consistent with contact of the fracture faces between other bearing sections. No fracture features were visible.

The crankcase through-bolt was fractured at one of the o-ring grooves at the case split line. The adjacent o-ring was hardened and partially charred. The cadmium surface plating was bubbled and solidified into surface beads on either side of the split line. The fracture surface exhibited features and deformation patterns consistent with bending over-stress. The overstress region appeared to emanate from a crescent-shape area that exhibited intergranular separation. Cadmium was identified on portions of the crescent-shaped area.

The fuel pump coupling was fractured at the reduced diameter shear section. The fracture surface exhibited crack arrest lines and surface topography consistent with high-stress reverse bending fatigue. The standby alternator driveshaft was also fractured at a reduced diameter section. Otherwise, the driveshaft appeared straight and undamaged. The fracture surface exhibited features consistent with rotational bending fatigue fracture.

ADDITIONAL INFORMATION

The Director of Maintenance at the fixed base operator (FBO) met the accident pilot when he returned to the ramp with a rough magneto. The pilot informed the maintenance director that the drop in engine speed exceeded limitations on one of the magnetos, and that he did not observe any drop on the second magneto.

The maintenance director got in the airplane and conducted a run-up. He stated the engine started without hesitation, and went to 1,200 or 1,300 rpm. He conducted at least two magneto checks and the drop in engine speed was about 100 rpm. Engine operation was smooth the entire time.

The pilot reportedly commented to the mechanic that he had been idling for a long time and had not leaned the mixture. He noted that he did not observe any issues with the operation of the engine or the magnetos during the time he was in the airplane.

The airplane flight manual specifies a maximum drop in engine speed of 150 rpm during a magneto check.

Airport records indicate that the accident airplane was fueled with 61.6 gallons of 100 low lead aviation fuel about 1815 on March 31, 2010; the evening prior to the accident flight.

TL Ultralight Sro Sting S3, N2442, N2442: Accident occurred July 29, 2011 in Sarasota, Florida

NTSB Identification: ERA11LA427
14 CFR Part 91: General Aviation
Accident occurred Friday, July 29, 2011 in Sarasota, FL
Probable Cause Approval Date: 12/11/2013
Aircraft: TL ULTRALIGHT SRO STING S3, registration: N2442
Injuries: 1 Fatal, 1 Serious.

NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

After departure for the demonstration flight for the pilot-rated student, who was seated in the left seat, the airplane climbed to between 2,300 and 2,400 feet, and the pilot-in-command (PIC) then performed a stall. Subsequently, the flight entered a spin from which the PIC was unable to recover. The airplane descended uncontrollably into a large tree and then impacted the ground. The PIC reported that he could not recall how or why the airplane entered a spin. Although the airplane had been spin tested by the manufacturer, it was not approved for intentional spins. Examination of the wreckage, including the flight controls, and engine revealed no malfunctions or failures that would have precluded recovery from the spin.

Although the airplane was equipped with a ballistic recovery system parachute, it was found unarmed and, thus, did not deploy. The PIC reported that he chose to depart with the parachute system activation handle safety pin installed instead of removed, which was not in accordance with the procedures in the Pilot Operating Handbook. Further, the location of the activation handle behind the left seat on this airplane make and model would have rendered it difficult for the PIC, who was in the right seat, to access during the uncontrolled descent. The manufacturer moved the activation handle to the lower portion of the pilot’s instrument panel to allow for easier access. 

The PIC reported that he performed weight and balance calculations before departure and based his calculations on the provided passenger weight (275 pounds); the airplane was at the top of the envelope but within weight and balance limitations. However, postmortem external examination indicated that the passenger actually weighed 340 pounds, which resulted in the airplane being 64 pounds above the maximum allowable ramp weight at engine start. Further, his actual weight was 90 pounds over the left seat’s design limitations (1.3 times the ultimate design load factor limit of each lapbelt attachment point), which caused the left seat outboard attachment structure to separate during the impact sequence.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The inability of the pilot-in-command (PIC) to recover from an inadvertent spin following a stall demonstration for reasons that could not be determined because aircraft and engine examinations did not reveal any anomalies that would have precluded recovery from the spin. Contributing to the severity of the accident were the PIC’s failure to remove the airframe parachute system safety pin before takeoff, the exceedance of the left-seat weight limitation, and the location of the parachute system activation handle behind the PIC’s seat, which prevented easy access during the uncontrolled descent.

HISTORY OF FLIGHT

On July 29, 2011, about 1247 eastern daylight time, a special light sport airplane (SLSA) TL Ultralight sro TL 2000 Sting S3, N2442, registered to N2442 Aviation, LLC, operated by Universal Flight Training, LLC, descended uncontrolled and crashed into trees then the ground about 13 nautical miles southeast of the Sarasota/Bradenton International Airport (SRQ), Sarasota, Florida. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations (CFR) Part 91 demonstration local flight from the SRQ airport. The airplane sustained substantial damage, and the certified flight instructor (CFI) sustained serious injuries while the pilot-rated student sustained fatal injuries. The flight originated from SRQ about 1230.

The purpose of the flight was demonstration of the airplane to the pilot-rated student. The pilot-in-command (PIC) seated in the right seat advised the Federal Aviation Administration (FAA) inspector-in-charge (IIC) when interviewed while hospitalized the day after the accident that they were practicing stalls and he did not recall how or why the airplane entered a spin. The FAA-IIC reported that the PIC was unable to recover from a spin and the airplane continued in a spin until contacting a tree then the ground.

The CFI was able to exit the airplane; however, due to his injuries, waited on the ground next to the airplane for rescue personnel. While trapped in the wreckage the pilot-rated student called 911 and advised the dispatcher of their last known position, and that they had crashed through a tree canopy. During the conversation he advised the dispatcher that they were flying between 2,300 and 2,400 feet, and, “we were practicing stalls and it went into a spin and we were talking about how the plane was spin proof its not the instructor couldn’t pull it out of the spin….” The dispatcher remained on the call while rescue crews were en route to the crash site and continued to talk with the left seat occupant.

Rescue teams arrived and the left seat occupant was extricated from the airplane. Both occupants were airlifted by helicopter to a hospital in St. Petersburg, Florida.

The airplane was equipped with an airframe parachute recovery system; however, it was not deployed. The FAA-IIC asked the PIC why the aircraft’s ballistic parachute system was not armed or activated, and he responded that he does not arm the system on flights that are below 3,000 feet mean sea level (msl). He later stated that he was not trained in the use of the airplane parachute system and that is why he did not remove the safety pin.

PERSONNEL INFORMATION

The PIC seated in the right seat, age 56, holds a commercial pilot certificate with airplane multi-engine land, airplane single engine land, and instrument airplane ratings. He also holds a flight instructor certificate with airplane single engine issued August 13, 2010. He was issued a third class medical certificate with a limitation to wear corrective lenses on October 26, 2010. On the application for his last medical certificate he listed a total time of 1,100 hours. He estimated that at the time of the accident he had 1,200 hours total time, and 10 hours make and model, all as PIC.

The left seat occupant, age 71, held a private pilot certificate with airplane single engine land rating. He was last issued a third class medical certificate with a limitation to wear lenses for near and distant vision on December 15, 1989. On the application for his last medical certificate he reported having 415 hours total time, and 12 hours in the last 6 months. He also reported weighing 275 pounds.

The left seat occupant also completed an application with the operator on July 23, 2011, indicated his total time as pilot-in-command was 1,600 hours, and he weighed 275 pounds.

While on the phone with the 911 dispatcher awaiting rescue, the left seat occupant stated that he had not flown in 16 years and the flight was a refresher flight for him.

AIRCRAFT INFORMATION

The airplane was manufactured as a Light Sport Aircraft in 2008 by TL Ultralight, sro as TL 2000 model Sting S3, and designated serial number TLUSA174. It met the standard specification Design and Performance established by ASTM document F2245, but was not required to comply with FAA Part 23 certification processes. It was powered by a 100 horsepower Rotax 912ULS engine and equipped with a 3-bladed ground adjustable Woodcomp propeller. It was also equipped with a TruTrak Flight Systems electronic flight information system (EFIS), and a I-K Technologies AIM-Sport Engine Monitor; neither of which record and retain flight or engine data. The instrument panel was also equipped with a panel dock for a portable GPS receiver.

Review of ASTM F2245-04, revealed section 4.5.9.1 pertaining to spins which indicates that for airplanes placarded “no intentional spins”, the airplane must be able to recover from a one-turn spin or a 3 second spin, whichever takes longer, in not more than one additional turn, with the controls used in the manner normally used for recovery. That condition is with flaps retracted and flaps extended, the applicable airspeed limit and limit maneuvering load factor may not be exceeded. The section also indicates that it must be impossible to obtain uncontrollable spins with any use of the controls.

The airplane was equipped with a Galaxy GRS ballistic parachute rescue system which is activated by a red “T” handle installed behind the co-pilot’s seat. According to data provided by the manufacturer, the parachute system design is purposefully constructed for the fastest possible opening.

Review of the maintenance records revealed the airplane was last inspected in accordance with an annual inspection on December 10, 2010. The airplane total time at that time was recorded to be 178.8 hours, while the hour meter reading at the time of the accident was 247.1, or an elapsed time of 68.3 hours since the annual inspection had been signed off as being completed.

METEOROLOGICAL INFORMATION

A surface observation weather report taken at SRQ at 1253, or approximately 6 minutes after the accident indicates the wind was from 080 degrees at 7 knots, the visibility was 10 statute miles, and scattered clouds existed at 4,000 feet. The temperature and dew point were 33 and 23 degrees Celsius, respectively, and the altimeter setting was 30.08 inches of Mercury. The accident site was located approximately 13 nautical miles and 119 degrees from SRQ.

FLIGHT RECORDERS

The airplane was equipped with a GPS; however, it was not located in the wreckage when it was examined by NTSB and a representative of the U.S. Field Technical Director following recovery.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site by an FAA airworthiness inspector revealed the airplane came to rest at the base of a large oak tree and was obscured from view by low branches. The accident site was located at 27 degrees 17.43 minutes North latitude and 082 degrees 20.55 minutes West longitude. The FAA-IIC reported that the first responders removed the left wing during the extrication process of the left seat occupant, while the right wing remained attached. All components necessary to sustain flight remained attached or were found in close proximity to the main wreckage. No fire was observed on any component. The right wing was cut to facilitate recovery of the airplane.

Examination of the airplane and engine following recovery was performed with Safety Board oversight by a representative of the U.S. Field Technical Director of the airplane manufacturer and a representative of the engine manufacturer. The examination of the airframe revealed the fuselage was fractured circumferentially approximately 12 to 18 inches aft of the firewall. The rudder remained attached to the vertical stabilizer which also remained attached; however, evidence of overtravel of the rudder to the right was noted. Further inspection of the lower portion of the rudder revealed the rudder shaft was fractured. Rudder control cable continuity was noted between the rudder torque tube and the rear bellcrank near the control surface. The fractured rudder shaft was retained for further examination. The horizontal stabilizer remained attached; however, both sides were fractured about 30 inches from the fuselage centerline. The elevator remained connected by the anti-servo tab push/pull rod, and the anti-servo tab remained attached to the elevator at all hinge locations. The left side of the elevator was fractured in 2 pieces, while the right side of the elevator was full span. Inspection of the aileron and elevator flight control systems revealed no evidence of preimpact failure or malfunction.

Examination of the cockpit revealed the pilot’s control stick was bent forward, and was approximately 6.25 inches forward of the position of the right stick; however, both control sticks remained interconnected. The flap selector was in the full down position. The fuel shutoff valve was open, and the throttle was full forward with control cable continuity confirmed. The auxiliary fuel pump switch was separated from the instrument panel; however, electrical power was applied directly to the switch and it was found to operate satisfactory. Examination of the pilot’s (left seat) restraint system revealed the outboard lapbelt remained attached to structure which was structurally separated, while the inboard lapbelt and shoulder harness remained attached to the structure. Testing of the pilot’s shoulder harness inertia reel by hand revealed it tested satisfactory. Examination of the pilot’s seat revealed the seat back was pulled out, and the bottom side of the lower seat pan exhibited impact mark approximately 5.6 inches aft of the seat base screws associated with contact by the flight control tube. The instrument panel contained a panel dock for a GPS receiver; however, the receiver was not located.

Inspection of the co-pilot’s seat revealed no obvious seat frame pull-out. The inboard and outboard portion of the lapbelts in addition to the shoulder harness remained attached to structure. The co-pilot’s shoulder harness tested satisfactory when tested by hand. Examination of the bottom side of the lower seat pan exhibited impact mark approximately 5.6 inches aft of the seat base screws associated with contact by the flight control tube.

Examination of the left wing revealed it was fragmented and in multiple pieces, though the flap and aileron remained attached. The aileron push/pull rod was fractured in bending overload about 2/3 span, but remained connected to the bellcrank near the control surface. The flap torque tube indicated the flap was fully extended, which agreed with the position of the flap selector in the cockpit. No obstruction of the fuel supply from the wing root to the fuel strainer was noted.

Examination of the right wing revealed the aileron and flap remained attached, although the aileron was delaminated full span at the trailing edge. The flap torque tube indicated the flap was fully extended, which agreed with the position of the flap selector in the cockpit. A tree limb had penetrated the lower wing skin near the pitot static port, and evidence of a tree contact was noted at the inboard portion of the aileron. The fuel vent and fuel supply system were free of obstructions.

Examination of the rudder shaft was performed by the NTSB Materials Laboratory located in Washington, D.C. The results of the examination revealed the tube on the shaft consisted of two pieces, one long and one short, which could be rotated. The tip of the longer portion of the tube, adjacent to the circular flange, had been locally deformed and was bent. Examination of the fractures on the shaft revealed grainy surfaces on slant planes, consistent with bending overload, no evidence of preexisting cracks was noted.

Examination of the engine revealed the propeller remained attached to the engine and the engine remained attached to the airframe. One propeller blade remained connected to the propeller hub while the other 2 blades were fractured. Impact damage was noted to the carburetor sockets, air filters, oil tank, and coolant lines. The engine was removed from the airframe for further inspection which revealed continuity and compression on all cylinders. Inspection of the ignition system, carburetors, oil system components, cooling system, exhaust system, and auxiliary fuel pump which was operationally tested revealed no evidence of preimpact failure or malfunction. Inspection of the fuel strainer revealed the remains of fuel and some debris; however, the fuel screen was not blocked. Rotation of the engine using the starter revealed the engine-driven fuel pump would not pick up fluid from the source. The pump was removed from the engine and actuated by hand which produced the same results. The pump was retained for further examination.

Inspection of the propeller revealed the blade that remained connected to the propeller hub exhibited delamination at the blade tip, while the remaining 2 blades were fractured at the propeller hub. Inspection of the separated blades revealed minimal damage to the leading edges of both blades. The blade angles of all 3 blades were at 22 degrees (lowest blade angle is 16 degrees while the maximum blade angle is 26 degrees).

MEDICAL AND PATHOLOGICAL INFORMATION

The certified flight instructor and pilot-rated student seated in the left seat were rescued and airlifted to a hospital in St. Petersburg, Florida, for treatment of their injuries. The left seat occupant expired at 0034 hours on August 1, 2011.

A postmortem examination was not performed of the left seat occupant; however, an external examination was performed. According to the external examination report, he weighed 340 pounds, and was identified to be “overly-nourished.” The cause of death was listed as complications of blunt trauma, while contributory conditions were Arteriosclerotic Cardiovascular Disease and Diabetes Mellitus. The report also indicates that a bandage and cast are present on the lower portion of the left leg and foot.

Blood specimens of the left seat occupant taken upon admittance to the hospital were submitted to the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, and also to the Pinellas County Forensic Laboratory, Largo, Florida. The toxicology report by FAA stated testing for carbon monoxide, cyanide, volatiles, and listed drugs could not be performed due to the insufficient quantity of blood submitted. The results of testing by Pinellas County Forensic Laboratory were negative for volatiles, drugs of abuse, and other tested drugs.

SURVIVAL ASPECTS

The airplane restraint system is designed to comply with ASTM standard 2245, Chapter 5.10, titled “Emergency Landing Conditions” which indicates that the structure must be designed to protect each occupant during emergency landing conditions when occupants (through seat belts or harnesses or both), experience the static inertia loads corresponding to 3 G’s up, 9 G’s forward, and 1.5 G’s lateral ultimate load factors. Section 5.1.2.2 of the same standard also indicates that special ultimate load factor of 2.0 shall be applied to seat belt/harness fittings including the seat if the seat belt or harness is attached to it.

Calculations by the airplane manufacturer were performed in an effort to determine the design load amount for each lapbelt attach point for the forward G loading limit of 9 G’s, and was based on the maximum seat limit of 250 pounds, or 113.4 kilograms (kg’s). The formula specified 60 percent of the forward load limit distributed to the lapbelt while the remaining 40 percent of the forward load limit distributed to the shoulder harness. The formula used for the calculations was:

113.4 kg (9 G’s) (2) (.6) = 612.4 kg
2 (Number of lapbelt attach points)

Using that same formula and the left seat occupant’s actual weight in kg’s (154), at the maximum 9 G forward design limit, the G loading of each lapbelt attach point of his seat was calculated to be approximately 832 kg, which was approximately 1.3 times the ultimate design load factor limit of each lapbelt attach point. No calculations were performed to determine the actual G loading at the moment of impact.

TEST AND RESEARCH

As previously mentioned, both the pilot and co-pilot bottom surface of the lower seat pans exhibited impact marks approximately 5.6 inches aft of the seat pan screws, which correlated with contact by each flight control tube. The airplane manufacturer was asked to correlate the position of the impact marks on the lower seat pan with the position of the elevator flight control position at impact and it was determined that the elevator control was approximately full nose-up to have caused the marks at the documented locations, although deformation of the seat pan was required to have the contact marks occur.

The PIC stated that he performed weight and balance calculations based on the provided weight of the passenger, and determined that the airplane’s weight was at the top of the envelope but within weight and balance.

Postaccident weight and balance calculations were performed using the empty weight of the airplane (822 pounds), the weight of the left seat occupant per the external examination report (340 pounds), the weight of the right seat occupant per his interview (185 pounds), and the total reported usable amount of fuel on-board at takeoff (9.5 gallons or 57 pounds). The calculations indicate that at the moment of engine start, the gross weight was 1,404 pounds and the center of gravity (CG) was calculated to be 83.25 inches aft of datum.

Postaccident weight and balance calculations were also performed using the empty weight of the airplane (822 pounds), the weight of the left seat occupant per his completed application form (275 pounds), the weight of the right seat occupant per his interview (185 pounds), and the total reported usable amount of fuel on-board at takeoff (9.5 gallons or 57 pounds). The calculations indicate that at the moment of engine start, the gross weight was 1,339 pounds and the center of gravity was calculated to be 82.91 inches aft of datum.

The Pilot Operating Handbook (POH) indicates that the maximum pilot or co-pilot seat load is 250 pounds, the maximum ramp weight is 1,340 pounds, the maximum takeoff weight is 1,320 pounds, and the forward and aft center of gravity limits are 80.2 inches and 86.7 inches aft of datum, respectively. The POH also indicates that it, “…is certified as a Light Sport Aircraft and is not approved for aerobatic flight including spins.” Section 3 of the POH contains information on the aircraft parachute system, and also a checklist of items to accomplish to deploy the aircraft parachute system. The same section also discusses the steps to accomplish to recover from an inadvertent spin, which indicates to bring the throttle to neutral, neutralize the ailerons, apply full rudder opposite the direction of rotation, and apply forward elevator to break the stall. Following ceased rotation, neutralize the rudder, apply aft elevator to recover from the nose-low attitude, and in the event the aircraft does not recover, deploy the parachute. The pre-taxi and before takeoff checklists found in Section 4 or the normal procedures section both indicate to either remove or verify removal of the airframe parachute GRS safety pin.

The airplane manufacturer performed spin testing at maximum gross weight in the most forward and aft CG positions. Spins with and without power were performed and with the flaps retracted and fully extended. The flight test report considered proprietary indicates that in the various configurations, airframe buffet proceeds a stall, the position of the flaps did not aggravate the spin process but care must be taken to avoid a flap overspeed during the descent, the airplane had a tendency to return to normal flight after about ½ turn, the ailerons must be kept neutral, and upon spin entry immediately push the control stick forward and apply opposite rudder input.

The engine-driven fuel pump was sent to Rotech Flight Safety, Inc., in Vernon, British Columbia for further testing with Safety Board oversight. The pump was installed on a new Rotax 912ULS engine which was installed on a test stand. The engine-driven fuel pump would not supply an adequate amount of fuel to sustain engine operation; the fuel pressure reading was 0.32 psi (normal psi range 2.2 to 5.8 psi). The auxiliary fuel pump was turned on and fuel was noted to pass internally through the pump indicating there was no blockage. Although there was no damage to the fuel pump, fuel leakage was noted at the base of the pump. The new engine was started using the auxiliary fuel pump and the engine was found to operate normally. The fuel pump was disassembled which revealed the inlet screen was clean and no debris was inside the filter, though the diaphragm was noted to be cracked on the air side. The pump was then sent to Austria Civil Aviation Safety Investigation Authority for examination at Rotax’s facility.


Examination of the engine-driven fuel pump at Rotax’s facility in Austria with Austria Civil Aviation Safety Investigation Authority revealed superficial cracks on the dry side of the diaphragm in the area of the diaphragm plate. An adapter was used to perform an airflow test of the diaphragm with connected push rod which revealed a slight pressure reduction. The internal components of the pump were reconstructed in a housing, and placed in a fixture which revealed fluid leakage at the weep holes; however, functionality in terms of fuel flow and fuel pressure was verified. The reconstructed fuel pump was installed on a new Rotax 912UL engine which was started and operated for 30 minutes without the electric fuel pump operating. The engine was noted to start normally and run smoothly with the system fuel pressure within limits over the full range of different rpm settings.

NTSB Identification: ERA11LA427 
14 CFR Part 91: General Aviation
Accident occurred Friday, July 29, 2011 in Sarasota, FL
Aircraft: TL ULTRALIGHT SRO STING S3, registration: N2442
Injuries: 1 Fatal,1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On July 29, 2011, about 1247 eastern daylight time, a special light sport airplane (SLSA) TL Ultralight Sro Sting S3, N2442, registered to N2442 Aviation, LLC, operated by Universal Flight Training, LLC, was lost from radar and crashed about 12 nautical miles southeast of the Sarasota/Bradenton International Airport (SRQ), Sarasota, Florida. Visual meteorological conditions prevailed at the time and flight plan information is unknown for the 14 Code of Federal Regulations (CFR) Part 91 instructional local flight from the SRQ airport. The airplane sustained substantial damage, and the certified flight instructor (CFI) sustained serious injuries while the pilot-rated student was fatally injured. The flight originated from SRQ about 1230.

According to the Federal Aviation Administration (FAA) inspector-in-charge, the purpose of the flight was checkout of the pilot-rated student. After departure, the flight proceeded to a practice area southeast of SRQ, and while performing a power off stall, the airplane entered a spin, which the CFI was unable to recover. The airplane impacted the canopy of a large oak tree before coming to rest at the base of the oak tree. The CFI was able to exit the airplane; however, due to his injuries, waited on the ground next to the airplane for rescue personnel. The pilot-rated student had to be extricated from the airplane. Both occupants were airlifted by helicopter to a hospital in St. Petersburg, Florida.

The airplane was equipped with an airframe parachute recovery system; however, it was not activated.





Myakka, Florida -- A small aircraft has crashed at Myakka State Park in Sarasota.


It happened shortly before 1 p.m. Friday near Hi Hat Ranch at Utopia and Diebold roads.  


Kathleen Bergen from the FAA tells 10 News that based on preliminary information, the ultralight airplane took off from Sarasota Bradenton Airport and flew about 10 miles east-southeast. The Sarasota Sheriff's Office says that's when the plane's engine stalled, sending the aircraft into a spin.


Two people, 56-year-old Larry Eslinger and his student pilot, were injured in the crash and air lifted to Bayfront Medical Center for treatment. Deputies say the student was able to call 911 and dispatchers used GPS satellites to locate the cell phone and crash site.




Aerial footage shows the plane crashed in a heavily wooded area of the park.


The Federal Aviation Administration and National Transportation Safety Board will investigate the cause of the crash.


Based on the plane's tail number, it appears the aircraft is a TL-Ultralight, fixed wing single-engine airplane.

Piper PA-38 Tomahawk: Plane crash lands on houses next to airport. Eccles, Manchester (UK)

A light aircraft crashes into a family home in Eccles, Manchester. The 2 seater plane had taken off from nearby Barton Aerodrome
(Pic:Splash)


The wreckage of a light aircraft after it crashed into houses on Newlands Avenue in Salford

TWO men were seriously burnt when their light aircraft crashed on to houses next to an airfield yesterday.

One victim, in his 50s and thought to be the pilot, suffered 70% burns after the plane ploughed into a pair of semis on take-off and burst into flames. His 21-year-old passenger was 60% burnt.

But miraculously not one resident was injured at the devastated crash site in Peel Green, Salford — though a woman was seen running in shock from one of the wrecked semis, screaming: “Help me.”

The men were rushed to hospital by air ambulance and their condition last night was “serious”. Carmen Amoo, 43, who lives in flats just behind the spot where the Piper PA38 Tomahawk came down, said: “I heard a huge bang and thought it was a gas explosion at first.

“I ran to the door and the whole sky was just a sheet of flame, then turned to clouds of dense smoke.

“I heard really horrible screams and a woman from the house that was hit ran into the back garden shouting for help.

“Two workmen booted the back gate in and tried to put the fire out with a garden hose. A policeman and a policewoman also arrived and they all attempted to douse the flames and reach the poor men inside the plane. They were really brave.”

Mark Frimston, 25, said: “It was as if a bomb went off and when I ran out I saw a plane embedded in the side of a house.”

The Piper came down just after midday, 500 yards from Barton Airfield. Local Philip Cusack, 86, said: “It seems the plane was taking off from there when it hit the back of the houses.

“There were emergency vehicles all over the place and the main A57 to Liverpool nearby was mayhem.

“House numbers 7 and 9 were the ones that got hit but miraculously the people who live there appear to be all right.”

Station commander Paul Duggan of Greater Manchester Fire Service said: “Several people successfully managed to put out the aircraft fire, but not before some occupants had been burned. One was removed quite quickly but the second had to be cut from the wreckage.

“The plane landed fairly neatly between the two buildings, though it was fairly badly damaged by the impact and fire. Part of the building may have to be demolished but engineers are still examining it.”

The plane was privately hired from flying school Ravenair’s training fleet based in Liverpool.

122nd pilot helped plane make emergency landing. N3236C, Beech E35. Fort Wayne, Indiana.




http://registry.faa.gov/N3236C


FORT WAYNE, Ind. (WANE) - No one was hurt when a small plane had to make an emergency landing at the Fort Wayne airport Thursday partly thanks to the quick thinking and expertise of a 122nd Fighter Wing pilot.

Lt. Col. John Carroll was on the Indiana Air National Guard base and was about to go pick up some pilots when he heard that a Bonanza was going to make an emergency landing. The plane's landing gear under the nose was stuck half-way down.

"I was listening, king of minding my own business, and I heard on the radios he was intending to land on the grass," Carroll said.

That caught Carroll's attention. He's flown Bonanzas for years and knew landing on the grass with landing gear partially down could be a big mistake.

"With the nose gear up and the main gears down, the nose is going to pitch down," he explained. "So if he lands on a soft surface, even though it's been dry around here, you don't know how the surface of the grass is going to be. If something catches the aircraft, it can flip over on its back."

Carroll got on the radio and talked to the pilot in the sky.

"He was doing a great job. He had gone through the whole checklist," Carroll said.

Carroll was on the runway when the plane did a low pass. Using binoculars, Carrol could see the problem.

"I could confirm exactly what was wrong with his aircraft and give him information to know it wasn't a false indicator in his cockpit. It was stuck nose gear. It's very important to know and have that critical data before attempting a landing," Carroll said.

Over the radio, Carroll guided the pilot through landing on the runway instead of the grass.

"I recommended that he land the aircraft on the runway as slowly as possible, shut the engine down before the nose touches the ground and shutting the fuel off," Carroll said.

When the plane touched the runway, the landing gear collapsed and the plane slid more than a hundred feet. The two people inside, who were both pilots, were not hurt. The plane didn't have a lot of damage either.

"That's the good outcome of landing on a good, dry, long prepared surface versus a rough, unknown, uneven surface, ie: the grass," he said.

Carroll added that the safe landing was a team effort between many people, both in the control tower and the pilot in the sky.

"It was all the right people in the right place at the right time. The tower was awesome and the pilot did a great job," Carroll said.

US Airways to inspect plane after irritating smell reported. People on flight at LAX report eye, respiratory irritations.

A US Airways airplane has been removed from service for inspection after passengers reported an irritating smell in the cabin.

Several people on Flight 1431 from Charlotte, N.C., to Los Angeles complained of minor eye and throat irritation. As a precaution, L.A. Fire Department paramedics were summoned to the aircraft after landing.

Two passengers were evaluated at the scene and released, US Airways spokesperson Valerie Wunder said. Four flight attendants went to the hospital to be evaluated, a mandatory practice when there is possible exposure to fumes or smoke, she said.

There were 183 passengers and six crew members on board. Authorities said all seemed in good condition and that no emergency landing was necessary.

Taylorcraft BL-65, N24369: Fatal accident occurred July 28, 2011 in Winterville, North Carolina


NTSB Identification: ERA11FA426
14 CFR Part 91: General Aviation
Accident occurred Thursday, July 28, 2011 in Winterville, NC
Probable Cause Approval Date: 04/10/2013
Aircraft: TAYLORCRAFT BL-65, registration: N24369
Injuries: 1 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

After a local flight, the vintage airplane was approaching the pilot's home airport on a very hot day (36 degrees C [97 degrees F]), and the cockpit was most likely hot as well. As the airplane approached perpendicular to the runway, it maintained a nose-down, left bank attitude, consistent with no further control inputs from the pilot. The airplane impacted the left side of runway, approximately one-third down the runway, pivoted 180 degrees, and came to rest about 20 feet from the initial impact point. Examination of the airframe and engine did not reveal evidence of any preimpact mechanical malfunctions. Although the autopsy report listed the cause of death as multiple injuries related to the crash, it also noted significant coronary artery disease and a tiny scar of the papillary muscle. Both suggested the possibility of a cardiac arrhythmia or heart attack that may have resulted in incapacitation. Additionally, the pilot's medical history revealed a vasovagal (fainting) episode due to nausea and vomiting about 2 years prior to the accident. Neither a vasovagal episode nor cardiac arrhythmia would have left any evidence for discovery during autopsy. As such, pilot incapacitation is possible in this accident because of the lack of control inputs as the airplane approached the runway.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:

A loss of airplane control for undetermined reasons as the autopsy was unable to reveal any definitive conditions that would have led to the loss of control.

HISTORY OF FLIGHT

On July 28, 2011, at 1511 eastern daylight time, a Taylorcraft BL-65, N24369, operated by a private individual, was substantially damaged when it impacted runway 25 during an attempted landing at South Oak Aerodrome (NC47), Winterville, North Carolina. The airline transport pilot was fatally injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight, which departed NC47 about 1345.

Runway 25 at NC47 was 1,850 feet long, 50 feet wide, and consisted of turf. According to surveillance video provided by the owner of a nearby residence, the airplane approached the runway from south to north in a nose-down, left-bank attitude, with no apparent additional control inputs. The airplane impacted the left side of runway 25, approximately one-third down the runway. It then pivoted 180 degrees and came to rest about 20 feet from initial impact. The wreckage was resting upright, on a heading of 150 degrees magnetic. The right main landing gear had partially separated and the airplane was resting on its right side. Ground scars were located about 20 feet from the wreckage, oriented about a 300-degree magnetic bearing to the wreckage. The shape, orientation, and distribution of the ground scars were consistent with the left wing and left main landing gear.

PILOT INFORMATION

The pilot, age 42, held an airline transport pilot certificate with a rating for airplane multiengine land. He also held a private pilot certificate with a rating for airplane-single engine land. The pilot's most recent Federal Aviation Administration (FAA) first-class medical certificate was issued on March 16, 2011. At that time, he reported a total flight experience of 11,800 hours. The pilot's logbook was recovered; however, it was not current and the most recent entry was dated March 18, 2010. The pilot's total flight experience or total hours in the accident airplane make and model could not be determined.

AIRCRAFT INFORMATION

The two-seat, high-wing, fixed tricycle-landing gear airplane, serial number 1705, was manufactured in 1940. It was powered by a Continental A65-8, 65-horsepower engine. The airplane's maintenance logbooks were not located and the tachometer indicated 1,294.0 hours of operation.

METEOROLOGICAL INFORMATION

Pitt-Greenville Airport (PGV), Greenville, North Carolina was located about 10 miles north of the accident site. The recorded weather at PGV, at 1515, was: wind from 190 degrees at 4 knots; visibility 10 miles; scattered clouds at 7,000 feet; scattered clouds at 9,000 feet; temperature 36 degrees Celsius; dew point 17 degrees Celsius; altimeter 30.02 inches of mercury.

WRECKAGE INFORMATION

Both wings remained attached to the airframe, with the ailerons attached to their respective wing. The left wing exhibited impact damage at the outboard leading edge and the right wing was not damaged. The airplane was not equipped with flaps. The left aileron was found in a down position and the right aileron was up. The fuel caps remained secured to their respective wing fuel tanks, and approximately one-quarter tank of fuel remained in the right wing. No fuel remained in the left wing; however, the wing tanks were interconnected, which allowed fuel to drain from the left wing to the right wing and vice versa. Additionally, fuel was observed leaking from the engine compartment, in the vicinity of a damaged carburetor. The fuel displayed a brown tint, but was otherwise clear and had an appearance and smell consistent with automobile gasoline. Control continuity was confirmed from the cockpit controls to the rudder, elevator, elevator trim tab, and left aileron. The right aileron bellcrank had separated and was retained for further examination. Control continuity was confirmed from the cable at the bellcrank separation, to the yoke.

The seatbelts and shoulder harnesses remained intact and were unlatched by rescue personnel. The mixture control was in the full rich position, the carburetor heat control was off, and the throttle control was mid-range. First responders reported that they positioned the fuel selector and magnetos to off. The engine primer was in and locked.

The engine remained attached to the airframe, and except for the carburetor, was undamaged. The propeller remained attached to the engine. Both propeller blades exhibited s-bending and chordwise scratching. The top spark plugs were removed and examined; their electrodes were intact and dark gray in color. The valve covers were removed and oil was noted in each cylinder head. The propeller was then rotated by hand and thumb compression was attained on all cylinders. Crankshaft, and valve train continuity was confirmed throughout the engine. Both magnetos produced spark at all leads when rotated by hand. The carburetor had partially separated due to impact damage, and was disassembled for inspection. The float and needle valve remained intact, and fuel was recovered from the carburetor.

The right aileron bellcrank was forwarded to the NTSB Materials Laboratory, Washington, DC. Metallurgical examination of the bellcrank revealed five fracture faces, which displayed rough grainy surfaces consistent with an overload event.

A Lowrance Airmap 500 handheld global positioning system (GPS) receiver was also recovered from the wreckage and forwarded to the NTSB Vehicle Recorders Laboratory, Washington, DC. Data were successfully downloaded from the receiver and plotted. The plot depicted a route from NC47, west to Kenley, North Carolina, and return; however, the receiver did not store date or time with each of the recorded positions. As such, the plot could not be positively identified as the accident flight.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot on July 29, 2011, by the Office of the Chief Medical Examiner, Chapel Hill, North Carolina. The autopsy report noted the cause of death as "Multiple injuries;" however, the report also noted that the left anterior descending focal coronary artery had 85 to 90 percent atherosclerotic narrowing. Additionally, the papillary muscle exhibited focal scarring. Review of the pilot's FAA and personal medical records revealed a fainting episode in 2009, immediately following nausea and vomiting due to a common illness. Considerable cardiac and neurologic testing did not reveal any concerning cause of the fainting episode and the pilot was cleared to continue flying.

Toxicological testing was performed on the pilot by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. The results were negative for carbon monoxide, alcohol, and drugs.






 NTSB Identification: ERA11FA426 
14 CFR Part 91: General Aviation
Accident occurred Thursday, July 28, 2011 in Winterville, NC
Aircraft: TAYLORCRAFT BL-65, registration: N24369
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.


On July 28, 2011, at 1511 eastern daylight time, a Taylorcraft BL-65, N24369, operated by a private individual, was substantially damaged when it impacted runway 25 during an attempted landing at South Oak Aerodrome (NC47), Winterville, North Carolina. The certificated airline transport pilot was fatally injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight, which departed NC47 about 1345.

Runway 25 at NC47 was 1,850 feet long, 50 feet wide, and consisted of turf. According to video surveillance provided by the owner of a nearby residence, the airplane approached the runway from south to north in a nose-down, left-bank attitude. The airplane impacted the left side of runway 25, approximately one-third down the runway. It then spun 180 degrees and came to rest about 20 feet from initial impact. The wreckage was resting upright, on a heading of 150 degrees magnetic. The right main landing gear had partially separated and the airplane was resting on its right side. Ground scars were located about 20 feet from the wreckage, oriented about a 300 degree magnetic bearing to the wreckage. The ground scars were consistent with the left wing and left main landing gear.

The right aileron bellcrank and a handheld global positioning system receiver were retained for further examination.




Federal aviation investigators arrived early Friday to probe a fatal plane crash that killed a commercial airline pilot from Winterville.

Joshua Brehm, 42, was at the controls after 3 p.m. Thursday when his single-engine 1940 Taylorcraft BL-65 went down in a grassy field at South Oaks Aerodrome in Winterville, authorities said Friday.

The residential landing field at 6554 County Home Road just north of N.C. 102 is an unmanned airfield that is part of a luxury residential development in southern Pitt County. No homes or other structures were damaged.

Brehm is a captain with Southwest Airlines, sheriff's officials said Friday.

He held an airline transport pilot certification, the highest certification offered by the Federal Aviation Administration, spokeswoman Kathleen Bergen said Friday.

He was certified to fly a Boeing 737, Hawker Beechcraft 1900, which is a twin-turbo propellor plane, and a Bombardier CRJ-200, a regional jet, she said.

Investigators with the FAA and the National Transportation Safety Board spent Friday morning examining the wreckage.

The plane appeared to be landing when the crash, according to witnesses, sheriff's officials said.

A flight plan was not known, officials said Thursday. Sheriff Neil Elks said it was possible the pilot went up for a brief pleasure ride. The crash does not appear suspicious, he said.