Saturday, December 03, 2011

Airport manager on Allegiant's announcement: "I was very disappointed"

TWIN FALLS, Idaho (KMVT-TV) After a year and a half, Allegiant Airlines is ending its service from Twin Falls to Las Vegas.

Andrew Levy, President of Allegiant cited 'due to lack of market demand' as a reason to cancel the service.

The carrier's last day will be January 1st.

Allegiant officials say any customer with a reservation past that date will be contacted for a full refund.

We spoke to Magic Valley Airport Manager Bill Carberry who says after the seasonal cutbacks this fall, advance sales didn't look promising.

Carberry says, "I was very disappointed to hear they'd be leaving the market...people started filling up the planes, taking advantage of the flights. But I think the problem was the ticket prices. As costs have been going up with fuel and other areas in the airline business, as ticket prices started to creep up, we weren't seeing people respond to that. And the profits weren't there right now."

Sky West still remains at Magic Valley Regional Airport.

The airline offers three daily flights to Salt Lake City as a Delta connection.

http://www.kmvt.com

Loss of Control in Flight: Beechcraft F90 King Air, N90QL; accident occurred December 02, 2011 in Midland, Texas






Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Lubbock, Texas 

Investigation Docket - National Transportation Safety Board:


Location: Midland, Texas 
Accident Number: CEN12LA095
Date & Time: December 2, 2011, 08:10 Local 
Registration: N90QL
Aircraft: Beech F90 
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight 
Injuries: 1 Serious
Flight Conducted Under: Part 91: General aviation - Positioning

Analysis 

The pilot obtained a weather briefing for the flight, during which light freezing drizzle was forecast for the proposed time and route. However, no advisories, either before or during the flight, were issued for the potential of hazardous icing conditions.

The pilot stated that he had all of the airplane's deicing equipment on; however, the airplane accumulated moderate to severe airframe icing. The airplane was cleared for a GPS approach to the airport, and the pilot reported that he used the autopilot to fly the airplane to a navigational fix. An air traffic controller saw that the airplane was off course and subsequently canceled the flight's approach clearance. The copilot's window iced up. The flight was then cleared for another approach attempt, during which the pilot's window became "halfway iced up." The controller advised that the airplane appeared to be "about a half mile south of the course" for runway 25. The pilot configured the airplane with approach flaps and extended the landing gear before the final approach fix. The airplane descended under the cloud deck, and the pilot began to look for the runway. The pilot stated when he advanced the throttles, the airplane rolled about 90 degrees to the left. He disengaged the autopilot and attempted to use the yoke to level the airplane. The airplane then rolled about 90 degrees to the right. The pilot was unable to regain airplane control, and the stall warning horn came on seconds before the airplane impacted the ground. The pilot stated that he believed the loss of control was "primarily due to ice."

The pilot stated that he maintained a target airspeed of 120 knots on approach, 100 knots "close to the ground," and was close to 80 knots when the airplane was in the 90-degree right bank. The airplane's recommended minimum airspeed for sustained flight in icing was 140 knots. The airplane's pilot operating handbook (POH) advises pilots to immediately request priority handling from air traffic control to facilitate a route or an altitude change to exit the icing conditions. Additionally, the handbook cautions the pilot that autopilot usage masks tactile cues, which indicate adverse changes in handling characteristics, and that use of the autopilot is prohibited when any specified visual cues exist in icing conditions.

While the National Weather Service (NWS) issued an icing advisory over an area bordering the destination to the north, no NWS icing advisory extended over the area where the accident occurred. While the pilot would have been aware of potential icing from his weather briefings, he may not have expected the hazard due to the absence of an icing advisory over his route. If the pilot relied upon the graphic presentation provided in the icing advisory, which did not extend to his intended route, he may have been led to believe that he could accomplish the flight safely.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain the recommended airspeed for icing conditions and his subsequent loss of airplane control while flying the airplane under autopilot control in severe icing conditions, contrary to the airplane's handbook. Contributing to the accident was the pilot's failure to divert from an area of severe icing. Also contributing to the accident was the lack of an advisory for potential hazardous icing conditions over the destination area.

Findings

Aircraft (general) - Incorrect use/operation
Personnel issues Use of automation - Pilot
Personnel issues Incorrect action selection - Pilot
Environmental issues (general) - Contributed to outcome
Organizational issues Between groups/organizations - Meteorological service

Factual Information

HISTORY OF FLIGHT

On December 2, 2011, about 0810 central standard time, a Beech F90, N90QL, collided with terrain while on an instrument approach to the Midland Airpark (MDD), near Midland, Texas. The commercial pilot, who was the sole occupant, sustained serious injuries. The airplane was registered to and operated by Quality Lease Air Services LLC., under the provisions of 14 Code of Federal Regulations Part 91 as a positioning flight. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan had been filed for the cross-country flight. The flight originated from the Wharton Regional Airport (ARM), Wharton, Texas, about 0626.

The pilot obtained a weather briefing for the flight to MDD. The briefing forecasted light freezing drizzle for the proposed time and route of flight.

While on approach to MDD, the airplane was experiencing an accumulation of moderate to severe icing and the pilot stated that he had all the deicing equipment on. According to the pilot, the autopilot was flying the airplane to a navigational fix called JIBEM. He switched the autopilot to heading mode and flew to the final approach fix called WAVOK. He deployed the deice boots twice before approaching WAVOK. 

An Airport Traffic Control Tower (ATCT) controller informed the pilot, that according to radar, he appeared to be flying to JIBEM. The pilot responded that he was correcting back and there was something wrong with the GPS. The controller canceled the airplane's approach clearance and the controller issued the pilot a turning and climbing clearance to fly for another approach. The pilot stated that his copilot's window iced up at that point.

The pilot was vectored for and was cleared for another approach attempt. The pilot said that his window was "halfway iced up." About two minutes after being cleared for the second approach, the controller advised the pilot that the airplane appeared to be "about a half mile south of the course." The pilot responded, "Yep ya uh I got it." The pilot was given heading and climb instructions in case of a missed approach and was subsequently cleared to change to an advisory frequency. The pilot responded with, "Good day."

The pilot had configured the aircraft with approach flaps and extended the landing gear prior to reaching the final approach fix. The pilot stated the aircraft remained in this configuration and he did not retract the gear and flaps.

The pilot stated that he descended to 3,300 feet and was just under the cloud deck where he was looking for the runway. The pilot's accident report, in part, said:

Everything was flying smooth until I accelerated throttles from about halfway to about three quarters. At this point I lost roll control and the airplane rolled approximately 90 degrees to the left. I disengaged autopilot and began to turn the yoke to the right and holding steady. It was slow to respond and when I thought that I had it leveled off the airplane continued to roll approximately 90 degrees to the right. At this time I was turning the yoke back to the left and pulling back to level it off, but it continued to roll to the left again. I was turning the yoke to the right again as I continued to pull back and the airplane rolled level, and the stall warning horn came on seconds before impact on the ground.

The pilot stated he maintained a target airspeed speed of 120 knots on approach and 100 knots while on final approach. He stated he was close to 80 knots when the aircraft was in the 90-degree right bank.

Witnesses in the area observed the airplane flying. A witness stated that the airplane's wings were "rocking." Other witnesses indicated that the airplane banked to the left and then nosed down. The airplane impacted a residential house, approximately 1 mile from the approach end of runway 25, and a postcrash fire ensued. The pilot was able to exit the airplane and there were no reported ground injuries.

PERSONNEL INFORMATION

The 53-year old pilot held a commercial pilot certificate with instrument airplane and airplane single and multi-engine land ratings. The pilot's most recent Federal Aviation Administration (FAA) second-class medical certificate was issued on August 3, 2011, with limitations for corrective lenses. The pilot reported having accrued 4,600 hours of total flight time and 25 hours of flight time in the same make and model as the accident airplane. He also reported that he had accumulated 224 hours of total flight time in actual instrument weather conditions and 5 hours of flight time in actual instrument weather conditions in the 90 days prior to the accident

AIRCRAFT INFORMATION

N90QL was a 1979 Beech, King Air, F90, twin-engine, T-tailed, seven-seat airplane with serial number LA-2. On June 6, 2011, the airplane received a phase three and four inspection. An airplane logbook entry in reference to that inspection showed that the Hobbs meter indicated 8,253 hours and the airplane's total time was the same. Two Pratt and Whitney Canada model PT6A-135 engines powered the airplane. Each engine drove their respective four-bladed Hartzell propeller. The airplane had two exits (viewed from the aft looking forward): the air stair door in the aft cabin on the left, and the overwing emergency exit on the right. The pilot reported that the airplane's maximum gross weight was 10,950 pounds and that the weight of the airplane at the time of the accident was 10,000 pounds.

The airplane's maximum flap extension speed for the approach flap position was 184 knots indicated airspeed (IAS). The airplane's maximum landing gear extended speed was 184 knots IAS. According to the airplane's "Stall Speeds - Power Idle" chart, the calculated stall speed for the airplane weighing 10,000 pounds with approach flaps extended was about 81 knots IAS at zero degrees of bank and was about 114 knots IAS at 60 degrees of bank.

The airplane's pilot operating handbook (POH) limitations section, in part, stated:

ICING LIMITATIONS...

Minimum Airspeed for Sustained Icing Flight...140 knots
Sustained flight in icing conditions with flaps extended is 
prohibited except for approach and landings. ...

LIMITATIONS WHEN ENCOUNTERING SEVERE ICING CONDITIONS (Required By FAA AD 98-04-24)

WARNING

Severe icing may result from environmental conditions outside of those for which the airplane is certificated. Flight in freezing rain, freezing drizzle, or mixed icing conditions (supercooled liquid water and ice crystals) may result in ice build-up on protected surfaces exceeding the capability of the ice protection system, or may result in ice forming aft of the protected surfaces. This ice may not be shed using the ice protections systems, and may seriously degrade the performance and controllability of the airplane.

1. During flight, severe icing conditions that exceed those for which the airplane is certificated shall be determined by the following visual cues. If one or more of these visual cues exists, immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the icing conditions.

a. Unusually extensive ice accumulation of the airframe and windshield in areas not normally observed to collect ice.

b. Accumulation of ice on the upper surface of the wing, aft of the protected area.

c. Accumulation of ice on the engine nacelles and propeller spinners farther aft than normally observed.

2. Since the autopilot, when installed and operating, may mask tactile cues that indicate adverse changes in handling characteristics, use of the autopilot is prohibited when any of the visual cues specified above exist, or when unusual lateral trim requirements or autopilot trim warnings are encountered while the airplane is in icing conditions.

3. All wing icing inspection lights must be operative prior to flight into known or forecast icing conditions at night. [NOTE: This supersedes any relief provided by the Master Minimum Equipment List (MMEL).]

The airplane's POH normal procedures section, in part, stated: This airplane is approved for flight in icing conditions as defined in FAR 25, Appendix C. These conditions do not include, nor were tests conducted in, all conditions that may be encountered (e.g., freezing rain, freezing drizzle, mixed conditions, or conditions defined as severe). Some icing conditions not defined in FAR 25 have the potential of producing hazardous ice accumulations, which: 1) exceed the capabilities of the airplane's ice protection equipment; and/or 2) create unacceptable airplane performance. Flight into icing conditions which lie outside the FAR-defined conditions is not prohibited; however, pilots must be prepared to divert the flight promptly if hazardous ice accumulations occur.

WARNING

Due to distortion of the wing airfoil, ice accumulations on the leading edges can cause a significant loss in rate of climb and in speed performance, as well as increases in stall speed. Even after cycling deicing boots, the ice accumulation remaining on the boots and unprotected areas of the airplane can cause large performance losses. For the same reason, the aural stall warning system may not be accurate and should not be relied upon. Maintain a comfortable margin of airspeed above the normal stall airspeed. In order to minimize ice accumulation on unprotected surfaces of the wing, maintain a minimum of 140 knots during operations in sustained [deicing] conditions. ... Prior to a landing approach, cycle the deicing boots to shed any accumulated ice.

The airplane's POH emergency procedures section, in part, stated: 

THE FOLLOWING WEATHER CONDITIONS MAY BE CONDUCIVE TO SEVERE IN-FLIGHT ICING: 

Visible rain at temperatures below 0 degrees Celsius ambient air temperature.

Droplets that splash or splatter on impact at temperatures below 0 degrees Celsius ambient air temperature.

PROCEDURES FOR EXITING THE SEVERE ICING ENVIRONMENT: 
These procedures are applicable to all flight phases from takeoff to landing. Monitor the ambient air temperature.

While severe icing may form at temperatures as cold as -18 degrees Celsius, increased vigilance is warranted at temperatures around freezing with visible moisture present. 

If the visual cues specified in the Limitations Section for identifying severe icing conditions are observed, accomplish the following:

1. Immediately request priority handling from Air Traffic Control to facilitate a route or an altitude change to exit the severe icing conditions in order to avoid extended exposure to flight conditions more severe than those for which the airplane has been certificated.

2. Avoid abrupt and excessive maneuvering that may exacerbate control difficulties.

3. Do not engage the autopilot.

4. If the autopilot is engaged, hold the control wheel firmly and disengage the autopilot.

5. If an unusual roll response or uncommanded roll control movement is observed, reduce the angle-of-attack.

6. Do not extend flaps when holding in icing conditions. Operation with flaps extended can result in a reduced wing angle-of-attack, with the possibility of ice forming on the upper surface further aft on the wing than normal, possibly aft of the protected area.

7. If the flaps are extended, do not retract them until the airframe is clear of ice.

8. Report these weather conditions to Air Traffic Control.

METEOROLOGICAL INFORMATION

A National Transportation Safety Board senior meteorologist produced a meteorology factual report. The report, in part, showed that at 0815, the automated weather observing system at MDD, reported wind from 030 degrees at 9 knots, visibility 1 and 3/4 statute miles, present weather mist, scattered clouds at 300 feet, overcast at 800 feet, temperature 1 degree C, dew point 1 degrees C, and a barometric pressure setting of 30.31 inches of mercury. Airmen's Meteorological Information (AIRMET) Sierra was issued as an advisory for IFR conditions and AIRMET Tango issued as an advisory for moderate turbulence below 8,000 feet over the route of flight to include the destination. AIRMET Zulu was issued indicating the possibility for moderate icing between the freezing level and 9,000 feet current for northwestern Texas. 

AIRMET Zulu's boundary did not extend over the destination. The 0600 Midland upper air sounding observation was plotted by the senior meteorologist. The plotted sounding depicted a moist low-level environment with the relative humidity greater than 80 percent from the surface through 10,000 feet and supported low nimbus type clouds with light precipitation; with precipitable water value was 0.46 inches. The freezing level was identified at 451 feet above ground level with a defined temperature inversion associated with the frontal zone south of the area at 6,576 feet above mean sea level (MSL), where temperatures rose above freezing again between 6,000 and 9,000 feet. Severe icing warnings were not found in any published advisories for the destination area. The meteorology factual report is appended to the docket associated with this investigation.

AIDS TO NAVIGATION

Three instrument approach procedures (IAPs) were published for use at MDD. These included:

RNAV (GPS) RWY 25
RNAV (GPS) RWY 34
VOR/DME RWY 25
VOR-A

The RNAV approach to runway 25 at MDD included an inbound course of 248 degrees. The minimum descent altitude (MDA) was 3,220 feet MSL. The weather minimums for the RNAV (GPS) runway 25 approach were a MDA of 500-feet and 1-mile visibility for the straight-in approach. The approach plate is appended to the docket material associated with the case.

COMMUNICATIONS

The pilot was under radar and radio contact with Midland ATCT, Approach Control and he initially reported on that approach control frequency, about 0749, that the airplane was descending to 8,000 feet. About 0750, the controller gave the pilot a clearance to descend to 6,000 feet and proceed direct to the initial approach fix named CIRIT. About 0751, another airplane reported that there was light clear icing at 5,000 feet and the accident pilot affirmed that he copied the icing report. The controller indicated that the pilot could remain at 7,000 feet if the pilot wanted. About 0755, the controller issued an approach clearance for the RNAV runway 25 approach. About 0758, the controller inquired if the pilot was heading to a fix named JIBEM and the pilot confirmed and indicated that he was correcting back. About 0800, the controller canceled the approach clearance. The pilot was vectored at 4,500 feet for a second approach and about 0804, the controller issued another approach clearance to the pilot for the RNAV runway 25 approach. About 0806, the controller advised the pilot that he appeared to be off course and the pilot acknowledged the advisement. About 0807, the controller gave the pilot an approval to change to an advisory frequency, which was acknowledged by the pilot. No further communications with the pilot were recorded on the approach frequency. A transcript of the approach frequency communications associated with the flight is appended to the docket material associated with the case.

AIRPORT INFORMATION

MDD is a public, non-towered airport located about 3 miles north of Midland, Texas, and it has a surveyed elevation of 2,803 feet MSL. The airport is serviced by two asphalt runways, Runway 16/34 and 7/25.

Runway 7/25 was 5,022 foot by 75-foot asphalt runway, which had non-precision runway markings. The runway was equipped with a 4-light, 3-degree glide path, vertical approach slope indicator.

WRECKAGE AND IMPACT INFORMATION

The airplane crashed into a house in a residential area, located northeast of the intersection of Trevino Street and Casper Court, Midland, Texas. A post-impact ground fire occurred. The fire melted the icing that the airplane had collected during the flight and the fire consumed the majority of the airplane.

ADDITIONAL DATA/INFORMATION

The pilot was accustomed to flying a 1974 Beech, King Air, E90, twin-engine, conventional-tailed airplane. According to the pilot, the avionics installed in both the F90 and E90 were different. The F90 had conventional avionics with a HSI and the E90 had Avidyne avionics installed. The F90 had a different type autopilot installed than the S-TEC autopilot, which was installed in the E90.

During an interview with a FAA inspector, the pilot stated that he believed the loss of control was "primarily due to ice."













A plane scheduled to land at Midland Airpark Friday morning crashed into a residential area, engulfed one home in flames and sent the pilot to the hospital with minor injuries.

Authorities identified the pilot as 53-year-old Page Mund of Needville. Mund was transported and released from Midland Memorial Hospital by Friday afternoon.

Officials at the Midland County Sheriff’s Office said Mund suffered a broken arm.

Midland Public Information Officer Tasa Watts said Quality Lease Air Service owns the airplane and Mobley flew into Midland to assess the damage from the crash.

“Right now we can’t comment, but the pilot is alive and everything else can be replaced,” Quality Lease Air Service owner David Mike Mobley said during a phone interview.

The Midland Fire Department responded to the call around 8:10 a.m. after a King Air F-90 GT that left from Wharton Regional Airport outside of El Campo crashed into the home at 4500 Trevino Street, Watts said. Flying out of the east, Mund was scheduled to land at Midland Airpark runway 25, Esterly said.

The owner of the house the plane crashed into, 81-year-old Estela Trowbridge, was able to get out of her house unharmed. James Parks with the American Red Cross said Trowbridge was also transported to the hospital, due to high blood pressure.

After the crash, people at the scene helped remove Mund from the plane. John Holguin said in an interview with CBS 7 that he ran to the wreckage to see if anyone was alive. Once he heard Mund’s screams for help, Holguin helped pull him from the plane.

“I picked him up and drug him to the alley and waited there for the EMS to come," Holguin told CBS 7 reporters.

Two nearby houses also suffered heavy damage from the fire, and Parks said the Red Cross would be assisting eight people and four dogs total from the incident. Only Trowbridge was home during the crash.

Meanwhile 32 area residents lost power Friday after the plane also knocked down two polls, several wires and a transformer, Area Manager for Oncor Electric Delivery Sue Mercer said. She said Friday afternoon the company was hoping to have all electricity restored to the area by midnight.

The cause of the plane crash is still unknown. Lynn Lunsford, a spokesman with the Federal Aviation Administration said in an email that the organization had started looking into the crash and investigators would “conduct a thorough examination of the wreckage.”

Texas Commission on Environmental Quality personnel were also on the scene to make sure jet fuel and water runoff from the firefighters’ hoses did not get in the city’s water supply. TCEQ spokeswoman Andrea Morrow said the jet fuel was vacuumed up and would be disposed of in an authorized facility.

Sandra Porter, who identified Trowbridge as her mother-in-law, said she did not know about the crash into Trowbridge’s house until her’s daughter called her and told her about it. Though Porter said she and Trowbridge’s son were no longer married, she said she rushed to the house after she learned about the crash.

“We’re still family,” Porter said.

Kellen Mackey with TruGreen said he made the initial 9-1-1 call after he heard the plane crash. Scheduled to work in Trowbridge’s backyard Friday morning, Mackey said he went to his truck when he heard a loud noise.

“It was like a missile coming down,” he said. “It made my ears ring.”

After the crash, Mackey called for help and he and another person began to knock on doors to warn others about the fire. Mackey, visibility shaken up from incident, said he was concerned about the fire spreading because of engine fuel. He said he was also still coming to grips with the fact he was slated to work in Trowbridge’s backyard.

“If I was there minutes earlier, I would have been in that backyard,” he said.


Dozens of planes fly over the neighborhood near Midland Airpark every day. But now Friday's crash is raising questions for the residents about how safe they are, and if something like Friday’s event could happen again.

"It was surreal. You normally see this stuff on television happening to somebody else, but not in your own backyard," said Cary Love, who lives near the site of the crash. More than 24 hours after a plane crashes into their neighborhood, Midlanders are already analyzing what could have been done to prevent it. "The planes coming back seem to be really low and sometimes you can pick up a rock and throw it at them. It's kind of scary," Love said.

"The planes fly too low. There are some planes that come through here. If I'm in my backyard, I swear to God that I can touch the wheels," said Ann Mussinan, who also lives in the neighborhood.

But others say the chances of it happening again are highly unlikely.

"Airplane crashes are a very rare occurrence and one crashing into a house is unbelievable. There's an old movie quote about a house being hit by a plane. You should buy here now because the odds of it happening again are astronomical," said Grant Guess, who lives near the site.

"That's going to remain in this neighborhood. Maybe the community will come together now and push who ever controls the airport to correct the problem," Mussinan said.

As they try to pick up the pieces from Friday’s chaos, many say they're now ready to move on.

"It happened. I think the neighborhoods attitude is let's get back to normal," said Mussinan.

Administrators with Midland International Airport tell CBS 7 this isn't the first time a plane has crashed into a building in Midland. They say the last time it happened was in the mid 90's. The plane crashed near the staples building on North Loop 250.

http://www.cbs7kosa.com

Cirrus SR20 G2, Aerosim Flight Academy, Boston Aviation Leasing: Accidents occurred July 22, 2015, April 21, 2014 and November 22, 2011

Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf

NTSB Identification: ERA15FA277
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 22, 2015 in Lake Wales, FL
Probable Cause Approval Date: 05/03/2017
Aircraft: CIRRUS DESIGN CORP SR20, registration: N610DA
Injuries: 1 Fatal, 1 Serious.

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.

The flight instructor reported that, during an instructional flight and while demonstrating how to change the route in the GPS, he noticed a "puff" of black smoke appear from under the legs of the pilot receiving instruction. The smoke dissipated quickly, and seconds later, the oil pressure light illuminated, accompanied by an aural warning. The flight instructor took control of the airplane and declared an emergency before diverting to a nearby airport. The flight instructor stated that, while on short final approach for landing, he thought "he was too high and going too fast to make the runway." He could not slow the airplane sufficiently for a safe landing and decided to conduct a go-around; however, when he advanced the throttle, the engine did not respond. When the airplane was about 400 ft above ground level, he instructed the pilot receiving instruction to activate the airframe parachute; however, the parachute did not arrest the descent before the airplane crashed in wooded terrain. The flight instructor was seriously injured, and the pilot receiving instruction was fatally injured.

Postaccident examination of the engine revealed that the oil control rings on all the pistons were stuck. The oil ports on the pistons were clogged, and coking was present. The Nos. 1 through 3 connecting rod bearings showed evidence of the beginning stages of oil starvation. Review of the maintenance logbooks Revealed that during the two months preceding the accident, engine oil consumption increased significantly. It is likely that the engine consumed more oil in the month before the accident due to the stuck oil control rings, which caused the engine case to pressurize and vent oil overboard via the breather tube, consistent with the large amount of oil residue noted on the underside of the fuselage during the wreckage examination. The vented oil also likely resulted in the "puff" of smoke that the instructor saw during the flight. Data downloaded from the airplane's multifunction displays revealed that the oil pressure decreased significantly but that engine power was still available before the accident, indicating that, although the flight instructor stated that the engine did not respond to his throttle input, the engine was operating and producing some power at the time of the accident.

Although the manufacturer did not specify a minimum or maximum altitude for deployment of the airframe parachute, manufacturer-published information indicated that the demonstrated altitude loss from a straight-and-level deployment was 400 ft. The actual altitude loss during any deployment depended upon the airplane's attitude, altitude, speed, and other environmental factors. The Pilot's Operating Handbook stated that airframe parachute deployment at high speed, low altitude, or in high wind conditions could result in severe injury or death to the aircraft occupants.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A partial loss of engine power due to oil starvation. Contributing was the flight instructor's failure to maintain control of the airplane during an aborted emergency landing, and his delayed decision to deploy the airplane's parachute system.

HISTORY OF FLIGHT

On July 22, 2015, about 1044 eastern daylight time, a Cirrus SR20, N610DA, was destroyed when it impacted terrain during a go-around at Lake Wales Municipal Airport (X07), Lake Wales, Florida. The flight instructor was seriously injured, and the private pilot receiving instruction was fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the flight from the Orlando Sanford International Airport (SFB), Sanford, Florida to Page Field Airport (FMY), Fort Myers, Florida. The airplane was operated by Aerosim Flight Academy. The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to the flight instructor, he and the private pilot were in cruise flight at 5,000 feet mean sea level (msl), when air traffic control (ATC) changed their next enroute waypoint due to traffic. As the flight instructor was demonstrating how to change the route in the GPS, they noticed a "puff" of black smoke appear from under the legs of the student pilot. The smoke dissipated quickly and seconds later, the oil pressure light came on with an alarm. The flight instructor took over the flight controls and declared an emergency before diverting to X07. He maintained an altitude of 4,000 feet msl until he had the airport in sight. He made one call on the airport's common traffic advisory frequency reporting "short final for runway 17."

The flight instructor said he was, "too high and going too fast to make the runway." He side-slipped the airplane, but could not get it slowed down enough for a safe landing so he decided to abort the landing and make a 360 degree turn. He advanced the throttle but the engine did not feel like it was generating any power. He saw the adjacent runway, and although a yellow "X" was on runway, he elected to land anyway. He stated the engine lost complete power and about 400 feet above ground level (agl) he told the student pilot to deploy the airplane's emergency parachute. The parachute did not arrest the descent before the airplane entered an aerodynamic stall and crashed in wooded terrain. After the crash the flight instructor telephoned 911 and requested emergency assistance.

According to witnesses at X07, they watched as the airplane approached runway 17. They said that as the airplane reached the runway threshold the pilot appeared to abort the landing before "throttling up" and continuing to fly down the runway. The airplane then made a left turn towards the departure end of runway 6. As the airplane reached the end of the runway, witnesses reported that it seemed "slow and wobbly," before it entered a descending left turn. The witnesses also stated that the airframe parachute was deployed but not fully inflate prior to impact.

PERSONNEL INFORMATION

Flight Instructor

The flight instructor, age 33, held a commercial pilot certificate for airplane single engine, multi-engine land and instrument airplane. His flight instructor certificate had ratings for airplane single-engine, multi-engine, and instrument airplane. The flight instructor's most-recent first class medical certificate was issued in April 2013, was issued without any limitations. According to records provided by the operator, the flight instructor had accumulated about 1,170 total flight hours.

Private Pilot

The private pilot, age 26, held a private pilot certificate with a rating for airplane single-engine land. He was issued a combined student pilot and first class medical certificate with limitations requiring the use of corrective lenses. A review of the pilots training records reveal that the pilot took his check ride on April 5, 2015 and received his private pilot certificate on April 13, 2015. A review of his flight training log revealed he accumulated about 70 hours of total flight experience; all of his flight experience in the accident airplane make and model.

AIRCRAFT INFORMATION

The airplane was manufactured in 2007. It was powered by a Continental IO-360-ES16B engine rated at 210 horsepower, and was equipped with a Hartzell two-blade constant-speed propeller. The last 100-hour inspection of the airframe and engine occurred on July 11, 2015, at an airframe total time of 6,263.8 hours. As of that inspection the engine had accumulated 2,046 total hours of operation.

According to Continental Motors Service Information Letter SIL 98-9C, the recommended overhaul interval for the engine was 2,200 hours.

METEOROLOGICAL INFORMATION

The nearest recorded weather at Bartow Municipal Airport Bartow, Florida (BOW) located 9 nautical miles northwest from the accident site at 1047, included winds from 250 degrees at 7 knots; 10 statute miles visibility, scattered clouds at 2,000 feet, temperature 28 degrees Celsius (C), dew point temperature 24 degrees C, and an altimeter setting of 30.02 inches of mercury.

WRECKAGE INFORMATION

Examination of the wreckage was conducted at the accident site, and all major components of the airframe were accounted for at the scene. The wreckage path was oriented on a heading of about 320 degrees magnetic, and was 46 feet in length. Examination of the right wing revealed that it was splintered and the fuel tank was breached. The cockpit was broken away from the fuselage and crushed, and the fuselage displayed crush damage throughout the hull. The empennage was intact and revealed impact damage. The left wing was intact and approximately 12 gallons of fuel were drained from the main tank. Flight control continuity was established from the cockpit controls to all flight control surfaces. A cursory examination of the engine revealed that it was impact-damaged and crushed aft towards the firewall. The propeller was fractured off of the engine crankshaft and located in the debris path approximately 20 feet from the main wreckage. Further examination of the fuselage revealed that the Cirrus Airframe Parachute System (CAPS) was deployed and located 320 degrees magnetic and approximately 226 feet from the main wreckage.

Examination of the engine revealed that it was impact-damaged.. The exhaust pipes were crushed. The rocker covers and top spark plugs were removed, and the cylinders were examined using a lighted borescope. All of the pistons and cylinder domes exhibited normal combustion deposits, and the valves were in place. Further examination of the pistons revealed that the oil ports on the pistons were clogged and coking was present. The oil control rings on all pistons were "stuck." The Nos. 1, 2 and 3 connecting rod bearings showed evidence of incipient oil starvation. Examination of the crankshaft revealed it was broken at the flange where it entered the crankcase halves. The remainder of the crankshaft had continuity when it was rotated. Thumb compression was obtained on all of the cylinders. The camshaft was observed when the oil sump was removed and was coated with oil. The oil sump was removed and examined. The sump was impact damaged and the broken part of the sump that held the oil plug was not located. A small amount of oil was observed in the bottom of the remaining portion of the sump and no metal particles were observed. A large amount of oil residue noted on the belly of the airplane.

The top spark plugs were removed and examined. They exhibited normal wear and had light gray deposits in the electrode areas. The bottom spark plugs were examined with the borescope and they appeared similar to the top spark plugs. The top number one spark plug was broken. An examination of the magnetos revealed a hole was observed in the side of the left magneto. The right magneto was in place and not damaged. Both magnetos sparked at all terminals when the drive shafts were rotated.

Examination of the fuel pump revealed that it was in secure to the engine and impact damaged. The mixture control was still connected and bent to the rear. The drive coupling was not damaged. The drive shaft was free to rotate. The vapor return line was separated, along with the exit line to the metering unit. The unit was disassembled and no internal damage was observed. Examination of the throttle body and metering unit revealed that it was impact damaged.

The throttle control was free to move. The metering unit was disassembled and no internal damage was observed. The fuel nozzles were in place on the cylinders. Nozzles 2 and 5 were impact damaged. All of the nozzles were clear.

Examination of the accessory case and oil pump revealed that the oil screen was clean, free of debris and coated with oil. The oil pump was in place and the shaft was free to rotate. The pump was disassembled and the pump gears were coated with oil and were not damaged. The oil filter was separated from the engine and not located.

Examination of the propeller revealed that it had separated from the engine during the impact sequence; the engine crankshaft fractured aft of the propeller mounting flange. The propeller assembly with spinner was intact but damaged. Both blades appeared to be resting on the low pitch setting and exhibited noticeable chordwise abrasion in the tip area on the camber side. One blade exhibited an S-bending and twisted leading edge down. Impact marks on one of the blades and on its preload plates indicated the propeller was in the normal operating blade angle range prior to impact.

MEDICAL AND PATHOLOGICAL INFORMATION

The Federal Aviation Administration's (FAA) Civil Aerospace Medical Institute performed forensic toxicology on specimens from the flight instructor, with negative results for drugs and alcohol.

Forensic toxicology testing and an autopsy was not performed on the private pilot.

TESTS & RESEARCH

Oil Consumption

The operator provided a spreadsheet that detailed oil added to engine of the accident airplane since June 1, 2015. Over the month of June, 9 quarts of oil were added and the airplane was flown 67.2 hours. From July 1st until the date of the accident, 17 quarts of oil were added in 68.1 flight hours.

The Continental Motors publication, "Tips on Engine Care" states: "Oil consumption can be expected to vary with each engine depending on the load, operating temperature, type of oil used and condition of the engine. A cylinder differential pressure check and borescope inspection should be conducted if oil consumption exceeds one quart every three hours or if any sudden change in oil consumption is experienced and appropriate action taken."

Non-Volatile Data (NVM)

According to recovered NVM, the majority of the flight occurred at a pressure altitude of approximately 4,000 feet and engine readings were stable. Fuel flow was about 9.9 gph, manifold pressure (MAP) was about 22.6 inches, and the oil pressure was about 40 psi.
At about 10:33 the airplane climbed to about 4,900 feet pressure altitude. During the climb the fuel flow increased to about 16 gph, the MAP to about 26 inches, and oil pressure ranged from 32-38 psi. At 10:35:24, at 4,900 feet pressure altitude, a reduction in fuel flow is noted that appeared consistent with leaning for cruise flight. Oil pressure was 38 psi at this data point. At 10:35:36, oil pressure was recorded at 24 psi. At 10:35:42, oil pressure was recorded at 8 psi. At 10:35:48, oil pressure was recorded at 3 psi and remained below this value for the remainder of the flight. By 10:36:00, the data was consistent with a power reduction. MAP was at about 11 inches and fuel flow at around 4 gph. At 10:39:30, the data showed an additional power reduction. MAP was about 9 inches or just under 9 for the remainder of the flight and fuel flow was 2.0 to 2.3 gph. The engine monitoring data ended at 10:40:30. When plotted on Google Earth the location for the last data point was about .38 statute miles from the arrival end of runway 17 at a pressure altitude of 257 feet.

Primary Fight Display (PFD)

PFD data that began after the last multi-function display's engine data log file data point, showed a marked increase in engine percent power, MAP, and engine RPM. The recovered PFD data showed the airplane reached its lowest altitude of approximately 283 feet about a quarter mile north of the arrival end of runway 17. Indicated airspeed at this data point was 106 knots and altitude rate was negative 1,306 feet per minute. At the runway 17 threshold the PFD data indicated the airplane was at approximately 338 feet. Indicated airspeed at this data point was 95 knots and the altitude rate was positive 563 feet per minute. PFD data showed the airplane turned to the left, then a series of roll and pitch oscillations occur prior to impact. The last data point prior to impact showed 22.66 degrees nose down pitch and 99.54 degrees of right roll.

ADDITIONAL INFORMATION

Airframe Parachute System

The airplane was equipped with a Cirrus Airframe Parachute System (CAPS). A review of information about the system provided by the manufacturer revealed the demonstrated loss of altitude from a straight and level CAPS deployment was 400 feet agl for the SR20 model. The demonstrated loss of altitude from a 1-turn spin was 920 feet. The altitude loss during a CAPS deployment depended primarily on the direction that the airplane was traveling at the time of deployment.

Section 10 of the Cirrus SR20 pilot operating handbook stated in the "Cirrus Airframe Parachute System Deployment" section:

"The CAPS is designed to lower the aircraft and its passengers to the ground in the event of a life-threatening emergency. However, because CAPS deployment is expected to result in damage to the airframe and, depending upon adverse external factors such as high deployment speed, low altitude, rough terrain or high wind conditions, may result in severe injury or death to the aircraft occupants, its use should not be taken lightly. Instead, possible CAPS activation scenarios should be well thought out and mentally practiced by every SR20 pilot. The following discussion is meant to guide your thinking about CAPS activation. It is intended to be informative, not directive. It is the responsibility of you, the pilot, to determine when and how the CAPS will be used."
The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office: Orlando, Florida
Cirrus Aircraft; Duluth, Minnesota
Continental Motors; Mobile, Alabama
Hartzell; Piqua, Ohio

Docket And Docket Items - National Transportation Safety Board: https://dms.ntsb.gov/pubdms

Aviation Accident Factual Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf

http://registry.faa.gov/N610DA

NTSB Identification: ERA15FA277
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 22, 2015 in Lake Wales, FL
Aircraft: CIRRUS DESIGN CORP SR20, registration: N610DA
Injuries: 1 Fatal, 1 Serious.

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.

HISTORY OF FLIGHT

On July 22, 2015, about 1044 eastern daylight time, a Cirrus SR20, N610DA, was destroyed when it impacted terrain during a go-around at Lake Wales Municipal Airport (X07), Lake Wales, Florida. The flight instructor was seriously injured, and the private pilot receiving instruction was fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the flight from the Orlando Sanford International Airport (SFB), Sanford, Florida to Page Field Airport (FMY), Fort Myers, Florida. The airplane was operated by Aerosim Flight Academy. The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to the flight instructor, he and the private pilot were in cruise flight at 5,000 feet mean sea level (msl), when air traffic control (ATC) changed their next enroute waypoint due to traffic. As the flight instructor was demonstrating how to change the route in the GPS, they noticed a "puff" of black smoke appear from under the legs of the student pilot. The smoke dissipated quickly and seconds later, the oil pressure light came on with an alarm. The flight instructor took over the flight controls and declared an emergency before diverting to X07. He maintained an altitude of 4,000 feet msl until he had the airport in sight. He made one call on the airport's common traffic advisory frequency reporting "short final for runway 17."

The flight instructor said he was, "too high and going too fast to make the runway." He side-slipped the airplane, but could not get it slowed down enough for a safe landing so he decided to abort the landing and make a 360 degree turn. He advanced the throttle but the engine did not feel like it was generating any power. He saw the adjacent runway, and although a yellow "X" was on runway, he elected to land anyway. He stated the engine lost complete power and about 400 feet above ground level (agl) he told the student pilot to deploy the airplane's emergency parachute. The parachute did not arrest the descent before the airplane entered an aerodynamic stall and crashed in wooded terrain. After the crash the flight instructor telephoned 911 and requested emergency assistance.

According to witnesses at X07, they watched as the airplane approached runway 17. They said that as the airplane reached the runway threshold the pilot appeared to abort the landing before "throttling up" and continuing to fly down the runway. The airplane then made a left turn towards the departure end of runway 6. As the airplane reached the end of the runway, witnesses reported that it seemed "slow and wobbly," before it entered a descending left turn. The witnesses also stated that the airframe parachute was deployed but not fully inflate prior to impact.

PERSONNEL INFORMATION

Flight Instructor

The flight instructor, age 33, held a commercial pilot certificate for airplane single engine, multi-engine land and instrument airplane. His flight instructor certificate had ratings for airplane single-engine, multi-engine, and instrument airplane. The flight instructor's most-recent first class medical certificate was issued in April 2013, was issued without any limitations. According to records provided by the operator, the flight instructor had accumulated about 1,170 total flight hours.

Private Pilot

The private pilot, age 26, held a private pilot certificate with a rating for airplane single-engine land. He was issued a combined student pilot and first class medical certificate with limitations requiring the use of corrective lenses. A review of the pilots training records reveal that the pilot took his check ride on April 5, 2015 and received his private pilot certificate on April 13, 2015. A review of his flight training log revealed he accumulated about 70 hours of total flight experience; all of his flight experience in the accident airplane make and model.

AIRCRAFT INFORMATION

The airplane was manufactured in 2007. It was powered by a Continental IO-360-ES16B engine rated at 210 horsepower, and was equipped with a Hartzell two-blade constant-speed propeller. The last 100-hour inspection of the airframe and engine occurred on July 11, 2015, at an airframe total time of 6,263.8 hours. As of that inspection the engine had accumulated 2,046 total hours of operation.

According to Continental Motors Service Information Letter SIL 98-9C, the recommended overhaul interval for the engine was 2,200 hours.

METEOROLOGICAL INFORMATION

The nearest recorded weather at Bartow Municipal Airport Bartow, Florida (BOW) located 9 nautical miles northwest from the accident site at 1047, included winds from 250 degrees at 7 knots; 10 statute miles visibility, scattered clouds at 2,000 feet, temperature 28 degrees Celsius (C), dew point temperature 24 degrees C, and an altimeter setting of 30.02 inches of mercury.

WRECKAGE INFORMATION

Examination of the wreckage was conducted at the accident site, and all major components of the airframe were accounted for at the scene. The wreckage path was oriented on a heading of about 320 degrees magnetic, and was 46 feet in length. Examination of the right wing revealed that it was splintered and the fuel tank was breached. The cockpit was broken away from the fuselage and crushed, and the fuselage displayed crush damage throughout the hull. The empennage was intact and revealed impact damage. The left wing was intact and approximately 12 gallons of fuel were drained from the main tank. Flight control continuity was established from the cockpit controls to all flight control surfaces. A cursory examination of the engine revealed that it was impact-damaged and crushed aft towards the firewall. The propeller was fractured off of the engine crankshaft and located in the debris path approximately 20 feet from the main wreckage. Further examination of the fuselage revealed that the Cirrus Airframe Parachute System (CAPS) was deployed and located 320 degrees magnetic and approximately 226 feet from the main wreckage.

Examination of the engine revealed that it was impact-damaged.. The exhaust pipes were crushed. The rocker covers and top spark plugs were removed, and the cylinders were examined using a lighted borescope. All of the pistons and cylinder domes exhibited normal combustion deposits, and the valves were in place. Further examination of the pistons revealed that the oil ports on the pistons were clogged and coking was present. The oil control rings on all pistons were "stuck." The Nos. 1, 2 and 3 connecting rod bearings showed evidence of incipient oil starvation. Examination of the crankshaft revealed it was broken at the flange where it entered the crankcase halves. The remainder of the crankshaft had continuity when it was rotated. Thumb compression was obtained on all of the cylinders. The camshaft was observed when the oil sump was removed and was coated with oil. The oil sump was removed and examined. The sump was impact damaged and the broken part of the sump that held the oil plug was not located. A small amount of oil was observed in the bottom of the remaining portion of the sump and no metal particles were observed. A large amount of oil residue noted on the belly of the airplane.

The top spark plugs were removed and examined. They exhibited normal wear and had light gray deposits in the electrode areas. The bottom spark plugs were examined with the borescope and they appeared similar to the top spark plugs. The top number one spark plug was broken. An examination of the magnetos revealed a hole was observed in the side of the left magneto. The right magneto was in place and not damaged. Both magnetos sparked at all terminals when the drive shafts were rotated.

Examination of the fuel pump revealed that it was in secure to the engine and impact damaged. The mixture control was still connected and bent to the rear. The drive coupling was not damaged. The drive shaft was free to rotate. The vapor return line was separated, along with the exit line to the metering unit. The unit was disassembled and no internal damage was observed. Examination of the throttle body and metering unit revealed that it was impact damaged.

The throttle control was free to move. The metering unit was disassembled and no internal damage was observed. The fuel nozzles were in place on the cylinders. Nozzles 2 and 5 were impact damaged. All of the nozzles were clear.

Examination of the accessory case and oil pump revealed that the oil screen was clean, free of debris and coated with oil. The oil pump was in place and the shaft was free to rotate. The pump was disassembled and the pump gears were coated with oil and were not damaged. The oil filter was separated from the engine and not located.

Examination of the propeller revealed that it had separated from the engine during the impact sequence; the engine crankshaft fractured aft of the propeller mounting flange. The propeller assembly with spinner was intact but damaged. Both blades appeared to be resting on the low pitch setting and exhibited noticeable chordwise abrasion in the tip area on the camber side. One blade exhibited an S-bending and twisted leading edge down. Impact marks on one of the blades and on its preload plates indicated the propeller was in the normal operating blade angle range prior to impact.

MEDICAL AND PATHOLOGICAL INFORMATION

The Federal Aviation Administration's (FAA) Civil Aerospace Medical Institute performed forensic toxicology on specimens from the flight instructor, with negative results for drugs and alcohol.

Forensic toxicology testing and an autopsy was not performed on the private pilot.

TESTS & RESEARCH

Oil Consumption

The operator provided a spreadsheet that detailed oil added to engine of the accident airplane since June 1, 2015. Over the month of June, 9 quarts of oil were added and the airplane was flown 67.2 hours. From July 1st until the date of the accident, 17 quarts of oil were added in 68.1 flight hours.

The Continental Motors publication, "Tips on Engine Care" states: "Oil consumption can be expected to vary with each engine depending on the load, operating temperature, type of oil used and condition of the engine. A cylinder differential pressure check and borescope inspection should be conducted if oil consumption exceeds one quart every three hours or if any sudden change in oil consumption is experienced and appropriate action taken."

Non-Volatile Data (NVM)

According to recovered NVM, the majority of the flight occurred at a pressure altitude of approximately 4,000 feet and engine readings were stable. Fuel flow was about 9.9 gph, manifold pressure (MAP) was about 22.6 inches, and the oil pressure was about 40 psi.
At about 10:33 the airplane climbed to about 4,900 feet pressure altitude. During the climb the fuel flow increased to about 16 gph, the MAP to about 26 inches, and oil pressure ranged from 32-38 psi. At 10:35:24, at 4,900 feet pressure altitude, a reduction in fuel flow is noted that appeared consistent with leaning for cruise flight. Oil pressure was 38 psi at this data point. At 10:35:36, oil pressure was recorded at 24 psi. At 10:35:42, oil pressure was recorded at 8 psi. At 10:35:48, oil pressure was recorded at 3 psi and remained below this value for the remainder of the flight. By 10:36:00, the data was consistent with a power reduction. MAP was at about 11 inches and fuel flow at around 4 gph. At 10:39:30, the data showed an additional power reduction. MAP was about 9 inches or just under 9 for the remainder of the flight and fuel flow was 2.0 to 2.3 gph. The engine monitoring data ended at 10:40:30. When plotted on Google Earth the location for the last data point was about .38 statute miles from the arrival end of runway 17 at a pressure altitude of 257 feet.

Primary Fight Display (PFD)

PFD data that began after the last multi-function display's engine data log file data point, showed a marked increase in engine percent power, MAP, and engine RPM. The recovered PFD data showed the airplane reached its lowest altitude of approximately 283 feet about a quarter mile north of the arrival end of runway 17. Indicated airspeed at this data point was 106 knots and altitude rate was negative 1,306 feet per minute. At the runway 17 threshold the PFD data indicated the airplane was at approximately 338 feet. Indicated airspeed at this data point was 95 knots and the altitude rate was positive 563 feet per minute. PFD data showed the airplane turned to the left, then a series of roll and pitch oscillations occur prior to impact. The last data point prior to impact showed 22.66 degrees nose down pitch and 99.54 degrees of right roll.

ADDITIONAL INFORMATION

Airframe Parachute System

The airplane was equipped with a Cirrus Airframe Parachute System (CAPS). A review of information about the system provided by the manufacturer revealed the demonstrated loss of altitude from a straight and level CAPS deployment was 400 feet agl for the SR20 model. The demonstrated loss of altitude from a 1-turn spin was 920 feet. The altitude loss during a CAPS deployment depended primarily on the direction that the airplane was traveling at the time of deployment.

Section 10 of the Cirrus SR20 pilot operating handbook stated in the "Cirrus Airframe Parachute System Deployment" section:

"The CAPS is designed to lower the aircraft and its passengers to the ground in the event of a life-threatening emergency. However, because CAPS deployment is expected to result in damage to the airframe and, depending upon adverse external factors such as high deployment speed, low altitude, rough terrain or high wind conditions, may result in severe injury or death to the aircraft occupants, its use should not be taken lightly. Instead, possible CAPS activation scenarios should be well thought out and mentally practiced by every SR20 pilot. The following discussion is meant to guide your thinking about CAPS activation. It is intended to be informative, not directive. It is the responsibility of you, the pilot, to determine when and how the CAPS will be used."



The plane was operated by Aerosim Flight Academy Inc., based out of Sanford, Florida,  was being flown by Flight Instructor Anthony Arzave, 32, and private pilot receiving instruction, Sheng-yen Chen, 26, who were both hospitalized after the accident. Chen later succumbed to his injuries. Cirrus SR20, N610DA, accident occurred July 22, 2015 near Lake Wales Municipal Airport (X07), Lake Wales, Florida.




































NTSB Identification: ERA15FA277
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 22, 2015 in Lake Wales, FL
Aircraft: CIRRUS DESIGN CORP SR20, registration: N610DA
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 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 22, 2015, about 1044 eastern daylight time, a Cirrus SR20, N610DA, was destroyed when it impacted terrain while performing a go-around at Lake Wales Municipal Airport (X07), Lake Wales, Florida. The certified flight instructor (CFI) was seriously injured, and the student pilot was fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the flight from the Orlando Sanford International Airport (SFB), Sanford, Florida to Page Field Airport (FMY), Fort Myers, Florida. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to preliminary air traffic control (ATC) information, the CFI reported to ATC that the airplane was displaying a low oil pressure indication and he was experiencing smoke in the cockpit. The CFI then declared an emergency with ATC and was provided radar vectors to and cleared for landing at X07. 

According to witnesses at X07, they watched as the airplane approached runway 17. They stated that as the airplane reached the runway threshold, it appeared to abort the landing, "throttle up," and continued to fly down the runway. The airplane then made a left turn towards the departure end of runway 6. As the airplane reached the end of the runway, witnesses reported that it seemed "slow and wobbly," then began a descending left turn. Witnesses stated that the airframe parachute was deployed prior to impact. 

Examination of the airplane was conducted at the accident site, and all major components were accounted for at the scene. The wreckage path was oriented on a heading about 320 degrees magnetic, and was 46 feet in length. Examination of the right wing revealed that it was splintered and the fuel tank was breached. The cockpit was broken away from the fuselage and crushed, and the fuselage displayed crush damage throughout the hull. The empennage was intact and revealed impact damage. The left wing was intact and approximately 12 gallons of fuel was defueled from the main tank. Flight control continuity was established from the cockpit controls to all flight control surfaces. A cursory examination of the engine revealed that it was impact damaged and crushed aft towards the firewall. The propeller was fractured off of the engine crankshaft and located in the debris path approximately 20 feet from the main wreckage. NTSB Identification: ERA15FA277
14 CFR Part 91: General Aviation
Accident occurred Wednesday, July 22, 2015 in Lake Wales, FL
Aircraft: CIRRUS DESIGN CORP SR20, registration: N610DA
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 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 22, 2015, about 1044 eastern daylight time, a Cirrus SR20, N610DA, was destroyed when it impacted terrain while performing a go-around at Lake Wales Municipal Airport (X07), Lake Wales, Florida. The certified flight instructor (CFI) was seriously injured, and the student pilot was fatally injured. Visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan was filed for the flight from the Orlando Sanford International Airport (SFB), Sanford, Florida to Page Field Airport (FMY), Fort Myers, Florida. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to preliminary air traffic control (ATC) information, the CFI reported to ATC that the airplane was displaying a low oil pressure indication and he was experiencing smoke in the cockpit. The CFI then declared an emergency with ATC and was provided radar vectors to and cleared for landing at X07. 

According to witnesses at X07, they watched as the airplane approached runway 17. They stated that as the airplane reached the runway threshold, it appeared to abort the landing, "throttle up," and continued to fly down the runway. The airplane then made a left turn towards the departure end of runway 6. As the airplane reached the end of the runway, witnesses reported that it seemed "slow and wobbly," then began a descending left turn. Witnesses stated that the airframe parachute was deployed prior to impact. 

Examination of the airplane was conducted at the accident site, and all major components were accounted for at the scene. The wreckage path was oriented on a heading about 320 degrees magnetic, and was 46 feet in length. Examination of the right wing revealed that it was splintered and the fuel tank was breached. The cockpit was broken away from the fuselage and crushed, and the fuselage displayed crush damage throughout the hull. The empennage was intact and revealed impact damage. The left wing was intact and approximately 12 gallons of fuel was defueled from the main tank. Flight control continuity was established from the cockpit controls to all flight control surfaces. A cursory examination of the engine revealed that it was impact damaged and crushed aft towards the firewall. The propeller was fractured off of the engine crankshaft and located in the debris path approximately 20 feet from the main wreckage.


The plane was operated by Aerosim Flight Academy Inc., based out of Sanford was being flown by Flight Instructor Anthony Arzave, 32, and student pilot Sheng-yen Chen, 26, who were both hospitalized after the accident. Chen later succumbed to his injuries. Cirrus SR20, N610DA, accident occurred July 22, 2015 near Lake Wales Municipal Airport (X07), Lake Wales, Florida.




Every weekday, Jared O’Conner makes the 90-mile trek from his Osceola County home to join a small work crew working on safety upgrades at the Lake Wales Municipal Airport.

For the first few hours of his shift last Thursday, it was a non-eventful day, his large front-loader doing its routine business of moving dirt.

But in the blink of an eye, O’Conner and his co-workers saw their day switched from ho-hum to heroic when a small single-engine plane went down about a quarter-mile from the Lake Wales Municipal Airport.

“We got on scene, but we weren’t aware of exactly where the plane was located,” Lake Wales Fire Chief Joe Jenkins said. “We could first see the parachute, and that’s when we noticed it.”

The first responders jumped into a “gator” four-wheel drive vehicle provided by the airport to initially get to the site, a swampy area that was clearly not going to be accessed by conventional fire and rescue equipment.

“They had all their medical equipment, but we didn’t have all of the extrication tools,” Jenkins said.

That’s when O’Conner and members of the Dickerson Florida work crew swung into action. They loaded rescue equipment into the bucket of a front end loader that lumbered through the marsh, cutting a path to the downed plane.

“It was definitely a team effort. It was a great example of public-private relationship. They were more than willing to do anything we asked them to do, above and beyond,” Jenkins said. Extrication tools were needed to cut the plane’s dashboard away from student pilot Sheng-yen Chen, a 26-year-old from China.

Chen passed away over the weekend from his injuries, but his instructor, Anthony Arzave, while still hospitalized as of Monday, is in stable condition.

Sources on scene said Chen was unconscious during the rescue effort, while Arzave was able to communicate some with medical personnel.

Chen was transported from the crash site in the front-loader bucket along with a couple of first responders. They were taken to a nearby pickup truck which then transported the victim to a waiting ambulance.

“Had it happened on a runway, it would have been a lot more simple, but you just have to kind of improvise. It was an usual vehicle to move a patient to be sure, but when you looked around, the helicopters couldn’t even land in that area because it was too wet,” Jenkins said.

The plane sustained heavy damage, and Jenkins said he was surprised anyone survived the crash.

“I am, to be honest with you, really surprised,” he said.

O’Conner said he didn’t hesitate for a second to offer the company’s equipment and aid, estimating that the crash was probably 2,000 feet from a spot where rescue vehicles could reasonably be staged.

“It wasn’t exactly a normal day,” O’Conner said. “I didn’t even think. We knew people needed help, so that’s what we did.”

Kathy McBride, onsite representing the engineering firm Hoyle, Tanner who is overseeing the airport construction project, was outside near the railroad track crossing on Airport Road when she saw the doomed plane overhead.

“We noticed him coming in and then he seemed to accelerate and pull back up, and we thought ‘that’s odd’ and then he curved to the left,” she said. “I never heard anything.”

The plane was equipped with an emergency parachute, which investigators are trying to determine whether or not it was actually deployed or may have opened upon impact.

There was at least one worker who heard an ominous sound.

“We heard a pop,” said Austin Berg, who also works for Dickerson. “I think it was the parachute opening.”

From afar, however, there was no other obvious signs of an impact, the workers said.

“There was gas leaking there, but there was no explosion like you see in the movies,” O’Conner noted.

Despite the challenging conditions, both Jenkins and the workers estimated it only took about 10 minutes to get the victims out of the wreckage.

“It really went smooth, extremely smooth. The guys did a wonderful job,” Jenkins said, noting that the department hasn’t done any specific airport training. “It would have been easy to become overwhelmed by the situation, but they didn’t miss a beat.”

According to a report in the Taipei Times, Chen was one of about 50 pilot trainees for China Airlines — that nation’s largest carrier — that are being schooled at the Aeorism Flight Academy in Sanford, which according to the airlines, was formed in 1989.

The report said the injured pilot came to the academy last year, and was scheduled to finish his flight training by the end of this year. He would still have needed an additional year of training once he returned to Taiwan, the report added.

O’Conner and workers from the Dickerson crew are to be honored for their efforts at next Tuesday’s meeting of the Lake Wales City Commission which starts at 6 p.m. in city hall.

“Their sole objective was to do anything and everything we needed them to do,” Jenkins added. “They made it a lot easier and a lot faster. We’re fighting the clock at that point. We need to get them transported and get them to a hospital.”

Source:  http://yoursun.com



LAKE WALES -- A student pilot injured in a plane crash last week has died. 

Flight instructor Anthony Arzave, 32, of Lake Mary, and student pilot Sheng-yen Chen, 26, of China, were in a Cirrus SR20 plane when it crashed near a runway at the Lake Wales Municipal Airport last Wednesday.

Chen succumbed to his injuries over the weekend.

Arzave remains at a local hospital and in stable condition.

The cause of the crash remains under investigation by the Federal Aviation Administration and the National Transportation Safety Board. 

Cirrus SR20, N610DA, Aerosim Flight Academy: Accident occurred July 22, 2015 near Lake Wales Municipal Airport (X07), Lake Wales, Florida 

Date: 22-JUL-15
Time: 14:44:00Z
Regis#: N610DA
Aircraft Make: CIRRUS
Aircraft Model: SR20
Event Type: Accident
Highest Injury: Serious
Damage: Destroyed
Activity: Instruction
Flight Phase: UNKNOWN (UNK)
FAA Flight Standards District Office: FAA Orlando FSDO-15
City: LAKE WALES
State: Florida

AIRCRAFT CRASHED INTO THE TREES OFF THE RUNWAY, LAKE WALES, FL

BOSTON AVIATION LEASING II LLC:   http://registry.faa.gov/N610DA







Taipei, July 24 (CNA) One of Taiwan's major international airlines on Friday confirmed that one of its student pilots has been injured in a plane crash in central Florida. 

China Airlines said its representatives will accompany relatives of the student pilot to the United States and the company will do its best to help provide medical care for the young man.

News reports in Florida identified the man as Chen Sheng-yen, 26, a would-be pilot receiving a year-long training at Aerosim Flight Academy based in Sanford near Orlando.

He was flying with instructor pilot Anthony Arzave, 32, when their Cirrus SR20 crashed Wednesday morning (local time) near a runway at the Lake Wales Municipal Airport to the south of Orlando, Bay News 9 reported on its website.

An emergency parachute on the Cirrus SR20 was activated although investigators said they don't know if the parachute had been deployed by the pilots or deployed on impact, the report said.

The two were taken to a local hospital, the report said, adding Chen was in critical condition while Arzave's condition was listed as stable.

The cause of the crash remains under investigation by the Federal Aviation Administration and the National Transportation Safety Bureau.

According to Aerosim Flight Academy Inc., the company that runs the flight school, Arzave, a certified flight instructor, and the student experienced difficulty at the Lake Wales Municipal Airport during a routine training flight before the crash.

China Airlines said Chen is one of around 50 student pilots being trained at Aerosim Flight Academy, which was founded in 1989. Chen began his training late in 2014 and was scheduled to receive more training after returning to Taiwan late this year. 

Source:  http://focustaiwan.tw

Statement from Aerosim Flight Academy Inc: 

"At approximately 11 a.m. Wednesday morning, July 22, 2015, an Aerosim Flight Academy Cirrus SR-20 aircraft crewed by a Certified Flight Instructor and student experienced difficulty at the Lake Wales Municipal Airport during a routine training flight. The instructor and student were transported to a local hospital for medical evaluation and care. 

"At the present time, Aerosim is gathering all available information on the condition of the crew, status of the aircraft and potential causes of this incident.  Aerosim is working closely and cooperating with all local, state and federal entities to ensure that a proper and complete investigation is conducted.

"The safety of our students and instructors is our top priority.  We remain in close communications will all authorities as the incident remains an active investigation."

Read more here: http://www.baynews9.com

LAKE WALES | The two men injured in Wednesday's plane crash at the Lake Wales Municipal Airport have been identified. 

Flight instructor Anthony Arzave, 32, of Lake Mary, and student pilot Sheng-yen Chen, 26, of China were injured when a plane belonging to Aerosim Academy Inc. out of Sanford crashed into a swampy area near the runway at the airport before 10:45 a.m. Wednesday, according to the Lake Wales Police Department.

The men were airlifted to a local hospital, where they remain. Arzave is currently listed in serious condition, while Chen's injuries are considered critical, police said.

Police said the plane came equipped with a parachute, which deployed during the crash, but it is unclear whether it was deployed by the men or upon impact. The Federal Aviation Administration and National Transportation Safety Board have been working with police, but have not yet determined the cause of the crash.
======

A small plane carrying two adults crashed Wednesday morning in a marshy area next to Lake Wales Municipal Airport, according to Polk County Fire Rescue.

Both adult males, an instructor and a student, were flown to a local hospitals.

According to Lake Wales police, both victims are alive. Their names will be released once family is notified.

Both suffered serious injuries, and as of late Wednesday, one of the men was still in surgery.

Emergency responders received a call about the crashed Cirrus SR20 aircraft about 10:45 a.m. The flight departed from Orlando-Sanford International Airport and was headed for Page Field in Ft. Myers, according to the Federal Aviation Administration.

Lake Wales was not on the flight plan, so it's possible the men were attempting an emergency landing while en route to Ft. Myers.

The plane crashed just short of the runway.

Investigators said during a news conference the parachute which can be seen in photos and video from Action Air 1 is actually part of the plane.

The operators of this particular plane can deploy the chute in an emergency. It's unclear how high the plane was when the chute was deployed.

Source:  http://www.abcactionnews.com

LAKE WALES, Fla. (WFLA) -Two men are in the hospital with serious injuries after their plane crashed near the Lake Wales Municipal Airport Wednesday morning. Investigators tell us the men were airlifted to a nearby hospital after they were pulled from the wreckage. The plane hit the ground in a swampy area next to the airport, which shook many nearby homes. 

“I heard like a loud sound I heard the plane going and I heard a loud boom,” said Mireya Cardona who lives just behind the airport. She and her family watched as helicopters landed and airlifted the men to the airport. We understand the victims were a pilot and a passenger.

An Orlando based Federal Aviation Administration team made it to the scene Wednesday afternoon. Investigators are still waiting on the NTSB team from Atlanta to arrive. Meantime, they are not releasing the names of the men on the plane until they can reach their families. Lake Wales Police could not tell us if the plane was leaving the airport or landing. Skydiving schools located at the airport shut their doors for the day after the crash.

Lake Wales police tell News Channel 8 that someone called 911 to notify them of the crash around 10:45 Wednesday morning. They found the men still in the aircraft once they arrived. They were using a four wheeler Wednesday to access the crash site which was in a wet swampy area.

Source:  http://wfla.com
Lake Wales, Florida -- Two people have been airlifted to the hospital after their small plane crashed at Lake Wales Municipal Airport late Wednesday morning. 

An FAA spokesperson says the pilot and passenger were on a Cirrus SR20 that departed from Orlando Sanford International Airport and was headed to Page Field in Ft. Myers when it appears it tried to land at Lake Wales Municipal Airport.

Based on aerial footage from the scene, it appears the pilot had deployed the plane's parachute to help land the plane safely.

The FAA is continuing to investigate the crash.

Source:  http://www.wtsp.com































~



http://registry.faa.gov/N497DA

NTSB Identification: ERA12CA082 
14 CFR Part 91: General Aviation
Accident occurred Tuesday, November 22, 2011 in Brooksville, FL
Probable Cause Approval Date: 02/16/2012
Aircraft: CIRRUS DESIGN CORP SR20, registration: N497DA
Injuries: 1 Uninjured.

According to the pilot, while in the vicinity of an unfamiliar airport, he used his global positioning system (GPS) to align the airplane with the runway. During the landing roll, the airplane impacted mailboxes and fences, and the pilot realized that he had landed on a residential street. The runway was about 1.5 miles to the west. According to a representative of the flight school that operated the airplane, there were no preaccident mechanical malfunctions or failures with the airplane. Examination of the airplane revealed that the wings sustained substantial damage.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's incorrect identification of the runway, which resulted in an off-airport landing and subsequent collision with objects. 

=========

According to deputies, the 22-year-old student pilot said his GPS indicated that Citation Road in the Pasco Trails subdivision was a Pilot Country Airport landing strip. The airport is less than three miles from where he actually landed.

His Cirrus SR20 plane hit some mailboxes, small trees and a fence. No one was injured in the landing. 

Dave Torro saw the plane land in his neighborhood and tells 10 News he spoke with the pilot afterwards.  According to Torro, the pilot was from China and did not speak English well.

"He said, 'We land here all the time ... this is Pilot Country.' And I'm like, 'No. It's not.  This is a horse community and you got them mixed up,'" Torro recalls.
The plane had taken off from Sanford. The FAA will be investigating the incident.



Spring Hill, Florida -- It appears the pilot of a single-engine plane mistook a Pasco County neighborhood for a nearby airport landing strip.

Photo Gallery: Plane hard landing in Pasco






JAY CONNER
The 23-year-old student pilot said his GPS indicated Citation Road in the Pasco Trails subdivision was a landing strip.

The 23-year-old student pilot said his GPS indicated Citation Road in the Pasco Trails subdivision was a landing strip




NTSB Identification: ERA14CA2
14 CFR Part 91: General Aviation
Accident occurred Monday, April 21, 2014 in Sanford, FL
Probable Cause Approval Date: 06/05/2014
Aircraft: CIRRUS DESIGN CORP SR20, registration: N497DA
Injuries: 1 Minor.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

During the supervised solo flight, the student pilot had completed three previous circuits in the traffic pattern, with two of the three landing attempts aborted. On the fourth landing attempt, a 70-degree right crosswind "blew" the airplane off the left side of the runway. The student pilot then applied full engine power to conduct a go-around, and the airplane "veered left and banked 45 degrees to the left." The student pilot stated that the airplane continued left "no matter how hard I pushed the control stick to the right." The student pilot also reported that there were no mechanical deficiencies with the airplane that would have prevented normal operation. According to FAA Advisory Circular AC-61-23C, Pilot's Handbook of Aeronautical Knowledge:

"The effect of torque increases in direct proportion to engine power, airspeed, and airplane attitude. If the power setting is high, the airspeed slow, and the angle of attack high, the effect of torque is greater. During takeoffs and climbs, when the effect of torque is most pronounced, the pilot must apply sufficient right rudder pressure to counteract the left-turning tendency and maintain a straight takeoff path."

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The student pilot's failure to maintain directional control during the aborted landing. Contributing to the accident was his failure to compensate for torque, P-factor, and the reported crosswind conditions.

During the supervised solo flight, the student pilot had completed three previous circuits in the traffic pattern, with two of the three landing attempts aborted. On the fourth landing attempt, a 70-degree right crosswind "blew" the airplane off the left side of the runway. The student pilot then applied full engine power to conduct a go-around, and the airplane "veered left and banked 45 degrees to the left." The student pilot stated that the airplane continued left "no matter how hard I pushed the control stick to the right." The student pilot also reported that there were no mechanical deficiencies with the airplane that would have prevented normal operation. According to FAA Advisory Circular AC-61-23C, Pilot's Handbook of Aeronautical Knowledge:

"The effect of torque increases in direct proportion to engine power, airspeed, and airplane attitude. If the power setting is high, the airspeed slow, and the angle of attack high, the effect of torque is greater. During takeoffs and climbs, when the effect of torque is most pronounced, the pilot must apply sufficient right rudder pressure to counteract the left-turning tendency and maintain a straight takeoff path."


AIRCRAFT WENT OFF THE SIDE OF THE RUNWAY AND THROUGH A DITCH, SANFORD INTERNATIONAL AIRPORT, ORLANDO, FL 

http://registry.faa.gov/N497DA