14 CFR Part 91: General Aviation
Accident occurred Tuesday, December 30, 2014 in Englewood, CO
Probable Cause Approval Date: 02/08/2016
Aircraft: CESSNA 404, registration: N404MG
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.
The pilot was conducting an early morning repositioning flight of the cargo airplane. Shortly after takeoff, the pilot reported to air traffic control that he had “lost an engine” and would return to the airport. Several witnesses reported that the engines were running rough and one witness reported that he did not hear any engine sounds just before the impact. The airplane impacted trees, a wooden enclosure, a chain-linked fence, and shrubs in a residential area and was damaged by the impact and postimpact fire.
The airplane had been parked outside for 5 days before the accident flight and had been plugged in to engine heaters the night before the flight. It was dark and snowing lightly at the time of the accident. The operator reported that no deicing services were provided before the flight and that the pilot mechanically removed all of the snow and ice accumulation. The wreckage and witness statements were consistent with the airplane being in a right-wing-low descent but the airplane did not appear to be out of control. Neither of the propellers were at or near the feathered position. The emergency procedures published by the manufacturer for a loss of engine power stated that pilots should first secure the engine and feather the propeller following a loss of engine power and then turn the fuel selector for that engine to “off.” The procedures also cautioned that continued flight might not be possible if the propeller was not feathered. The right fuel selector valve and panel were found in the off position. Investigators were not able to determine why an experienced pilot did not follow the emergency procedures and immediately secure the engine following the loss of engine power. It is not known how much snow and ice had accumulated on the airplane leading up to the accident flight or if the pilot was successful in removing all of the snow and ice with only mechanical means. The on-scene examination of the wreckage and the teardown of both engines did not reveal any preimpact mechanical malfunctions or failures. While possible, it could not be determined if water or ice ingestion lead to the loss of engine power at takeoff.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The loss of power to the right engine for reasons that could not be determined during postaccident examination and teardown and the pilot’s failure to properly configure the airplane for single-engine flight.
HISTORY OF FLIGHT
On December 30, 2014, about 0429 mountain standard time a Cessna 404, N404MG, was substantially damaged when it impacted a residential area north of Centennial Airport (KAPA), Englewood, Colorado. A post impact fire ensued. The airline transport pilot was fatally injured. The airplane was operated by Key Lime Air under the provisions of 14 Code of Federal Regulations Part 91 as a positioning flight. Night visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The flight was originating at the time of the accident and was en route to Denver International Airport (KDEN), Denver, Colorado
According to representatives from Key Lime Air, the pilot was positioning the airplane from KAPA to KDEN for a potential 14 Code of Federal Regulations Part 135 freight flight. The airplane was parked outside and uphill from their facility at KAPA since December 25, 2014. The night before the accident the airplane was towed to a parking space outside of their hangar so that the engine heaters could be plugged in.
On the morning of the accident, the pilot was observed removing the blankets from the engine and the snow and ice on the airframe. The pilot used mechanical means to deice the airplane and was not assisted with a chemical deice or deicing services. Key Lime Air estimated that the airplane had 800 pounds of fuel on board. There were no services requested or received by the pilot on the morning of the accident.
A Key Lime Air employee estimated that the pilot started his number 1 engine about 0408. The engine started immediately and ran for 5 to 10 minutes before the pilot started the number two engine. This engine also started immediately and ran for several minutes. The airplane taxied from its parking spot several minutes later.
According to air traffic control (ATC) recordings the pilot requested clearance from ATC and was cleared to the Denver Airport at an altitude of 8,000 feet. At 0419:11 the pilot announced his taxi and was cleared to runway 35 right via the alpha taxiway. At 0425 the pilot was cleared for takeoff.
At 0427:22 the pilot reported to the tower controller that he had "lost an engine" and needed to return to the airport. The controller responded that any runway was available and provided a wind of 030 degrees at 3 knots. At 0427:38 the controller asked the pilot if he would be able to make "that left turn." At 0427:42 the pilot responded by saying "standby".
Radar data indicated the accident airplane departed from runway 17L/35R to the north – the field elevation at KAPA was 5,885 feet mean sea level (msl). The radar track was consistent with a slight right turn to the northeast. Radar data indicated an altitude of 6,125 feet msl when the turn to the right was initiated. The highest altitude indicated was 6,225 feet msl. The last recorded radar return indicated an altitude of 5,975 feet msl, and was coincident with ATC's loss of radar and voice communications.
One witness observed the airplane in a right turn. Several other witnesses heard the airplane and described a rough-running engine. One witness stated that he did not hear either engine running just prior to the accident.
The airplane impacted several trees, a wooden trash enclosure, a fence, and hedges in a residential area. The trees, hedges, and grass were all damaged during the impact and the post impact fire. The driveway was damaged during the impact and the siding and roof of one house was damaged by flying debris and the post impact fire.
PERSONNEL INFORMATION
The pilot, age 55, held an airline transport pilot certificate with an airplane multiengine land rating and a commercial pilot certificate with an airplane single engine land rating. He held type ratings for the Dornier 328 and the Fairchild SA227. He also held a flight instructor certificate with airplane single, multiengine, and instrument airplane ratings. He was issued a special issuance second class airman medical certificate on May 23, 2014. The certificate contained the limitation "Not valid for any class after 05/31/2015."
According to Key Lime Air records, the pilot had flown 89 hours in the last 90 days; 4 hours of which were logged in the make and model of the accident airplane. The pilot had flown 24 hours in the past 30 days; 3 hours of which were at night, 5 hours in actual instrument conditions, and 24 hours were logged in a twin-engine Piper. Key Lime Air estimated the pilot's total flight time as 2,566 hours; 676 hours of which were at night.
Neither Key Lime Air nor the family had the pilot's flight logbook. On an insurance form dated June 22, 2014, the pilot reported 4,280 hours total time. About 3,760 hours were logged in multiengine airplanes and 800 hours at night.
A company flight log, dated from July 1, 2014, through December 30, 2014, indicated the last time the pilot flew the accident airplane was September 2, 2014, on a flight between Alamosa and KAPA. The flight duration was one hour at night. Key Lime records showed that the pilot was first assigned to the Cessna 404 on August 16, 2004, as pilot in command. He was assigned as a flight instructor for the Cessna 404 on October 18, 2004, and a check airman on March 7, 2005.
The pilot's airman competency/proficiency check for CFR 135.293 (Initial and recurrent pilot testing), CFR 135.299 (Pilot in command: Line checks: Routes and Airports), and CFR 135.297 (Instrument Proficiency) was completed with a satisfactory rating in all tested areas on December 22, 2014. A company check-airman conducted the flight check in a Piper PA31-350 in daylight conditions. The flight lasted for 1.7 hours. During this check, he received simulation in instrument meteorological conditions and emergencies including engine failures. The check-airman reported no concerns with the pilot or his performance during the flight check.
The pilot was the Director of Safety at Key Lime Air. According to his family, he had been flying and working since Thanksgiving. Depending on the day and the need for an additional aircraft and activities in the office he would fly in the morning and then return to the office to work in the afternoon. He usually returned from flying around 1030. Workload permitting, he would nap until 1300 and then return to the office and work until 1600 or 1700. On the Monday prior to the accident, he flew in the morning and then went into the office. He had dinner around 1800 and fell asleep in his chair in the living room. He went to bed around 1930 and slept well through the night. On the morning of the accident he likely got up between 0300 and 0305 and left the house about 0330.
AIRCRAFT INFORMATION
The accident airplane, a Cessna 404 (serial number 404-0813), was manufactured in 1980. It was registered with the Federal Aviation Administration (FAA) on a standard airworthiness certificate for normal operations. Two Teledyne Continental Motors GTSIO-520-M engines rated at 375 horsepower at 3,350 rpm each powered the airplane. The engines were equipped with McCauley 3-blade, controllable pitch propellers.
The airplane was registered to EDB Air, Inc., operated by Key Lime Air Corporation, and was maintained under an annual inspection program. An annual inspection had been completed on December 15, 2014, at an airframe total time of 16,681.7 hours.
A review of the maintenance records indicated the number 1, or left engine, was overhauled by RAM Aircraft and was installed on August 14, 2012. The number 2, or right engine, was overhauled by RAM Aircraft and was installed on March 20, 2014.
In the Aircraft Flight/Maintenance Log for N404MG, two discrepancies were reported by the accident pilot on the right engine. The first discrepancy (not dated) stated that the right engine "Floods when aux pump turned on. Appears to be in high position. Fuel flow touchy @ 1500." The corrective action was completed on December 18, 2014. The log contained the following entry "adjusted … fuel hi and low pressure on fuel pump, adjusted fuel mixture and adjusted turbo controller linkage, ground run ops check good." The second discrepancy (not dated, same page) stated that the right engine "prop feathers way before detent." The corrective action was completed on December 18, 2014. The log contained the following entry: "adjust … governor control cable, ground run ops check good."
The airplane was flown on December 19, 2014, from KAPA, to KDEN, to KCOD, and then back to KAPA. The pilot for that day did not report any issues or anomalies with the airplane or specifically the right engine. The last pilot to fly the airplane, 4 or 5 days prior to the accident, reported that there were no anomalies or concerns with the airplane. He parked the airplane on the hill, to the south of the Key Lime Air hangar. The airplane remained in that location until the night prior to the accident when it was towed to the Key Lime Air Hangar and parked just outside of the hangar until the morning of the accident.
METEOROLOGICAL INFORMATION
The closest official weather observation station was Centennial Airport (KAPA), Englewood, Colorado, located 1.8 nautical miles (nm) southwest of the accident site. The elevation of the weather observation station was 5,885 feet msl. The routine aviation weather report (METAR) for KAPA issued at 0353 reported wind 050 degrees at 3 knots, visibility 6 miles in light snow and mist, ceiling of broken clouds at 3,100 feet, temperature minus 19 degrees Celsius (C), dew point temperature minus 22 degrees C, altimeter 30.36 inches.
The special METAR for KAPA issued at 0406 reported wind calm, visibility 7 miles in light snow, ceiling of broken clouds at 2,900 feet, temperature minus 19 degrees C, dew point temperature minus 22 degrees C, altimeter 30.37 inches.
The special METAR for KAPA issued at 0451 reported wind 040 at 4 knots, visibility 9 miles, few clouds at 1,300 feet, scattered clouds at 12,000 feet, temperature minus 20 degrees C, dew point temperature minus 22 degrees C, altimeter 30.37 inches. The snow had ended at 45 minutes after the hour.
Snow totals for the 60 hours prior to the accident ranged between 1.9 and 4.2 inches of snow – the liquid equivalent of between 0.10 and 0.30 inches.
Airman's Meteorological Information (AIRMETs) for mountain obscuration, instrument flight rules conditions, moderate icing conditions, and moderate turbulence were all valid at the time of the accident for the accident location.
According to the United States Naval Observatory, Astronomical Applications Department Sun and Moon Data, sunrise was at 0720 on the morning of the accident. The moon rose at 1258.
AIRPORT INFORMATION
Centennial Airport (KAPA), is a public, tower- controlled airport (Class D airspace), at a surveyed elevation of 5,885 feet. Class B, E, and G airspace surround the area immediately outside of the Class D airspace at KAPA. The airport had 3 open runways, runway 17L/35R (10,001 feet by 100 feet, asphalt), runway 17R/35L (7,001 feet by 75 feet, asphalt), and runway 10/28 (4,800 feet by 75 feet, asphalt).
WRECKAGE AND IMPACT INFORMATION
The accident site was located in a residential area. The airplane impacted several trees, a wooden enclosure, a fence, and shrubs, and came to rest oriented on a northeast heading. The accident site was at an elevation of 5,680 feet msl and the airplane impacted on a magnetic heading of 160 degrees.
The initial impact point was located at the tops of two pine trees, approximately 30 feet high, to the north of the main wreckage. Broken tree branches were located directly beneath the trees. The outboard tip of the right wing, paint chips, torn metal, and a light panel with green lens fragments were located between the two trees in the snow.
Debris continued for 23 feet from the trees to the start of the ground impact scar. Dirt and snow was pushed in the direction of the main wreckage to the south. A propeller blade was located to the west of the first ground scar. The blade had penetrated a wooden fence. The chain linked fence surrounding the back yard, to the south of the initial impact point, was impact damaged.
The ground scar continued 12 feet to the propeller hub. The face of the propeller hub assembly, including two propeller blades, was embedded in the ground.
Impact damage and witness marks continued along the ground, chain linked fence and through the bushes (located along the east edge of the fence) 56 feet to the main wreckage. Torn metal, Plexiglas, fiberglass, radios, instruments, and propeller blades were all located throughout the debris field. The right engine cowling and one propeller blade were located in the back yard, to the west of the debris field. The rear face of the house exhibited damage consistent with impact from the propeller blade.
The debris along this path and the bushes exhibited exposure to heat and fire.
The main wreckage came to rest oriented on an approximate heading of east. The wreckage included the left wing, the right wing, the fuselage, and the empennage. The forward fuselage, including the cabin and instrument panel, and the cargo area exhibited impact damage and was charred, melted, and partially consumed by fire.
The left wing included the left engine, left main landing gear assembly, the left aileron, and the left flap. The left engine had partially separated and exhibited impact and fire damage. The left main landing gear was located within the wheel well. The leading edge of the wing exhibited impact damage and the entire upper surface of the wing exhibited exposure to heat and fire. The left aileron cable was continuous from the aileron inboard to the forward cabin.
The right wing included the right main landing gear assembly and the right flap. The right main landing gear was located within the wheel well. The wing was bent and torn and exhibited exposure to heat and fire. The right engine separated from the right wing and was located to the south of the main wreckage, adjacent a tree.
The empennage remained partially attached to the fuselage and included the horizontal and vertical stabilizers, elevator, and rudder. The right horizontal stabilizer exhibited leading edge impact damage. The left horizontal stabilizer was buckled. The vertical stabilizer and rudder were unremarkable. The flight control cables were continuous from the empennage forward to the forward cabin.
No preaccident mechanical malfunctions or failures were found that would have precluded normal operation.
MEDICAL AND PATHOLOGICAL INFORMATION
The autopsy was performed by the Arapahoe County – Office of the Coroner on December 30, 2014, as authorized by the Arapahoe County Coroner's office. The autopsy concluded that the manner of death was accident and the report listed the specific injuries.
The FAA's Civil Aerospace Medical Institute, Oklahoma City, Oklahoma, performed toxicological tests on specimens that were collected during the autopsy (CAMI Reference #201500004001). Results were negative for carbon monoxide and ethanol. Tests for cyanide were not performed. Tests of the blood and liver tissue were positive for loratadine. The FAA Forensic Toxicology Website indicates that loratadine is a non-sedating tricyclic antihistamine.
TESTS AND RESEARCH
The flight control cables for ailerons, the elevator, and rudder were examined. Breaks or points of separation through these cables were consistent with impact damage or wreckage recovery efforts. The impact damage on the right stabilizer was consistent with an impact with the chain link fence post. A film of yellow colored engine oil was located along the entire right side of the empennage including the horizontal and vertical stabilizer.
Shop air was applied to the deice air lines. The left horizontal stabilizer boot inflated. The right stabilizer boot was impact damaged and could not be tested. The vertical stabilizer boot inflated. The boots along both wings were impact damaged and could not be tested.
The rudder trim was measured at 1.3 inches. When compared to the Cessna Charts, this measurement is considered unreliable/beyond limits. The elevator trim was measured at 1.2 inches on the right and 1.3 inches on the left. The aileron trim was measured at 0.8 inches. When compared to the Cessna Charts, this measurement is considered unreliable/beyond limits.
Engine control quadrant - were not restricted or bound in movement. The following measurements were taken:
Throttles - L 1 3/4 " up from closed R 2 9/16" up from closed
Propellers - L 2 7/16" up from detent R 1 13/16" up from detent
Mixture - L 2 3/4 R 1 3/4 rich
The fuel selector panel exhibited the following positions:
Right engine – "off"
Left engine – "left main"
Fuel selector valves within the wing assemblies exhibited the following positions:
Right engine - "off"
Left engine - "left main"
Field Engine Examination
All 3 blades from the right propeller separated from the propeller hub. The hub was fragmented.
The propeller blades were labeled R1, R2, and R3 for identification purposes. Blade R1 exhibited leading edge scoring along the first 2.5" of the blade, and face scoring along the entire span of the blade. Otherwise the blade was visually unremarkable. Blade R2 exhibited scoring along the outboard trailing edge of the blade. Otherwise the blade was visually unremarkable. Blade R3 exhibited scoring on the face of the blade leading edge nicks and was bowed aft and twisted.
One blade separated from the left propeller assembly. The propeller hub was impact damaged.
The propeller blades were labeled L1, L2, and L3 for identification purposes. Blade L1 exhibited leading edge gouges and nicks. Otherwise the blade was visually unremarkable. BladeL2 was bowed forward. Otherwise the blade was visually unremarkable. Blade L3 separated from the propeller hub and exhibited leading edge gouges and nicks. Otherwise the blade was visually unremarkable.
The left engine exhibited exposure to heat and fire and impact damage. The top bank of spark plugs and the valve covers were removed. The spark plugs exhibited worn out normal signatures when compared to Champion spark plug chart. The p-leads were damaged by fire and could not be functionally tested. A lighted bore scope was used to examine the engine through the upper spark plug orifice at each cylinder. The examination revealed no anomalies. The engine was rotated through at the accessory housing. Air movement was noted on all cylinders at the upper spark plug orifice. Valve train continuity was observed on all cylinders.
The right engine forward gear case was impact damaged. The intake and exhaust valve arms on the No. 5 cylinder separated. The oil sump was impact damaged. The top bank of spark plugs and valve covers were removed. The spark plugs exhibited worn out normal signatures when compared to Champion spark plug chart. A lighted bore scope was used to examine the engine through the upper spark plug orifice at each cylinder. The examination revealed no anomalies.
The engine could not be rotated through by hand.
Lab Engine Examination
Left engine
The vacuum pump was disassembled and no anomalies were noted. The fuel pump spline was intact and the fuel pump rotated without hesitation. Disassembly of the pump revealed no preimpact anomalies.
A slave harness was placed on the right magneto and it was operated on a test bench. No spark was noted on any of the leads. Internal heat damage to the capacitor terminals and the points prevented normal operation. Examination of the left magneto revealed similar internal heat damage to the capacitor terminals and the points.
Examination of the cylinders, pistons, crankshaft, crankcase, sparkplugs, valves, and other components revealed signatures of exposure to heat and fire and impact damage. No mechanical anomalies were noted that would have precluded normal operation.
Right Engine
The left and right magnetos were equipped with a slave harness and ran on a test bench. A blue spark was observed on each lead at varying rpm. The vacuum pump was disassembled and no anomalies were noted.
The fuel pump spline was intact and the fuel pump rotated. The fuel pump was impact damaged and epoxy was applied at a fitting for bench testing purposes. An additional fitting in the vapor tower was impact damaged and replaced for testing purposes. The fuel pump was installed on a test stand and ran at rpms between 700 and 3,200 for five minutes. The pressure was high and the unit test results were out of limits.
Scoring was noted on the rear propeller reduction gear bolt and the aft propeller gear reduction journal. This scoring was consistent with rotation at the time of impact. The intake and exhaust valve rockers were impact damage and separated.
Examination of the cylinders, pistons, crankshaft, crankcase, sparkplugs, valves, crank case halves, and other components revealed signatures of impact damage. No mechanical anomalies were noted that would have precluded normal operation.
ORGANIZATIONAL AND MANAGEMENT INFORMATION
The FAA issued Key Lime Air a Part 135 operating certificate in 1997 to conduct on demand cargo and passenger flights. They also hold a Part 121 certificate for scheduled operations between KAPA, Rocky Mountain Metropolitan Airport (KBJC) Broomfield, Colorado, and Grand Junction (KGJT), Colorado. At the time of the accident, Key Lime Air conducted cargo operations in six states. The corporate headquarters, including training, the Director of Operations, Chief Pilot, and Director of Safety were located in Englewood, Colorado. The FAA Flight Standards District Office in Denver, Colorado managed the operating certificate.
The company operated six different make and models of airplane and employed about 35 pilots. Prior to employment, each pilot was required to meet the minimum flight time and experience requirements per the Federal Aviation Regulations for Part 135 operations.
ADDITIONAL INFORMATION
De-Icing Procedures
According to Key Lime Air, the method for deicing airplanes is dependent on the extent and thickness of the ice and is left to pilot's discretion for requesting deicing services. Generally pilots will physically remove frost, ice, snow, and surface contaminations. If the contamination is thicker or a jet is being operated the pilot can use chemicals for deicing.
The Cessna Pilot Safety And Warning Supplement – Airframe Icing – discusses that the "inflight ice protection equipment is not designed to remove ice, snow or frost accumulation on a parked airplane… Other means … must be employed to ensure that all wing, tail, control, propeller, windshield, static port surfaces and fuel vents are free of ice, snow, and frost accumulations, and that there are no internal accumulations of ice or debris in the control surfaces, engine intakes, brakes, pitot-static system ports, and fuel vents prior to takeoff."
Engine Inoperative Procedures
The Cessna Model 404 single-engine airspeeds for safe operation were as follows:
VX – 98 knots (takeoff and approach flaps) 105 knots (flaps up)
VY - 102 knots (takeoff and approach flaps) 109 knots (flaps up)
The Engine Inoperative Procedures for an engine failure after takeoff were as follows:
Mixture – Full Rich
Propellers – Full Forward
Throttles – Full Forward
Landing gear – up
Inoperative Engine – Throttle closed, mixture idle cutoff, propeller feather.
The pilot is then guided to establish a 5 degree bank into the operative engine, establish climb airspeed, raise the flaps, and then secure the inoperative engine.
The amplified procedures stated in part that "…climb or continued level flight at moderate altitude is improbable with the landing gear extended and the propeller windmilling…" The procedures warn that "The propeller on the inoperative engine must be feathered, landing gear retracted, and wing flaps up or continued flight may be impossible."
The Rate-of-Climb chart estimated that the airplane would have been able to sustain a 540 foot-per-minute climb with the airplane properly configured for single-engine operations. The chart subtracts 350 feet per minute for a windmilling propeller, 300 feet-per-minute with the landing gear down, and 100 feet-per-minute with the flaps in a takeoff or approach configuration.
14 CFR Part 91: General Aviation
Accident occurred Tuesday, December 30, 2014 in Englewood, CO
Probable Cause Approval Date: 02/08/2016
Aircraft: CESSNA 404, registration: N404MG
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.
The pilot was conducting an early morning repositioning flight of the cargo airplane. Shortly after takeoff, the pilot reported to air traffic control that he had “lost an engine” and would return to the airport. Several witnesses reported that the engines were running rough and one witness reported that he did not hear any engine sounds just before the impact. The airplane impacted trees, a wooden enclosure, a chain-linked fence, and shrubs in a residential area and was damaged by the impact and postimpact fire.
The airplane had been parked outside for 5 days before the accident flight and had been plugged in to engine heaters the night before the flight. It was dark and snowing lightly at the time of the accident. The operator reported that no deicing services were provided before the flight and that the pilot mechanically removed all of the snow and ice accumulation. The wreckage and witness statements were consistent with the airplane being in a right-wing-low descent but the airplane did not appear to be out of control. Neither of the propellers were at or near the feathered position. The emergency procedures published by the manufacturer for a loss of engine power stated that pilots should first secure the engine and feather the propeller following a loss of engine power and then turn the fuel selector for that engine to “off.” The procedures also cautioned that continued flight might not be possible if the propeller was not feathered. The right fuel selector valve and panel were found in the off position. Investigators were not able to determine why an experienced pilot did not follow the emergency procedures and immediately secure the engine following the loss of engine power. It is not known how much snow and ice had accumulated on the airplane leading up to the accident flight or if the pilot was successful in removing all of the snow and ice with only mechanical means. The on-scene examination of the wreckage and the teardown of both engines did not reveal any preimpact mechanical malfunctions or failures. While possible, it could not be determined if water or ice ingestion lead to the loss of engine power at takeoff.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The loss of power to the right engine for reasons that could not be determined during postaccident examination and teardown and the pilot’s failure to properly configure the airplane for single-engine flight.
On December 30, 2014, about 0429 mountain standard time a Cessna 404, N404MG, was substantially damaged when it impacted a residential area north of Centennial Airport (KAPA), Englewood, Colorado. A post impact fire ensued. The airline transport pilot was fatally injured. The airplane was operated by Key Lime Air under the provisions of 14 Code of Federal Regulations Part 91 as a positioning flight. Night visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The flight was originating at the time of the accident and was en route to Denver International Airport (KDEN), Denver, Colorado
According to representatives from Key Lime Air, the pilot was positioning the airplane from KAPA to KDEN for a potential 14 Code of Federal Regulations Part 135 freight flight. The airplane was parked outside and uphill from their facility at KAPA since December 25, 2014. The night before the accident the airplane was towed to a parking space outside of their hangar so that the engine heaters could be plugged in.
On the morning of the accident, the pilot was observed removing the blankets from the engine and the snow and ice on the airframe. The pilot used mechanical means to deice the airplane and was not assisted with a chemical deice or deicing services. Key Lime Air estimated that the airplane had 800 pounds of fuel on board. There were no services requested or received by the pilot on the morning of the accident.
A Key Lime Air employee estimated that the pilot started his number 1 engine about 0408. The engine started immediately and ran for 5 to 10 minutes before the pilot started the number two engine. This engine also started immediately and ran for several minutes. The airplane taxied from its parking spot several minutes later.
According to air traffic control (ATC) recordings the pilot requested clearance from ATC and was cleared to the Denver Airport at an altitude of 8,000 feet. At 0419:11 the pilot announced his taxi and was cleared to runway 35 right via the alpha taxiway. At 0425 the pilot was cleared for takeoff.
At 0427:22 the pilot reported to the tower controller that he had "lost an engine" and needed to return to the airport. The controller responded that any runway was available and provided a wind of 030 degrees at 3 knots. At 0427:38 the controller asked the pilot if he would be able to make "that left turn." At 0427:42 the pilot responded by saying "standby".
Radar data indicated the accident airplane departed from runway 17L/35R to the north – the field elevation at KAPA was 5,885 feet mean sea level (msl). The radar track was consistent with a slight right turn to the northeast. Radar data indicated an altitude of 6,125 feet msl when the turn to the right was initiated. The highest altitude indicated was 6,225 feet msl. The last recorded radar return indicated an altitude of 5,975 feet msl, and was coincident with ATC's loss of radar and voice communications.
One witness observed the airplane in a right turn. Several other witnesses heard the airplane and described a rough-running engine. One witness stated that he did not hear either engine running just prior to the accident.
The airplane impacted several trees, a wooden trash enclosure, a fence, and hedges in a residential area. The trees, hedges, and grass were all damaged during the impact and the post impact fire. The driveway was damaged during the impact and the siding and roof of one house was damaged by flying debris and the post impact fire.
PERSONNEL INFORMATION
The pilot, age 55, held an airline transport pilot certificate with an airplane multiengine land rating and a commercial pilot certificate with an airplane single engine land rating. He held type ratings for the Dornier 328 and the Fairchild SA227. He also held a flight instructor certificate with airplane single, multiengine, and instrument airplane ratings. He was issued a special issuance second class airman medical certificate on May 23, 2014. The certificate contained the limitation "Not valid for any class after 05/31/2015."
According to Key Lime Air records, the pilot had flown 89 hours in the last 90 days; 4 hours of which were logged in the make and model of the accident airplane. The pilot had flown 24 hours in the past 30 days; 3 hours of which were at night, 5 hours in actual instrument conditions, and 24 hours were logged in a twin-engine Piper. Key Lime Air estimated the pilot's total flight time as 2,566 hours; 676 hours of which were at night.
Neither Key Lime Air nor the family had the pilot's flight logbook. On an insurance form dated June 22, 2014, the pilot reported 4,280 hours total time. About 3,760 hours were logged in multiengine airplanes and 800 hours at night.
A company flight log, dated from July 1, 2014, through December 30, 2014, indicated the last time the pilot flew the accident airplane was September 2, 2014, on a flight between Alamosa and KAPA. The flight duration was one hour at night. Key Lime records showed that the pilot was first assigned to the Cessna 404 on August 16, 2004, as pilot in command. He was assigned as a flight instructor for the Cessna 404 on October 18, 2004, and a check airman on March 7, 2005.
The pilot's airman competency/proficiency check for CFR 135.293 (Initial and recurrent pilot testing), CFR 135.299 (Pilot in command: Line checks: Routes and Airports), and CFR 135.297 (Instrument Proficiency) was completed with a satisfactory rating in all tested areas on December 22, 2014. A company check-airman conducted the flight check in a Piper PA31-350 in daylight conditions. The flight lasted for 1.7 hours. During this check, he received simulation in instrument meteorological conditions and emergencies including engine failures. The check-airman reported no concerns with the pilot or his performance during the flight check.
The pilot was the Director of Safety at Key Lime Air. According to his family, he had been flying and working since Thanksgiving. Depending on the day and the need for an additional aircraft and activities in the office he would fly in the morning and then return to the office to work in the afternoon. He usually returned from flying around 1030. Workload permitting, he would nap until 1300 and then return to the office and work until 1600 or 1700. On the Monday prior to the accident, he flew in the morning and then went into the office. He had dinner around 1800 and fell asleep in his chair in the living room. He went to bed around 1930 and slept well through the night. On the morning of the accident he likely got up between 0300 and 0305 and left the house about 0330.
AIRCRAFT INFORMATION
The accident airplane, a Cessna 404 (serial number 404-0813), was manufactured in 1980. It was registered with the Federal Aviation Administration (FAA) on a standard airworthiness certificate for normal operations. Two Teledyne Continental Motors GTSIO-520-M engines rated at 375 horsepower at 3,350 rpm each powered the airplane. The engines were equipped with McCauley 3-blade, controllable pitch propellers.
The airplane was registered to EDB Air, Inc., operated by Key Lime Air Corporation, and was maintained under an annual inspection program. An annual inspection had been completed on December 15, 2014, at an airframe total time of 16,681.7 hours.
A review of the maintenance records indicated the number 1, or left engine, was overhauled by RAM Aircraft and was installed on August 14, 2012. The number 2, or right engine, was overhauled by RAM Aircraft and was installed on March 20, 2014.
In the Aircraft Flight/Maintenance Log for N404MG, two discrepancies were reported by the accident pilot on the right engine. The first discrepancy (not dated) stated that the right engine "Floods when aux pump turned on. Appears to be in high position. Fuel flow touchy @ 1500." The corrective action was completed on December 18, 2014. The log contained the following entry "adjusted … fuel hi and low pressure on fuel pump, adjusted fuel mixture and adjusted turbo controller linkage, ground run ops check good." The second discrepancy (not dated, same page) stated that the right engine "prop feathers way before detent." The corrective action was completed on December 18, 2014. The log contained the following entry: "adjust … governor control cable, ground run ops check good."
The airplane was flown on December 19, 2014, from KAPA, to KDEN, to KCOD, and then back to KAPA. The pilot for that day did not report any issues or anomalies with the airplane or specifically the right engine. The last pilot to fly the airplane, 4 or 5 days prior to the accident, reported that there were no anomalies or concerns with the airplane. He parked the airplane on the hill, to the south of the Key Lime Air hangar. The airplane remained in that location until the night prior to the accident when it was towed to the Key Lime Air Hangar and parked just outside of the hangar until the morning of the accident.
METEOROLOGICAL INFORMATION
The closest official weather observation station was Centennial Airport (KAPA), Englewood, Colorado, located 1.8 nautical miles (nm) southwest of the accident site. The elevation of the weather observation station was 5,885 feet msl. The routine aviation weather report (METAR) for KAPA issued at 0353 reported wind 050 degrees at 3 knots, visibility 6 miles in light snow and mist, ceiling of broken clouds at 3,100 feet, temperature minus 19 degrees Celsius (C), dew point temperature minus 22 degrees C, altimeter 30.36 inches.
The special METAR for KAPA issued at 0406 reported wind calm, visibility 7 miles in light snow, ceiling of broken clouds at 2,900 feet, temperature minus 19 degrees C, dew point temperature minus 22 degrees C, altimeter 30.37 inches.
The special METAR for KAPA issued at 0451 reported wind 040 at 4 knots, visibility 9 miles, few clouds at 1,300 feet, scattered clouds at 12,000 feet, temperature minus 20 degrees C, dew point temperature minus 22 degrees C, altimeter 30.37 inches. The snow had ended at 45 minutes after the hour.
Snow totals for the 60 hours prior to the accident ranged between 1.9 and 4.2 inches of snow – the liquid equivalent of between 0.10 and 0.30 inches.
Airman's Meteorological Information (AIRMETs) for mountain obscuration, instrument flight rules conditions, moderate icing conditions, and moderate turbulence were all valid at the time of the accident for the accident location.
According to the United States Naval Observatory, Astronomical Applications Department Sun and Moon Data, sunrise was at 0720 on the morning of the accident. The moon rose at 1258.
AIRPORT INFORMATION
Centennial Airport (KAPA), is a public, tower- controlled airport (Class D airspace), at a surveyed elevation of 5,885 feet. Class B, E, and G airspace surround the area immediately outside of the Class D airspace at KAPA. The airport had 3 open runways, runway 17L/35R (10,001 feet by 100 feet, asphalt), runway 17R/35L (7,001 feet by 75 feet, asphalt), and runway 10/28 (4,800 feet by 75 feet, asphalt).
WRECKAGE AND IMPACT INFORMATION
The accident site was located in a residential area. The airplane impacted several trees, a wooden enclosure, a fence, and shrubs, and came to rest oriented on a northeast heading. The accident site was at an elevation of 5,680 feet msl and the airplane impacted on a magnetic heading of 160 degrees.
The initial impact point was located at the tops of two pine trees, approximately 30 feet high, to the north of the main wreckage. Broken tree branches were located directly beneath the trees. The outboard tip of the right wing, paint chips, torn metal, and a light panel with green lens fragments were located between the two trees in the snow.
Debris continued for 23 feet from the trees to the start of the ground impact scar. Dirt and snow was pushed in the direction of the main wreckage to the south. A propeller blade was located to the west of the first ground scar. The blade had penetrated a wooden fence. The chain linked fence surrounding the back yard, to the south of the initial impact point, was impact damaged.
The ground scar continued 12 feet to the propeller hub. The face of the propeller hub assembly, including two propeller blades, was embedded in the ground.
Impact damage and witness marks continued along the ground, chain linked fence and through the bushes (located along the east edge of the fence) 56 feet to the main wreckage. Torn metal, Plexiglas, fiberglass, radios, instruments, and propeller blades were all located throughout the debris field. The right engine cowling and one propeller blade were located in the back yard, to the west of the debris field. The rear face of the house exhibited damage consistent with impact from the propeller blade.
The debris along this path and the bushes exhibited exposure to heat and fire.
The main wreckage came to rest oriented on an approximate heading of east. The wreckage included the left wing, the right wing, the fuselage, and the empennage. The forward fuselage, including the cabin and instrument panel, and the cargo area exhibited impact damage and was charred, melted, and partially consumed by fire.
The left wing included the left engine, left main landing gear assembly, the left aileron, and the left flap. The left engine had partially separated and exhibited impact and fire damage. The left main landing gear was located within the wheel well. The leading edge of the wing exhibited impact damage and the entire upper surface of the wing exhibited exposure to heat and fire. The left aileron cable was continuous from the aileron inboard to the forward cabin.
The right wing included the right main landing gear assembly and the right flap. The right main landing gear was located within the wheel well. The wing was bent and torn and exhibited exposure to heat and fire. The right engine separated from the right wing and was located to the south of the main wreckage, adjacent a tree.
The empennage remained partially attached to the fuselage and included the horizontal and vertical stabilizers, elevator, and rudder. The right horizontal stabilizer exhibited leading edge impact damage. The left horizontal stabilizer was buckled. The vertical stabilizer and rudder were unremarkable. The flight control cables were continuous from the empennage forward to the forward cabin.
No preaccident mechanical malfunctions or failures were found that would have precluded normal operation.
MEDICAL AND PATHOLOGICAL INFORMATION
The autopsy was performed by the Arapahoe County – Office of the Coroner on December 30, 2014, as authorized by the Arapahoe County Coroner's office. The autopsy concluded that the manner of death was accident and the report listed the specific injuries.
The FAA's Civil Aerospace Medical Institute, Oklahoma City, Oklahoma, performed toxicological tests on specimens that were collected during the autopsy (CAMI Reference #201500004001). Results were negative for carbon monoxide and ethanol. Tests for cyanide were not performed. Tests of the blood and liver tissue were positive for loratadine. The FAA Forensic Toxicology Website indicates that loratadine is a non-sedating tricyclic antihistamine.
TESTS AND RESEARCH
The flight control cables for ailerons, the elevator, and rudder were examined. Breaks or points of separation through these cables were consistent with impact damage or wreckage recovery efforts. The impact damage on the right stabilizer was consistent with an impact with the chain link fence post. A film of yellow colored engine oil was located along the entire right side of the empennage including the horizontal and vertical stabilizer.
Shop air was applied to the deice air lines. The left horizontal stabilizer boot inflated. The right stabilizer boot was impact damaged and could not be tested. The vertical stabilizer boot inflated. The boots along both wings were impact damaged and could not be tested.
The rudder trim was measured at 1.3 inches. When compared to the Cessna Charts, this measurement is considered unreliable/beyond limits. The elevator trim was measured at 1.2 inches on the right and 1.3 inches on the left. The aileron trim was measured at 0.8 inches. When compared to the Cessna Charts, this measurement is considered unreliable/beyond limits.
Engine control quadrant - were not restricted or bound in movement. The following measurements were taken:
Throttles - L 1 3/4 " up from closed R 2 9/16" up from closed
Propellers - L 2 7/16" up from detent R 1 13/16" up from detent
Mixture - L 2 3/4 R 1 3/4 rich
The fuel selector panel exhibited the following positions:
Right engine – "off"
Left engine – "left main"
Fuel selector valves within the wing assemblies exhibited the following positions:
Right engine - "off"
Left engine - "left main"
Field Engine Examination
All 3 blades from the right propeller separated from the propeller hub. The hub was fragmented.
The propeller blades were labeled R1, R2, and R3 for identification purposes. Blade R1 exhibited leading edge scoring along the first 2.5" of the blade, and face scoring along the entire span of the blade. Otherwise the blade was visually unremarkable. Blade R2 exhibited scoring along the outboard trailing edge of the blade. Otherwise the blade was visually unremarkable. Blade R3 exhibited scoring on the face of the blade leading edge nicks and was bowed aft and twisted.
One blade separated from the left propeller assembly. The propeller hub was impact damaged.
The propeller blades were labeled L1, L2, and L3 for identification purposes. Blade L1 exhibited leading edge gouges and nicks. Otherwise the blade was visually unremarkable. BladeL2 was bowed forward. Otherwise the blade was visually unremarkable. Blade L3 separated from the propeller hub and exhibited leading edge gouges and nicks. Otherwise the blade was visually unremarkable.
The left engine exhibited exposure to heat and fire and impact damage. The top bank of spark plugs and the valve covers were removed. The spark plugs exhibited worn out normal signatures when compared to Champion spark plug chart. The p-leads were damaged by fire and could not be functionally tested. A lighted bore scope was used to examine the engine through the upper spark plug orifice at each cylinder. The examination revealed no anomalies. The engine was rotated through at the accessory housing. Air movement was noted on all cylinders at the upper spark plug orifice. Valve train continuity was observed on all cylinders.
The right engine forward gear case was impact damaged. The intake and exhaust valve arms on the No. 5 cylinder separated. The oil sump was impact damaged. The top bank of spark plugs and valve covers were removed. The spark plugs exhibited worn out normal signatures when compared to Champion spark plug chart. A lighted bore scope was used to examine the engine through the upper spark plug orifice at each cylinder. The examination revealed no anomalies.
The engine could not be rotated through by hand.
Lab Engine Examination
Left engine
The vacuum pump was disassembled and no anomalies were noted. The fuel pump spline was intact and the fuel pump rotated without hesitation. Disassembly of the pump revealed no preimpact anomalies.
A slave harness was placed on the right magneto and it was operated on a test bench. No spark was noted on any of the leads. Internal heat damage to the capacitor terminals and the points prevented normal operation. Examination of the left magneto revealed similar internal heat damage to the capacitor terminals and the points.
Examination of the cylinders, pistons, crankshaft, crankcase, sparkplugs, valves, and other components revealed signatures of exposure to heat and fire and impact damage. No mechanical anomalies were noted that would have precluded normal operation.
Right Engine
The left and right magnetos were equipped with a slave harness and ran on a test bench. A blue spark was observed on each lead at varying rpm. The vacuum pump was disassembled and no anomalies were noted.
The fuel pump spline was intact and the fuel pump rotated. The fuel pump was impact damaged and epoxy was applied at a fitting for bench testing purposes. An additional fitting in the vapor tower was impact damaged and replaced for testing purposes. The fuel pump was installed on a test stand and ran at rpms between 700 and 3,200 for five minutes. The pressure was high and the unit test results were out of limits.
Scoring was noted on the rear propeller reduction gear bolt and the aft propeller gear reduction journal. This scoring was consistent with rotation at the time of impact. The intake and exhaust valve rockers were impact damage and separated.
Examination of the cylinders, pistons, crankshaft, crankcase, sparkplugs, valves, crank case halves, and other components revealed signatures of impact damage. No mechanical anomalies were noted that would have precluded normal operation.
ORGANIZATIONAL AND MANAGEMENT INFORMATION
The FAA issued Key Lime Air a Part 135 operating certificate in 1997 to conduct on demand cargo and passenger flights. They also hold a Part 121 certificate for scheduled operations between KAPA, Rocky Mountain Metropolitan Airport (KBJC) Broomfield, Colorado, and Grand Junction (KGJT), Colorado. At the time of the accident, Key Lime Air conducted cargo operations in six states. The corporate headquarters, including training, the Director of Operations, Chief Pilot, and Director of Safety were located in Englewood, Colorado. The FAA Flight Standards District Office in Denver, Colorado managed the operating certificate.
The company operated six different make and models of airplane and employed about 35 pilots. Prior to employment, each pilot was required to meet the minimum flight time and experience requirements per the Federal Aviation Regulations for Part 135 operations.
ADDITIONAL INFORMATION
De-Icing Procedures
According to Key Lime Air, the method for deicing airplanes is dependent on the extent and thickness of the ice and is left to pilot's discretion for requesting deicing services. Generally pilots will physically remove frost, ice, snow, and surface contaminations. If the contamination is thicker or a jet is being operated the pilot can use chemicals for deicing.
The Cessna Pilot Safety And Warning Supplement – Airframe Icing – discusses that the "inflight ice protection equipment is not designed to remove ice, snow or frost accumulation on a parked airplane… Other means … must be employed to ensure that all wing, tail, control, propeller, windshield, static port surfaces and fuel vents are free of ice, snow, and frost accumulations, and that there are no internal accumulations of ice or debris in the control surfaces, engine intakes, brakes, pitot-static system ports, and fuel vents prior to takeoff."
Engine Inoperative Procedures
The Cessna Model 404 single-engine airspeeds for safe operation were as follows:
VX – 98 knots (takeoff and approach flaps) 105 knots (flaps up)
VY - 102 knots (takeoff and approach flaps) 109 knots (flaps up)
The Engine Inoperative Procedures for an engine failure after takeoff were as follows:
Mixture – Full Rich
Propellers – Full Forward
Throttles – Full Forward
Landing gear – up
Inoperative Engine – Throttle closed, mixture idle cutoff, propeller feather.
The pilot is then guided to establish a 5 degree bank into the operative engine, establish climb airspeed, raise the flaps, and then secure the inoperative engine.
The amplified procedures stated in part that "…climb or continued level flight at moderate altitude is improbable with the landing gear extended and the propeller windmilling…" The procedures warn that "The propeller on the inoperative engine must be feathered, landing gear retracted, and wing flaps up or continued flight may be impossible."
The Rate-of-Climb chart estimated that the airplane would have been able to sustain a 540 foot-per-minute climb with the airplane properly configured for single-engine operations. The chart subtracts 350 feet per minute for a windmilling propeller, 300 feet-per-minute with the landing gear down, and 100 feet-per-minute with the flaps in a takeoff or approach configuration.
NTSB Identification: CEN15LA117
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Wednesday, January 21, 2015 in Goodland, KS
Aircraft: PIPER PA-31-350, registration: N66906
Injuries: 1 Uninjured.
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 January 21, 2015, about 0754 mountain standard time, a Piper PA-31-350, N66906, experienced a total loss of engine power of both engines during cruise flight. The pilot performed a forced landing to a field where the airplane impacted terrain about 10 miles west of Goodland, Kansas. The pilot was uninjured. The airplane sustained substantial damage. The airplane was registered to and operated by Key Lime Air as LYM169 under the provisions of Title 14 Code of Federal Regulations Part 135 as a cargo flight and was operating on an instrument rules flight plan. Visual meteorological conditions prevailed for the flight that originated from Denver International Airport, Denver, Colorado, and was destined to Shalz Field Airport, Colby, Kansas.
Key Lime Air mishaps don't define us, says company president: http://www.denverpost.com
Piper PA-31 Navajo Chieftain, N66906, Key Lime Air: Accident occurred January 21, 2015 in Goodland, Sherman County, Kansas
Fairchild SA227-AC Metro III, N31171, Key Lime Air: Incident occurred January 08, 2015 at Centennial Airport (KAPA), Denver, Colorado
Cessna 404 Titan, N404MG, Key Lime Air: Fatal accident occurred December 30, 2014 near Centennial Airport (KAPA), Arapahoe County, Colorado
FAA Flight Standards District Office: FAA Wichita FSDO-64
CBG LLC: http://registry.faa.gov/N66906
GOODLAND, Kan. — Emergency crews are on scene of a plane crash that happened Wednesday morning in northwest Kansas.
Kansas Highway Patrol Trooper Tod Hileman said a twin engine plane crashed in Sherman County just before 9 a.m. The scene is near the intersection of County Roads 10 and 71.
Trooper Hileman said the pilot is okay.
He said the plane was carrying UPS cargo and was registered to Key Lime Air out of Englewood, Colorado.
The company released the following statement:
Key Lime Air received confirmation that one of our twin engine cargo aircraft experienced an unexpected engine anomaly in flight. The flight was operated with a single pilot and no passengers. The aircraft landed safely at an off-airport location close to Goodland, KS, without incident. There are no injuries to the pilot. Key Lime Air will be conducting a thorough examination of the aircraft in order to determine the cause of the anomaly.
One week after fatal crash, Key Lime Air plane lands with only one engine
CENTENNIAL, Colo. - Key Lime Air, the air cargo company that lost a pilot in a fatal crash last week, had another plane make an emergency landing Thursday morning.
Dispatchers with the South Metro Fire Department confirmed to 7NEWS that their teams were alerted to an in-flight emergency. Specifically, they said the plane was landing without one engine.
AIRTRACKER7 was overhead at 7:43 a.m. when the green plane touched down safely at the Centennial Airport. As the plane taxied from left to right across the screen, it was clear to see that the engine propellers on the near side were not turning.
After originally telling 7NEWS to expect a press release, a spokesperson said Key Lime Air decided not to comment. They reversed their decision again, after 7NEWS published our original version of this story.
"Key Lime Air confirms that a leased aircraft conducting a cargo flight experienced an engine malfunction in flight. The flight was operated with a single pilot and no passengers. The aircraft safely returned to the Key Lime Air maintenance facility at Centennial Airport in Colorado and landed without incident. There were no injuries to the pilot and no damage to the aircraft. Key Lime Air is conducting a thorough examination of the engine to determine the cause of the malfunction," Key Lime Air wrote in a statement issued via email at 1:27 p.m.
Key Lime Air pilot and retired police officer Daniel Steitz lost his life in the crash last week on December 30, after departing the Centennial Airport. According to the NTSB's preliminary report, he had also lost engine power.
"According to air traffic control recordings at KAPA, the pilot reported that he had lost an engine and needed to return to the airport," the preliminary report said. "Several witnesses observed the airplane in a right turn as it descended towards terrain. Several other witnesses heard the airplane and described a rough-running engine. One witness stated that he did not hear either engine running just prior to the accident."
Steve Cowell, a former commercial pilot and FAA accident prevention counselor, said Key Lime Air began flying cargo routes, and now also flies commercial passengers.
He says it is not uncommon for companies to have reported incidents.
"Is it alarming to have two engine failures from one company in a couple of weeks?" asked 7NEWS Reporter Jennifer Kovaleski.
"It's very alarming, it's alarming to the public … the FAA issues a certificate that basically says that we're going to put the public trust in your ability to fly safely and now you've had these two incidents, why? We don't know yet," he said.
Cowell said the FAA will look at whether or not there's a pattern or link between the two incidents.
"They're going to undergo a white glove inspection most likely from the FAA because we have a series of incidents so closely together," he said. "The FAA's going to be looking at is whether there's a pattern, is something wrong with maintenance procedures, is something wrong with the training."
Cowell said the FAA requires these types of plane engines to undergo thorough inspections every 50 to 100 hours of flight. However,until the investigation is complete, he says it's too early to conclude anything.
"Whether those incidents are coincidental or whether they are linked remains to be seen," he said.
7NEWS checked FAA and NTSB records and found Key Lime Air has three dozen reported incidents since 2000. FAA records list several minor issues, like pilot errors. Two reported in 2010 detail engine failures on two different planes.
Story, Videos and Photo: http://www.thedenverchannel.com
http://registry.faa.gov/N31171
Fairchild SA227-AC Metro III, N31171, Key Lime Air: Incident occurred January 08, 2015 at Centennial Airport (KAPA), Denver, Colorado
http://registry.faa.gov/N404MG
NTSB Identification: CEN15FA090
14 CFR Part 91: General Aviation
Accident occurred Tuesday, December 30, 2014 in Englewood, CO
Aircraft: CESSNA 404, registration: N404MG
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 December 30, 2014, about 0429 mountain standard time a Cessna 404, N404MG, was substantially damaged when it impacted a residential area north of the Centennial Airport (KAPA), Englewood, Colorado. A post impact fire ensued. The airline transport pilot was fatally injured. The airplane was operated by Key Lime Air under the provisions of 14 Code of Federal Regulations Part 91 as positioning flight. Night visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The flight was originating at the time of the accident and was en route to Denver International Airport (KDEN), Denver, Colorado
According to air traffic control recordings at KAPA, the pilot reported that he had lost an engine and needed to return to the airport. Several witnesses observed the airplane in a right turn as it descended towards terrain. Several other witnesses heard the airplane and described a rough-running engine. One witness stated that he did not hear either engine running just prior to the accident.
The airplane impacted several trees, a fence, and hedges in a residential area and came to rest oriented on a northeast heading. Portions of the right wing, right engine, and the propellers from both engine assemblies were located within the debris field. Both engines separated partially from the airplane during the impact sequence and were located immediately adjacent the main wreckage.
The routine aviation weather report for KAPA, issued at 0406, reported, wind calm, visibility 7 miles in light snow, sky condition, ceiling broken clouds at 2,900 feet, temperature minus 19 degrees Celsius (C), dew point temperature minus 22 degrees C, altimeter 30.37 inches.
CBG LLC: http://registry.faa.gov/N66906
GOODLAND, Kan. — Emergency crews are on scene of a plane crash that happened Wednesday morning in northwest Kansas.
Kansas Highway Patrol Trooper Tod Hileman said a twin engine plane crashed in Sherman County just before 9 a.m. The scene is near the intersection of County Roads 10 and 71.
Trooper Hileman said the pilot is okay.
He said the plane was carrying UPS cargo and was registered to Key Lime Air out of Englewood, Colorado.
The company released the following statement:
Key Lime Air received confirmation that one of our twin engine cargo aircraft experienced an unexpected engine anomaly in flight. The flight was operated with a single pilot and no passengers. The aircraft landed safely at an off-airport location close to Goodland, KS, without incident. There are no injuries to the pilot. Key Lime Air will be conducting a thorough examination of the aircraft in order to determine the cause of the anomaly.
CENTENNIAL, Colo. - Key Lime Air, the air cargo company that lost a pilot in a fatal crash last week, had another plane make an emergency landing Thursday morning.
Dispatchers with the South Metro Fire Department confirmed to 7NEWS that their teams were alerted to an in-flight emergency. Specifically, they said the plane was landing without one engine.
AIRTRACKER7 was overhead at 7:43 a.m. when the green plane touched down safely at the Centennial Airport. As the plane taxied from left to right across the screen, it was clear to see that the engine propellers on the near side were not turning.
After originally telling 7NEWS to expect a press release, a spokesperson said Key Lime Air decided not to comment. They reversed their decision again, after 7NEWS published our original version of this story.
"Key Lime Air confirms that a leased aircraft conducting a cargo flight experienced an engine malfunction in flight. The flight was operated with a single pilot and no passengers. The aircraft safely returned to the Key Lime Air maintenance facility at Centennial Airport in Colorado and landed without incident. There were no injuries to the pilot and no damage to the aircraft. Key Lime Air is conducting a thorough examination of the engine to determine the cause of the malfunction," Key Lime Air wrote in a statement issued via email at 1:27 p.m.
Key Lime Air pilot and retired police officer Daniel Steitz lost his life in the crash last week on December 30, after departing the Centennial Airport. According to the NTSB's preliminary report, he had also lost engine power.
"According to air traffic control recordings at KAPA, the pilot reported that he had lost an engine and needed to return to the airport," the preliminary report said. "Several witnesses observed the airplane in a right turn as it descended towards terrain. Several other witnesses heard the airplane and described a rough-running engine. One witness stated that he did not hear either engine running just prior to the accident."
Steve Cowell, a former commercial pilot and FAA accident prevention counselor, said Key Lime Air began flying cargo routes, and now also flies commercial passengers.
He says it is not uncommon for companies to have reported incidents.
"Is it alarming to have two engine failures from one company in a couple of weeks?" asked 7NEWS Reporter Jennifer Kovaleski.
"It's very alarming, it's alarming to the public … the FAA issues a certificate that basically says that we're going to put the public trust in your ability to fly safely and now you've had these two incidents, why? We don't know yet," he said.
Cowell said the FAA will look at whether or not there's a pattern or link between the two incidents.
"They're going to undergo a white glove inspection most likely from the FAA because we have a series of incidents so closely together," he said. "The FAA's going to be looking at is whether there's a pattern, is something wrong with maintenance procedures, is something wrong with the training."
Cowell said the FAA requires these types of plane engines to undergo thorough inspections every 50 to 100 hours of flight. However,until the investigation is complete, he says it's too early to conclude anything.
"Whether those incidents are coincidental or whether they are linked remains to be seen," he said.
7NEWS checked FAA and NTSB records and found Key Lime Air has three dozen reported incidents since 2000. FAA records list several minor issues, like pilot errors. Two reported in 2010 detail engine failures on two different planes.
Story, Videos and Photo: http://www.thedenverchannel.com
http://registry.faa.gov/N31171
Fairchild SA227-AC Metro III, N31171, Key Lime Air: Incident occurred January 08, 2015 at Centennial Airport (KAPA), Denver, Colorado http://registry.faa.gov/N404MG
NTSB Identification: CEN15FA090
14 CFR Part 91: General Aviation
Accident occurred Tuesday, December 30, 2014 in Englewood, CO
Aircraft: CESSNA 404, registration: N404MG
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 December 30, 2014, about 0429 mountain standard time a Cessna 404, N404MG, was substantially damaged when it impacted a residential area north of the Centennial Airport (KAPA), Englewood, Colorado. A post impact fire ensued. The airline transport pilot was fatally injured. The airplane was operated by Key Lime Air under the provisions of 14 Code of Federal Regulations Part 91 as positioning flight. Night visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The flight was originating at the time of the accident and was en route to Denver International Airport (KDEN), Denver, Colorado
According to air traffic control recordings at KAPA, the pilot reported that he had lost an engine and needed to return to the airport. Several witnesses observed the airplane in a right turn as it descended towards terrain. Several other witnesses heard the airplane and described a rough-running engine. One witness stated that he did not hear either engine running just prior to the accident.
The airplane impacted several trees, a fence, and hedges in a residential area and came to rest oriented on a northeast heading. Portions of the right wing, right engine, and the propellers from both engine assemblies were located within the debris field. Both engines separated partially from the airplane during the impact sequence and were located immediately adjacent the main wreckage.
The routine aviation weather report for KAPA, issued at 0406, reported, wind calm, visibility 7 miles in light snow, sky condition, ceiling broken clouds at 2,900 feet, temperature minus 19 degrees Celsius (C), dew point temperature minus 22 degrees C, altimeter 30.37 inches.
CENTENNIAL, Colo. (CBS4) – The coroner has identified the pilot who died when his small plane went down after taking off from Centennial Airport early Tuesday morning.
Daniel Lee Steitz, 55, from Aurora, worked for Key Lime Air. The National Transportation Safety Board says the plane he was flying cartwheeled after crashing and then came to stop on a homeowner’s lawn.
CBS4’s Howard Nathan spoke with a veteran pilot who says it may have been both skill and luck that kept the plane from crashing into homes.
The Cessna 404 cargo plane was ripped open by the time it stopped tumbling on Jim Siffring’s front lawn before dawn.
“Big crash and then the room just lit up like daylight … our bedroom is facing right there at the crash scene,” Siffring said.
Flames were so intense the siding melted on his house.
Bob Doubek has been flying small planes for 68 years and knows what a pilot is thinking when a problem erupts during the flight.
“Fly the aircraft, fly it all the way to the scene of the accident,” he said.
In this case the accident scene was just several feet from Siffring’s house in a residential neighborhood. A neighbor explained what an eyewitness saw.
“He said the plane just dropped like a rock, it was kind of sitting at an angle … and just dropped like a rock,” the neighbor said.
No matter what a pilot will try, they’ll sometimes crash into property. Earlier this month six people died when a plane crashed into a home in Maryland. Three of the victims, a mother and two children, were inside their house.
Last May in Northglenn a small plane crashed into a home, but luckily nobody died.
“(It’s a) matter of self-preservation. You’re looking for the best spot to put it down. It may be a highway, it may be a golf course, if you’re lucky,” Doubek said.
The plane was removed Tuesday night. The NTSB says the engine lost power, but they also say they will not know the cause behind the crash for another 10 months.
Story, video and photos: http://denver.cbslocal.com
Daniel Lee Steitz
(credit: Facebook)
Any witnesses should email witness@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov.
Event Type: Accident
Highest Injury: Fatal
Damage: Destroyed
Activity: Other
Flight Phase: UNKNOWN (UNK)
Aircraft Operator: LYM-Key Lime Air
FAA Flight Standards District Office: FAA Denver FSDO-03
N404MG KEY LIME AIR FLIGHT LYM182 CESSNA 404 AIRCRAFT CRASHED UNDER UNKNOWN CIRCUMSTANCES INTO A RESIDENTIAL AREA, THE 1 PERSON ON BOARD WAS FATALLY INJURED, NEAR CENTENNIAL AIRPORT, ENGLEWOOD, CO
Daniel Steitz
Aurora Police Department
ARAPAHOE COUNTY, Colo. - A plane belonging to a charter and cargo company crashed Tuesday morning in Centennial after the pilot reported a loss of engine power.
The pilot, later identified by the Coroner's Office as Daniel Steitz, was killed by blunt force injuries during the crash. He was a former detective sergeant with the Aurora Police Department, working for the department between 1987 and his retirement in 2011.
"It is with sincere sorrow that we have confirmed a Key Lime Air aircraft, a Cessna 404 has been involved in an accident," company president Cliff Honeycutt said in a statement sent to 7NEWS. "The flight was a cargo flight repositioning empty from Centennial airport to Denver International. (Sic)"
The plane crashed minutes after take-off in the 6600 block of South Billings Way. That's near Arapahoe Road, between Potomac Drive and Jordan Road, about 1.5 miles from the airport.
"He had just taken off and reported to air traffic control he had suffered a loss of engine power," NTSB Senior Air Safety Investigator Jennifer Rodi said, who added that the NTSB's team was still arriving to the crash scene.
The plane hit a trash structure outside of Jim Siffring's home. It did not directly hit the house, but the NTSB said there was some fire damage to one side of the structure.
Siffring said the flames "just lit up like daylight."
"We rolled up the curtain and there's an airplane on fire outside of our house," said Siffring, who said he and his wife ran outside and emptied their fire extinguishers onto the wreckage.
Siffring also extended his family's regrets about the loss of the pilot.
South Metro Fire dispatchers told 7NEWS that only one person was on board the twin-prop Cessna when the plane crashed and that pilot died.
A man driving in the area said he saw the plane pass over Centennial Airport, heading east, and flying extremely low.
"He veered right and went straight down," Steven R. told 7NEWS. "I knew something was not right."
Rodi said the pilot reported a perceived loss of engine power.
"The airplane came in in a somewhat nose low, wing low, sort of a banked angle if you will, but not completely nose low, not in a stalled position," said Rodi. "It cartwheeled for a couple of feet."
The plane slid through two yards and came close to two homes, but did not hit the homes. No one on the ground was injured.
"We will be documenting the wreckage, the debris field and we will be recovering the airplane and the engines to a location up in Greeley Colorado for the furtherance of our investigation," Rodi said.
Story and Video: http://www.thedenverchannel.com
A National Transportation Safety Board investigator said the pilot reported a loss of engine power shortly before crashing into the neighborhood. There was light snow falling at the time of the crash and whether the engine was preheated before takeoff could have had an effect on the accident, the NTSB said.
A homeowner in the neighborhood called 911 and said the plane did not hit any structures and was fully engulfed. There were no injuries reported on the ground.
“We were asleep and heard a a huge crash,” the homeowner where the plane crashed said. “It was a big crash and just lit up like daylight. We rolled open the curtain and there’s an airplane on fire in front of our house.”
A neighbor who did not want to be identified or interviewed on camera captured cellphone video of the plane fully engulfed moments after it crashed and provided it to FOX31 Denver reporter Chris Jose.
“It was just really loud all of a sudden and then there was a crash,” another homeowner who did not want to be identified said. “It was one of those crashes that you can’t explain really well. And then I looked out the window and you could see the smoke come over the top of the houses.
“It was only a block or so away. And I thought it was the house right behind us, but apparently it was in the yard. And then all of a sudden there was just a loud explosion.”
Authorities said the pilot was the only person on the plane, which took off about 4:27 a.m. from the airport. According to FlightAware, Key Lime Air Flight 182 was flying to Denver International Airport.
Key Lime Air is a Centennial Airport-based aircraft rental service that transports passengers and cargo in North America, the Caribbean and South America.
“Dedication to safety is our highest priority and is paramount in our airplanes, strict pilot training, as well as our stringent operational and maintenance programs,” a statement reads on Key Lime Air’s website.
“It is with sincere sorrow that we have confirmed a Key Lime Air aircraft, a Cessna 404 has been involved in an accident,” Key Lime Air President Cliff Honeycutt said in a statement. “The flight was a cargo flight repositioning empty from Centennial airport to Denver International. There were no passengers, only the pilot on board. Sadly, we have received confirmation from the Arapahoe County Sheriff Department that there were no survivors in this accident.
“Our focus at this time is on supporting the family of the pilot.”
The identity of the pilot has not been released by Arapahoe County officials or by Key Lime Air.
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The crash happened about 4:50 a.m. in the 6600 block of South Billings Way, near East Arapahoe Road and South Jordan Road, about 2 miles northeast of Centennial Airport.
A homeowner in the neighborhood called authorities and said the plane did not hit any structures and was fully engulfed.
Authorities said the pilot was the only person on the Cessna 404.
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