Friday, September 12, 2014

Cessna A185F Skywagon, N4446C: Accident occurred September 02, 2014 in Baie-Comeau, Canada

NTSB Identification: CEN14WA478 
14 CFR Non-U.S., Non-Commercial
Accident occurred Tuesday, September 02, 2014 in Baie-Comeau, Canada
Aircraft: CESSNA A185F, registration: N4446C
Injuries: 1 Fatal,2 Minor.

This is preliminary information, subject to change, and may contain errors. The foreign authority was the source of this information.

On September 2, 2014, a Cessna A185F airplane, N4446C, impacted terrain near Lac Saint-Pierre, Quebec, approximately 100 kms north of Baie-Comeau, Quebec. The pilot was fatality injured and two passengers received minor injuries.

The accident investigation is under the jurisdiction and control of the Canadian government. This report is for information purposes only and contains only information released by or obtained from the Canadian government or Transportation Safety Board of Canada. Further information pertaining to this accident may be obtained from:

Transportation Safety Board of Canada
200 Promenade du Portage
Place du Centre, 4th Floor
Hull, Quebec K1A 1K8
Canada

Website: http://www.tsb.gc.ca


Bill McKay of Oakland, in a 2006 file photo with a float plane. McKay was killed when his plane crashed in Lake St. Pierre in northern Quebec on September 2nd  while on a fishing trip with his daughter and son-in-law who survived. 


Canada authorities say it “will be a long time” before there are any conclusions in the crash that killed Bill McKay. 

 Canada authorities are still trying to determine whether a full investigation into the Sept. 2 crash of a float plane in Quebec that killed Oakland pilot Bill McKay is needed.

John Cottreau, spokesman for the Transportation Safety Board of Canada, said Thursday that officials are now in the assessing stage.

“If we decide to do a full investigation, it will be a long time before we have any conclusions,” Cottreau said.

He said that after an accident, officials with the agency gather information and decide how to proceed from there.

“That assessment is still going on,” he said.

Cottreau said he could not release any information about the status of the crash survivors.

McKay’s daughter and son-in-law, Katie and Mike Turner, were in the plane when it crashed and were injured. They hiked to a road where they were picked up by forestry workers.

“We simply do not give out the status of people involved in an accident,” Cottreau said.

Dwight Leighton, a business associate of McKay, said Thursday that he did not have an update on the Turners.

“The last I heard is that Katie is here (in central Maine) and Mike’s still in Canada — that’s all I know,” Leighton said.

Officials at Centre Hospitalier Regional Baie-Comeau, where the Turners were taken after the crash, would not release information about their conditions.

The crash occurred in a forest near Lake St. Pierre, about 50 miles north of Baie-Comeau, Quebec, a city on the north shore of the St. Lawrence River.

McKay and the Turners were on a fishing trip and flying from one lake to another in McKay’s Cessna 185 seaplane at the time, according to Canadian authorities.

Those who answered the phone at central Maine businesses owned by McKay’s family members wouldn’t comment on the Turners’ conditions. No one answered the phone at McKay’s home.


- Source:   http://www.centralmaine.com

http://www.centralmaine.com/plane-crashes-in-quebec

WILLIAM P. MCKAY: http://registry.faa.gov/N4446C

 Bill McKay of Oakland secures his float plane to his dock on Messalonskee Lake in this August 2006 file photo after taking a short flight. Staff file photo by Jeff Pouland

Low-flying helicopters at night prompt concern in Meriden, Connecticut

MERIDEN — Residents reported seeing “mysterious” low-flying helicopters at night this week, but Connecticut Light and Power officials said there is nothing to worry about.

CL&P is performing its biannual helicopter survey of transmission lines, company spokesman Frank Poirot said Friday. The helicopters, contracted by CL&P, are checking all 820 miles of “right of way” lines in the state, Poirot said. A “right of way” is the path the transmission lines follow and can cross private property.

The helicopters were seen on at least two different nights this week and heavily discussed in Meriden Facebook forums. Several people said they thought they were military or state police helicopters.

Martha Colaresi, who lives at the top of Diamond Hill in South Meriden, said she heard two helicopters flying in the area late Wednesday. Colaresi said she thought it was a low-flying plane at first, but then heard the helicopter blades.

By the time she got outside, the sound disappeared and she hasn’t heard it again. She used to hear low-flying planes years ago when air shows were held at nearby Meriden-Markham Airport. This noise was much louder, Colaresi said.

Poirot said the helicopter crews are checking plants growing around the power lines, trees that may pose a hazard, and other issues. If the crew spots a potential problem, they will hover over the area and take photos, Poirot said. The information is passed to ground crews to investigate further, Poirot said.

“These are all proactive maintenance efforts,” Poirot said. “We catch things before they become a problem.”

The helicopters are scheduled to work from 7 a.m. to 4 p.m., Poirot said, although some of the work was going on at night. Another CL&P spokesman previously said the helicopters carry infrared cameras looking for hot spots, which could indicate power lines need repair.

Some of the areas they are scanning include a portion of the Meriden-Wallingford line, on the west side of Meriden near the boarder with Cheshire, and near Westfield Road. Holly Wills, president of the Meriden Council of Neighborhoods, said she hadn’t heard any reports of low-flying helicopters.

Another low-flying helicopter was also in Meriden Friday afternoon at Israel Putnam School. The helicopter was being used to take aerial photos of students for a school activity.


- Source:  http://www.myrecordjournal.com

Ted Smith Aerostar 601P, N711YM: Fatal accident occurred September 10, 2014 in Austin, Texas

NTSB Identification: CEN14FA494
14 CFR Part 91: General Aviation
Accident occurred Wednesday, September 10, 2014 in Austin, TX
Probable Cause Approval Date: 03/24/2015
Aircraft: SMITH AEROSTAR 601P, registration: N711YM
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.

Witnesses reported observing the airplane flying slowly toward the airport at a low altitude. The left engine was at a low rpm; "sputtering," "knocking," or making a "banging" noise; and trailing black smoke. One witness said that, as the airplane passed over his location, he saw the tail "kick" horizontally to the right and the airplane bank slightly left. The airplane subsequently collided with trees and impacted a field 1/2 mile north of the airport. 

Disassembly of the right engine revealed no anomalies, and signatures on the right propeller blades were consistent with power and rotation on impact. The left propeller was found feathered. Disassembly of the left engine revealed that the spark plugs were black and heavily carbonized, consistent with a rich fuel-air mixture; the exhaust tubing also exhibited dark sooting. The rubber boot that connected the intercooler to the fuel injector servo was found dislodged and partially sucked in toward the servo. The clamp used to secure the hose was loose but remained around the servo, the safety wire on the clamp was in place, and the clamp was not impact damaged or bent. The condition of the boot and the clamp were consistent with improper installation. The time since the last overhaul of the left engine was about 1,050 hours. The last 100-hour inspection occurred 3 months before the accident, and the airplane had been flown only 0.8 hour since then. It could not be determined when the rubber boot was improperly installed. Although the left engine had failed, the pilot should have been able to fly the airplane and maintain altitude on the operable right engine, particularly since he had appropriately feathered the left engine. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain sufficient clearance from trees during the single-engine landing approach. Contributing to the accident was the loss of power in the left engine due to an improperly installed rubber boot that became dislodged and was then partially sucked into the fuel injector servo, which caused an excessively rich fuel-air mixture that would not support combustion.

HISTORY OF FLIGHT

On September 10, 2014, at 1326 central daylight time, a Smith 601P, N711YM, impacted terrain ½-mile north of the Austin-Bergstrom International Airport (AUS), Austin, Texas. The pilot, the sole occupant on board, was fatally injured. The airplane was destroyed. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions (VMC) prevailed at the time of the accident, and no flight plan had been filed. The local flight originated from Dallas Executive Airport (RBD), Dallas, Texas, at 1226, and was en route to AUS.

At 1314, when the airplane was just east of the Georgetown Airport (GTU), Georgetown, Texas, the pilot asked for visual flight rules (VFR) flight following services from AUS approach control. Radar contact was established and the pilot was given the AUS weather and was vectored towards runway 17L. Mode C transponder returns indicated the airplane was at an altitude of 6,500 feet. At 1326:29, the pilot was told to contact the control tower. At that time, radar indicated the airplane was just short of runway 17 and travelling at a ground speed of 88 knots. [The airplane's flaps down stall speed is 77 knots indicated airspeed (KIAS), and its flaps up stall speed is 84 KIAS.] The pilot never contacted the tower. At 1341, the tower controller said she did not have radio contact with the airplane but could see smoke north of the airport. Units from the Austin Fire Department, who had responded to earlier reports of a ground cover fire, discovered the wreckage.

The Austin Police Department interviewed six witnesses. The consensus of these interviews was that they saw a slow-flying airplane at low altitude, headed in the direction of the airport. The left engine was at a low rpm and "sputtering, knocking," or making "banging" sounds and trailing black smoke. One witness said that as the airplane passed over his location, he saw the tail "kick" horizontally to the right and the airplane banked slightly to the left. A review of radio communications revealed the pilot never reported an inoperative engine or declared an emergency.


CREW INFORMATION

The 55-year-old pilot held a private pilot certificate with airplane single and multi-engine land ratings. He was not instrument rated. His third class airman medical certificate, dated March 11, 2014, contained the restriction, "Must wear corrective lenses." When the pilot applied for this medical certificate, he estimated his total flight time to be 525 hours. It was calculated that the pilot had accrued 36.8 hours in N711YM. The pilot's logbook was never located.


AIRCRAFT INFORMATION

N711YM (serial number 61P-0215-023), a model 601P, was manufactured by the Ted Smith Aircraft Company, Santa Maria, California, in 1975. On October 30, 1990, the airplane was modified as a Machen Superstar I (700 Aerostar). This entailed the installation of two Lycoming IO-540-S1A5MM intercooled engines [serial number L-13174-48A, (left); L-13175-48A (right)], each rated at 350 horsepower, driving two Hartzell 3-blade, all-metal, constant speed, full feathering propellers (model number HC-C3YR-2, serial number CK4002A, left; CK4001A, right).

According to the previous owner, he and several mechanics spent considerable time maintaining the airplane in pristine condition. But during the 2011 economic downturn, the airplane was taken out of service and sat dormant on an open ramp at Patterson (PTN), Louisiana, for over 2 years. The owner had a cover made to protect the airplane from the elements. The engines were started occasionally. In 2013, he advertised the airplane for sale in Trade-a-Plane. Only a few inquiries were made, indicative of a "very soft" market for twin-engine airplanes. On June 7, 2013, a prospective buyer's mechanic made a pre-purchase inspection of the airplane. The mechanic told his client that some of the engine cowling fasteners were rusty; others were broken. When he removed the lower spark plugs, rusty water poured out. The mechanic terminated his inspection and told his client that the airplane was unairworthy, citing Louisiana's humid environment conducive to metal corrosion.

In October 2013, the pilot approached the owner and offered $47,500, the approximate salvage value, for N711YM. The sale was consummated on December 26, 2013, and a bill of sale was negotiated. The pilot told the seller that he and his mechanic would fly the plane to Lancaster, Texas, on a ferry permit. The seller described the pilot as "a very unusual person in a sense he would not listen to advice." The seller kept reminding the pilot that there were items that needed to be inspected before he could safely fly the airplane. Since it had sat dormant for four years, the seller suggested that the pilot sump all the fuel tanks, which he finally did after much cajoling. He also tested all the spark plugs and verified each plug was firing properly. He then boarded the airplane and took off. The seller watched as the pilot "yanked" the airplane off the runway. He said the engines were not developing full power and were backfiring. The Federal Aviation Administration (FAA) could find no record of a ferry permit being issued for this flight.

On February 6, 2014, the pilot flew the airplane to Mena, Arkansas, where it was stripped, primed, and repainted. The pilot departed Mena on March 24, 2014. On both flights to and from Mena, there were no records of an annual inspection being made or a ferry permit being issued. On May 13, 2014, the altimeter, transponder, and altitude reporting system were inspected and found to comply with FAR 91.411 and 91.413 up to an altitude of 25,000 feet.

A review of the maintenance records revealed an annual inspection was accomplished on June 3, 2010, at a total airframe time of 3,402.2 hours. The Hobbs meter read 1,373.3 hours. On June 10, 2014, four years and 36.0 flight hours later, another annual inspection was performed at a total airframe time of 3,438.2 hours. The Hobbs meter read 1,409.3 hours. At the time of the accident, the Hobbs meter read 1410.2, a difference of 0.8 hours. At the time of the last annual inspection, both engines received 100-hour inspections. Time elapsed since the last major overhaul of the left engine was 1,048.4 hours. Time elapsed since the last major overhaul on the right engine was 178.6 hours. The previous 100-hour inspections were performed on June 3, 2010, at a Hobbs meter time of 1,373.3 hours. The left engine received a major overhaul on November 16, 1992, at a Hobbs meter time of 360.9 hours. The right engine received a major overhaul on January 8, 2008, at a Hobbs meter time of 1,230.7 hours. Both propellers received 100-hour inspections on June 3, 2010, at a Hobbs meter time of 1,409.3 hours.

On July 29, 2014, eight months after purchasing the airplane, the pilot filed for a new registration and it was issued on August 18, 2014.

According to a spokesperson for Jet Center of Dallas, between April 19 and April 30, the pilot based his airplane at RBD, and started leasing community hangar space on May 1, 2014. During this time frame, the airplane was parked in the back of the hangar and did not fly. The first time the pilot flew the airplane was on September 10, 2014, the day of the accident, and the only time he ever purchased fuel was on September 9, 2014, the day before the accident. He had planned to fly on that day but had to cancel due to a dead battery.


METEOROLOGICAL INFORMATION

The following weather observation was recorded at 1403 by the AUS Automated Weather Observing System (AWOS):

Wind, 210 degrees at 9 knots, gusting to 17 knots; visibility, 10 miles; sky condition, 5,000 feet, scattered; temperature, 36; dew point, 21; altimeter, 29.83 inches of mercury.


AERODROME INFORMATION

AUS is located 5 miles southeast of the City of Austin, and is situated at an elevation of 542 feet above mean sea level. Runway 17L-35R was 9,000 feet long and 150 feet wide. It was constructed of concrete and grooved.


WRECKAGE AND IMPACT INFORMATION

The physical address of the accident site was 2400 Cardinal Loop, Travis County, City of Austin. The investigation commenced September 11 and concluded on September 12, 2014. The Austin Police Department's Vehicular Homicide Division assisted in the on-scene examination with the use of their Leica Total Station.

The investigation disclosed the airplane initially struck a large tree as evidenced by numerous freshly shopped branches lying on the ground around the tree's drip line. Wreckage was strewn for approximately 1,300 feet on a magnetic heading of 170 degrees. Approximately 450 feet beyond the first tree strike, a second tree was struck with branches lying on the ground around its drip line. About 300 feet to the right of this tree, or about 800 feet from the initial tree strike, was another large tree. Both wings had been sheared off and pieces of the right wing and propeller were scattered around its base.

About 300 feet to the left and back on the debris centerline were pieces of the wing spar. About 30 feet to the right on open flat ground was the inverted and intact right propeller assembly embedded in the ground. About 30 feet beyond was a tree line was a line of trees, and the inverted cabin and cockpit were suspended in these trees. The left engine and propeller remained attached to the wing stub, and the stub remained attached to the airplane. The separated right engine was located in the gully behind the airplane.

Examination of the cockpit disclosed the altimeter was set to 29.86 inches of mercury. Both throttle, propeller, and mixture controls were full forward. The left tachometer indicated 95 rpm and the right tachometer indicated 2,550 rpm. The flap and landing gear controls were up, and the Hobbs meter indicated 1,410.2 hours. 


MEDICAL AND PATHOLOGICAL INFORMATION

According to the autopsy report, the cause of death was "blunt force injuries." The report noted the pilot had focally severe coronary artery atherosclerosis, an enlarged (550 grams) heart, and "remote" myocardial infarction. A review of his FAA medical examinations revealed the pilot had never reported any of these medical issues. His blood pressure was deemed normal on his last FAA medical examination.

According to the toxicology report, the only drugs detected in the pilot were acetaminophen, dextromethorphan, and dextrorphan. Acetaminophen (12 ug/ml, ug/g) was detected in the urine. Dextromethorphan was also detected in the urine but not in femoral blood. According to FAA's drug database, acetaminophen (Tylenol®) is used for the relief of fever, aches and pains. Dextromethorphan (Vicks® DayQuil® & NyQuil®) is a cough suppressant. Dextrorphan is the metabolite.


TESTS AND RESEARCH

On November 13-14, 2014, the engines were disassembled and examined at Air Salvage of Dallas, Lancaster, Texas, under the auspices of the National Transportation Safety Board. The right engine revealed no anomalies that would have precluded the engine from developing power. Signatures on the right propeller blades were consistent with power production and rotation on impact. 

The left propeller was examined and found to be in the feathered position. The left engine spark plugs were removed and found to be heavily carbonized and black, consistent with a rich fuel-air mixture. Further examination revealed the rubber boot that connected the intercooler to the fuel injector servo had become dislodged and had been partially sucked in towards the servo. The clamp used to secure the hose was loose but remained around the servo. The safety wire on the clamp was in place and the clamp was not damaged. The exhaust tubing also exhibited dark sooting.


ADDITIONAL INFORMATION


At the time of the accident, the airplane was carrying only one occupant, no cargo, and less than full fuel. The blue line on the airspeed indicator that depicts the best single-engine rate-of-climb airspeed was 118 knots indicated airspeed (KIAS).

NTSB Identification: CEN14FA494
14 CFR Part 91: General Aviation
Accident occurred Wednesday, September 10, 2014 in Austin, TX
Aircraft: SMITH 601P, registration: N711YM
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 September 10, 2014, at 1326 central daylight time, a Smith Aerostar 601P, N711YM, impacted terrain ½-mile north of the Austin-Bergstrom International (KAUS), Austin, Texas. The pilot, the sole occupant on board, was fatally injured. The airplane was destroyed. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The local flight originated from Dallas Executive Airport (KRBD), Dallas, Texas, at 1226, and was destined for KAUS.

The airplane had been radar vectored for a landing on runway 17L but the pilot never contacted the control tower. Witnesses saw the airplane flying low overhead in the direction of the airport, and said an engine was "sputtering" or making a "banging" sound and trailing smoke. The on-scene examination revealed the airplane struck two trees and some bushes. Wreckage was strewn on a magnetic heading of 171 degrees. Both wings were sheared off. The left engine and propeller remained with the airplane, but the right engine separated from the airframe and the right propeller separated from the engine. The inverted cabin was in some trees. The right propeller appeared to be feathered.


Photos by MIGUEL GUTIERREZ JR: http://www.mystatesman.com/gallery


David Anderson:  http://registry.faa.gov/N711YM

Darney Glasair III, N39RD: Accident occurred September 12, 2014 in Austin, Texas

NTSB Identification: CEN14LA497 
14 CFR Part 91: General Aviation
Accident occurred Friday, September 12, 2014 in Austin, TX
Probable Cause Approval Date: 06/09/2015
Aircraft: DARNEY GLASAIR III, registration: N39RD
Injuries: 1 Serious, 1 Minor.

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

The pilot reported that he landed the airplane with about 5 knots of extra airspeed in case he encountered a surface crosswind. The airplane touched down about 6 ft right of the runway centerline. Shortly after touchdown, the nosewheel began to shimmy violently. The pilot applied maximum braking to both pedals simultaneously to reduce the speed as he applied back stick pressure, but the nosewheel continued to shimmy. The nosewheel fork then failed, and the nose landing gear dug into the runway, which caused the airplane to veer off the right side of the runway. The nose landing gear collapsed in the soft ground, and the airplane subsequently nosed over. The postaccident examination of the nose landing gear, shimmy damper, and nosewheel revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

The examination of the runway revealed a skid mark produced by the nosewheel tire, which indicated that the tire skidded back and forth while the airplane's direction continued straight down the runway. According to Federal Aviation Administration guidance, wheelbarrowing occurs when a pilot permits the airplane weight to become concentrated about the nosewheel during takeoff or landing, which can cause of a loss of directional control. One of the most common causes of wheelbarrowing during the landing roll is the simultaneous touchdown of the main wheels and nosewheel with excessive speed. The guidance states that “heavy braking should be avoided until the wings are devoid of lift and the airplane’s full weight is resting on the landing gear,” which is contrary to the pilot’s actions. The circumstances of the accident were consistent with the airplane wheelbarrowing during the landing.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s use of an improper attitude and airspeed during landing followed by excessive braking, which resulted in the airplane wheelbarrowing on the runway and a subsequent loss of directional control. 

On September 12, 2014, about 1750 central daylight time, an experimental amateur-built Darney Glasair III, N39RD, sustained substantial damage while landing at the Austin Executive Airport (EDC), Austin, Texas, when it veered off the runway and nosed over. The pilot received minor injuries, and the passenger received serious injuries. The airplane was registered to and operated by the pilot under the provisions of the 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and an instrument flight plan was filed. The airplane departed from the University-Oxford Airport (UOX), Oxford, Mississippi, about 1510. 

The pilot reported that the weather at EDC was good with no turbulence experienced during the approach, although there was rain and thunderstorms in the area. He configured the airplane for landing by lowering the landing gear and adding two notches of flaps, and he landed with about 5 knots of extra airspeed in case he encountered surface crosswinds. The airplane touched down within the touchdown zone and about 6 feet right of centerline. Shortly after touchdown, the nosewheel began to shimmy violently. The pilot applied hard braking to both pedals simultaneously to reduce speed as he applied back stick pressure on the yoke. He stated, "Since the shimmy started soon after touchdown, I still had significant airspeed and even with maximum braking, the shimmy continued unabated although the speed was dissipating normally under the circumstances." He reported that the nosewheel fork failed and the nose landing gear dug into the runway, causing the airplane to veer to the right. He applied full left brake, but the airplane continued to veer off the right side of the runway. The nose landing gear collapsed in the soft ground and the airplane subsequently nosed over. 

The examination of the runway revealed a skid mark produced by the nosewheel tire. The skid mark indicated that the tire appeared to be skidding back and forth while the airplane's direction continued straight down the runway. There were no skid marks that were associated with the main landing gear tires. There were 4 propeller strike marks about 40 inches apart found on the runway before the airplane departed the runway. A ground impact was observed in the infield that was consistent with the nose landing gear collapsing before the airplane nosed over. 

The examination of the nose landing gear revealed that the nosewheel tire sidewall was scuffed and rubbed on one side only. The nosewheel rim exhibited grinding of the edge of the rim from contact with the runway on the same side of the wheel that had the tire scuff marks. The torque and tension on the scissors connecting bolts was normal. The tire pressure measured 55 psi, which was within limits. One of the nosewheel travel stops was twisted. The damage to one of the drag links and scraping on the landing gear barrel was consistent with the drag link contacting the travel stop during the impact sequence. The shimmy damper, which consisted of a steel collar with a Teflon ring, was intact and exhibited no anomalies. However, the stop bolt was sheared off. The investigation was unable to determine if the bolt was sheared off during the accident sequence, or sometime before the flight. The pilot did not recall seeing it missing during his preflight inspection. 

The Federal Aviation Administration's "Airplane Flying Handbook" describes a takeoff and landing phenomenon termed "Wheelbarrowing." Wheelbarrowing occurs when a pilot permits the airplane weight to become concentrated about the nosewheel during takeoff or landing. The handbook stated the following:

"Wheelbarrowing may cause the loss of directional control during landing roll because braking action becomes ineffective, and the airplane tends to swerve or pivot on the nosewheel, particularly in crosswind conditions. One of the most common causes of wheelbarrowing during landing roll is a simultaneous touchdown of the main and nosewheel, with excessive speed, followed by application of forward pressure on the elevator control." 

The handbook also stated:

"The airplane should be allowed to decelerate normally, assisted by careful use of wheel brakes. Heavy braking should be avoided until the wings are devoid of lift and the airplane's full weight is resting on the landing gear."

NTSB Identification: CEN14LA497
14 CFR Part 91: General Aviation
Accident occurred Friday, September 12, 2014 in Austin, TX
Aircraft: DARNEY GLASAIR III, registration: N39RD
Injuries: 1 Serious,1 Minor.

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 September 12, 2014, about 1750 central daylight time, an experimental amateur-built Darney Glasair III, N39RD, sustained substantial damage while landing at the Austin Executive Airport (EDC), Austin, Texas, when it veered off the runway and nosed over. The pilot received minor injuries, and the passenger received serious injuries. The airplane was registered to and operated by the pilot under the provisions of the 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and an instrument flight plan was filed. The airplane departed from the University-Oxford Airport (UOX), Oxford, Mississippi, about 1530.


FAST TRACK AVIATION LLC: http://registry.faa.gov/N39RD





MyFoxAustin.com | KTBC Fox 7 | News, Weather, Sports 

A woman was taken to the hospital Friday evening after a plane crash at the Austin Executive Airport.  

Officials with the airport say it happened around 5:53 p.m. The small Glasair plane was doing pattern work and landing to the north when it basically flipped over off of the runway. Airport Executive Director Andrew Perry says the runway wasn't wet at the time.

"There was some weather around the area. I have no idea if that is the cause or not. But right now the only information that we know is they were landing to the north and they ended up off the side of the runway," Perry said.

Travis County ESD 12 Captain Von Beals says there was a male pilot and a female passenger. Both of them were outside the plane when they got there. The man wasn't hurt but the woman was taken to a Round Rock hospital with some minor injuries.

"Plane is sitting on its roof. We're waiting for a heavy tow to come over. Being a single-engine aircraft, it's relatively lightweight so we're standing by. We did have a minor fuel spill but you know nothing major," Von Beals said.

The Austin Executive Airport is back up and running now that the plane is off of the runway. FOX 7 was told there was no damage to the runway and hardly any damage to the plane.

http://www.myfoxaustin.com


PFLUGERVILLE -- EMS are responding to an airplane crash at the Austin Executive Airport Friday. 

According to EMS, the airplane flipped over at 6012 Aviation Drive in Pflugerville with two people on board. The Glasair aircraft flipped upside down after encountering gusty winds during an attempted landing, according to the Federal Aviation Administration.

A woman and man believed to be in their 60's have been safely escorted from the plane and sustained minor injuries. The woman was transported to St. David's Round Rock Medical Center.

FAA is investigating the accident.

6:30 update: A small plane flipped onto its roof at the Austin Executive Airport early Friday evening, but its two occupants exited the aircraft under their own power, officials said.

Capt. Von Beals of Travis County emergency services said the single-engine plane was on its roof at the end of the runway. The airport is a private facility just east of Texas 130 and near Cameron Road.

There was a small fuel leak but no fire, Beals said. The two occupants were being evaluated by emergency medical workers. It wasn’t immediately clear what happened to the plane, Beals said.

6:20 update: Officials say a single-engine plane flipped while trying to land at Austin Executive Airport. Two people from the plane were being treated by medics.

6:10 p.m. update: Emergency crews reported that two people were escorted safely from a single-engine aircraft that was reported down at Austin Executive Airport.

The aircraft is on its roof, but its occupants were being treated by EMS.

Earlier: Officials report an aircraft down at Austin Executive Airport, 6012 Aviation Drive, near Texas 130. Manor Fire Department has been alerted.

Story and Comments:  http://www.statesman.com


Authorities say a plane crashed at the Austin Executive Airport. Officials say one person was taken to the hospital and the pilot was not hurt. 


Officials say the plane ended up on its roof. They believe the cause of the crash may have been weather related.

This is a developing story and it will be updated as more information becomes available. We will have more on this story at 9 p.m.


Incident occurred September 12, 2014 at Lago Vista - Rusty Allen Airport (KRYW), Lago Vista, Texas

LAGO VISTA, Texas (KXAN) – A pilot escaped injury Friday after an incident at the Lago Vista Airport.

As the plane tried to take off, a strong gust of wind caused the plane to bounce off the runway, causing the propeller to strike the ground and the landing gear to collapse. The plane’s wing was also damaged.

Austin-Travis County EMS reports they were called in to evaluate the pilot at Lago Vista police’s request.

The Federal Aviation Administration is investigating the crash.



Story and Comments:  http://kxan.com



Bell 206L LongRanger IV, N64AW, Cochise County Sheriff’s Department, Airwest Helicopters LLC: Accident occurred September 12, 2014 in Tombstone, Arizona

AIRWEST HELICOPTERS LLC: http://registry.faa.gov/N64AW




NTSB Identification: WPR14LA374 
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Friday, September 12, 2014 in Tombstone, AZ
Aircraft: BELL 206, registration: N64AW
Injuries: 2 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 September 12, 2014 about 1115 mountain standard time, the pilot of a Bell 206L4, N64AW, initiated a forced landing onto a gravel road following a partial loss of power near Tombstone, Arizona. The helicopter was registered to and operated by Airwest Helicopters LLC under the provisions of Title 14 Code of Federal Regulations Part 135. The commercial rated pilot and one passenger were uninjured; the helicopter sustained substantial damage to the tail boom. Visual meteorological conditions prevailed and a company visual flight rules flight plan was filed. The flight originated from Sierra Vista Municipal Airport – Libby Army Airfield, Sierra Vista, Arizona at 1050 for a local flight.


The pilot reported that during cruise flight the helicopter's RPM suddenly started to decrease, he reduced power and initiated a forced landing. During the approach to land the engine lost complete power and the helicopter impacted the ground hard. Subsequently, the helicopter's skids spread and the main rotor blade severed the tail boom.

The helicopter was recovered to a secure location for further examination.



TOMBSTONE, Ariz. – A pilot and passenger walked away uninjured after the Cochise County Sheriff's Office's helicopter was forced to make a hard landing southwest of Tombstone Friday morning.

The pilot landed the helicopter near the 1000 block of Old Bisbee Highway at approximately 11:20 a.m.

Spokeswoman Carol Capas said the pilot, Larry Pucci, landed Cochise Air in a clearing in the middle of significant brush. Damage to the helicopter included a missing rear rotor.

Pucci and the law enforcement observer on board, Officer Justin Dannels, were examined by medical personnel and released.

Cochise Air had been in a normal daily flight pattern when it checked on reports of heavy black smoke in the Palominas area at about 10:15 a.m., according to Capas. After determining the smoke was from a controlled burn, the helicopter returned to the Sierra Vista Municipal Airport before taking off again to survey the county area.

It was at this point that Dannels reported the helicopter was down.

At this time, it is unclear what happened to the rotor.

The cause of the incident remains under investigation and the Federal Aviation Administration was contacted.

Officials with Airwest Helicopters said they will have a replacement helicopter back in Cochise County by Saturday.



- Source:  http://www.azfamily.com

The pilot and a passenger of a Cochise County sheriff's helicopter were not hurt when the aircraft made a hard landing on Friday near Tombstone.

The sheriff's department said pilot Larry Pucci, and the observer, Sierra Vista police Officer Justin Dannels walked away from the landing without injuries. Dannels is the son of Cochise Sheriff Mark Dannels.

A news release from the department said the helicopter had checked out a report of black smoke in the Palominas area and determined it was a controlled burn.

The helicopter returned to the Sierra Vista airport for a while before taking off again.

It was Dannels who reported the rotorcraft had made a hard landing shortly before 11:30 a.m. southwest of Tombstone.

The helicopter's rear rotor was damaged in the landing. The two occupants were checked by medical personnel, but did not need to be taken to a hospital.

The cause of the incident is under investigation and the FAA has been notified, the sheriff's department said.

The sheriff's helicopter is owned by Airwest, which said it was going to send a replacement helicopter for the department to use by Saturday.


- Source:  http://tucson.com








Piper PA-46-350P Malibu Mirage, N228LL: Accident occurred August 31, 2014 in Erie, Colorado

NTSB Identification: CEN14FA467
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 31, 2014 in Erie, CO
Probable Cause Approval Date: 08/10/2016
Aircraft: PIPER PA 46 350P, registration: N228LL
Injuries: 5 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 private pilot was inbound to the airport, attempting to conduct a straight-in approach to runway 33. Due to the prevailing wind, traffic flow at the time of the pilot's arrival was on runway 15. Another airplane was departing the airport in the opposite direction and crossed in close proximity to the accident airplane. The departing traffic altered his course to the right to avoid the accident airplane while the accident airplane stayed on his final approach course. The two aircraft were in radio communication on the airport common traffic advisory frequency and were exercising see-and-avoid rules as required.

Witnesses reported that as the airplane continued down runway 33 for landing, they heard the power increase and observed the airplane make a left-hand turn to depart the runway in an attempted go-around. The airplane entered a left bank with a nose-high attitude, failed to gain altitude, and subsequently stalled and impacted terrain. It is likely the pilot did not maintain the necessary airspeed during the attempted go-around and exceeded the airplane's critical angle of attack. The investigation did not reveal why the pilot chose to conduct the approach with opposing traffic or why he attempted a landing with a tailwind, but this likely increased the pilot's workload during a critical phase of flight. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain adequate airspeed and exceedance of the critical angle of attack during a go-around with a tailwind condition, which resulted in an aerodynamic stall. A contributing factor to the accident was the pilot's decision to continue the approach with opposing traffic.

HISTORY OF FLIGHT

On August 31, 2014 about 1150 mountain daylight time, a Piper Malibu PA-46-350P airplane, N228LL, was substantially damaged when the airplane impacted terrain near the Erie Municipal Airport (EIK), Erie, Colorado. The airplane was owned by The Real Estate School, LLC, Erie, Colorado and privately operated. The private pilot and four passengers on board were fatally injured. Visual meteorological conditions prevailed and no flight plan had been filed. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight originated at Centennial Airport (KAPA), Denver, Colorado.

Multiple witnesses located at and around EIK saw the accident airplane on final approach to runway 33 while another airplane was departing runway 15. Witnesses stated the two airplanes crossed in "close proximity." The airplane continued down runway 33 and they heard an increase in engine power "as if to go-around." A witness in the fixed-base operator's building described the airplane as being at a low altitude with full power, in a left bank with a nose-high attitude. Witnesses said it appeared the "airplane did not want to fly, it appeared to be in a stall," and "it did not accelerate or climb." The airplane continued in a "rapid descent" until impacting the terrain.

PERSONNEL INFORMATION

The pilot, age 67, held a private pilot certificate with an airplane single-engine land, airplane multi-engine land, and instrument airplane ratings. A third-class airman medical certificate was issued on June 30, 2014, with the limitation: must wear corrective lenses. The pilot reported on his most recent medical certificate application that he had accumulated 1,300 total flight hours, with 60 hours in the previous 6 months. The pilot's logbook was not located during the investigation.

AIRCRAFT INFORMATION

The airplane, manufactured in 1994, was a six-seat, low-wing, retractable-gear airplane, serial number 4622164, and was powered by a Lycoming Engines TIO-540 engine, rated at 350 horsepower. The engine drove a metal, 2-blade Hartzell HC-I2YR-1BF/F80 variable pitch propeller.

According to the airplane's logbooks, the most recent annual inspection was accomplished on December 4, 2013, at a Hobbs time of 2,808.8 hours. According to the airplane tachometer, the airframe's total time was 2,910.7 hours at the time of the accident.

Additionally, the airplane was equipped with two fuel tanks, which hold 61 gallons per tank, of which; 1 gallon is unusable for each tank. Refueling records obtained from a fuel vendor revealed that the airplane had been most recently refueled the morning of August 31, 2014, with 12.98 gallons of 100 low lead aviation fuel at their location at EIK. Additional fuel receipts from EIK were obtained, which showed that the airplane was refueled on August 15, 2014 with 73.54 gallons, on July 18, 2014 with 39.01 gallons, and on July 13, 2014 with 67.24 gallons.

METEOROLOGICAL INFORMATION

The closest official weather observation station is located at EIK. At 1135, an automated weather observation system (AWOS) reported wind from 160 degrees at 6 knots; visibility 10 miles; temperature 21 degrees Celsius (C); dew point 10 degrees C; and an altimeter reading of 29.95 inches of mercury.

AIRPORT INFORMATION

Erie Municipal Airport is a non-towered airport operating in Class-G airspace underneath of Class-B airspace. The airport is equipped with one runway. Runway 15/33 is 4,700 feet in length and 60-feet wide. The reported field elevation of the airport is 5,119 feet mean sea level.

WRECKAGE AND IMPACT INFORMATION

The aircraft impacted the edge of a culvert about 350 yards west of runway 33 at EIK. The initial impact point to the main wreckage was about 180 feet at a 300-degree heading. Several components of the aircraft; including the radar pod, forward baggage door and vertical stabilator with attached rudder surface, were located within the debris field west of the initial impact site. The main wreckage came to rest inverted, on a heading of approximately 158 degrees. 

The fuselage sustained crushing damage to its belly skins along most of its entire length. The engine and baggage compartment were partially separated from the forward fuselage pressure bulkhead assembly. The tail section completely separated from the aft section of the fuselage at the rear pressure bulkhead assembly but remained attached to the fuselage by control surface cables. 

The external fuselage skins exhibited wrinkling and creasing along both sides. The roof section was partially crushed inward near the right forward side window and emergency exit window. The emergency window was pushed inboard and partially separated from the window frame. The rear fuselage, in the area of the rear bulkhead section where the tail section separated, sustained extensive impact damage.

The main cabin area of the fuselage remained mostly intact. All six seats remained attached to the floor. Some of the seat bottom cushions were reportedly removed by first responders.

Continuity of the forward control cables was established. The primary aileron cables remained attached to both of their respective aileron quadrant assemblies. Both elevator control cables remained attached to their respective quadrant sectors. Both rudder cables remained attached to their respective rudder quadrant sector.

The fuel selector valve found to be in the "off" position. The cockpit fuel valve lever was also found in the "off" position. First responders reported to the National Transportation Safety Board (NTSB) that the fuel selector valve was placed into the "off" position during rescue activities.

The fuel gascolator bowl assembly was upside down when it was disassembled. The upper bowl housing exhibited a trace amount of fuel. The bowl did not contain any fuel, and was free of contaminates. The fuel filter assembly exhibited minor particles, but was otherwise mostly free of contamination. No evidence of any water contamination was observed.

The left wing remained attached to the fuselage. The wing sustained ground impact damage. Both the flap and aileron surfaces remained attached to the wing. The aileron cable assemblies remained attached to the aileron quadrant drive sector at the aileron surface. The flap actuator assembly was observed in the retracted position. The pushrod remained attached to the flap surface bellcrank assembly. The landing gear was observed in the retracted position.

The right wing remained attached to the fuselage although it was broken at the main spar. The wing sustained ground impact damage but was otherwise mostly intact. The wing exhibited a downward bow and was partially separated about 5 feet outboard of the fuselage. Both the flap and aileron surfaces remained attached to the wing. The aileron cable assemblies remained attached to the aileron quadrant drive sector at the aileron surface. The flap actuator assembly was observed in the retracted position. The flap interconnect pushrod separated at the flap drive idler arm assembly due to impact. The landing gear was observed in the retracted position.

The rear fuselage section sustained some ground impact damage and remained mostly intact up to the rear pressure bulkhead assembly. The horizontal tail section separated from the rear fuselage at the rear bulkhead and remained attached to the fuselage by control surface cables. The vertical surface, with attached rudder surface, separated from the rear fuselage and was located in the debris path near the initial ground impact area.

Visual continuity of the tail surface control cables was established. Both elevator control cables remained attached to the elevator sector assembly.

The rudder surface torque tube assembly separated where it attaches to the rudder sector control. The rudder sector control sustained impact damage and both rudder control cables remained attached to the rudder sector control.

One propeller blade was broken off mid span, with chord wise polishing and some lengthwise scratches. The second blade was relatively straight with leading edge and chord wise polishing. 

The engine was removed from the airframe and subsequently examined at the recovery facility. The examination of the engine revealed the sparkplugs appeared "worn out-normal" as compared to the Champion Aviation Check-a-Plug Chart AV-27. Both magnetos were rotated by hand and produced spark at all leads. The crankshaft was rotated by hand and compression was established at all cylinders. Engine drive train continuity was established throughout the engine crankcase. The cylinders were borescope inspected and no anomalies were noted. The oil pickup screen, oil filter and propeller governor screen were all found free of debris. The intake plenum was found crushed upward and cracked open. The left turbo charger was free to rotate but stiff; impact damage was noted. The right turbo charger was also free to rotate. The exhaust tubes were found crushed upwards. 

Fuel was noted in the fuel servo, lines, and flow divider. The flow divider diaphragm was found intact. The fuel injectors were found clear. Fuel was discharged from the engine driven fuel pump when rotated by hand.

No evidence of any preexisting mechanical malfunction that would have precluded normal operation of the airframe or engine was found.

MEDICAL AND PATHOLOGICAL INFORMATION

A post mortem examination was conducted under the authority of the Office of the Coroner, Weld County, Colorado on September 1, 2014. The cause of death for the pilot was attributed to multiple blunt force injuries.

The Federal Aviation Administration (FAA) Civil Aeromedical Institute performed toxicology examinations for the pilot which was negative for carbon monoxide, alcohol and drugs.

TESTS AND RESEARCH

The annunciator panel from the accident aircraft was removed by the NTSB Investigator-in-Charge (IIC) and sent to the NTSB Materials Laboratory, Washington, DC., to be examined for the presence of any stretched light bulb filaments. Stretched light bulb filaments are indicators the light bulb was illuminated at the time of the accident. Each annunciator light was x-rayed to determine the status of the two bulbs inside. No stretched filaments were found in any of the annunciator lights.

Additionally, an Apple iPad tablet computer was located within the wreckage. The tablet was subsequently sent to the NTSB Vehicle Recorder Division, Washington, DC. for further examination.

An exterior examination revealed the device had sustained extensive structural damage. The internal board was removed from the damaged device and installed in a surrogate iPad. The device was successfully powered on. However, the unit was protected by a 4-digit passcode and after possible passcodes were unsuccessfully tried, the device reported "iPad is disabled." No further recovery attempts were made.

For further information, see the Personal Electronic Device Report within the public docket for this accident.

OTHER INFORMATION

The NTSB's air traffic control (ATC) investigator reviewed radar data provided by the 84th Radar Evaluation Squadron (RADES) located at Hill Air Force Base in Utah. The radar data was recorded from the Denver ASR-9 (DEN).

There were no audio re-recordings available for this accident. According to radar data and witness statements, moments before the accident N228LL was on approach to runway 33 at EIK and passed in close proximity to N573MS who had departed runway 15 (opposite direction) at EIK. According to witness statements, the pilots of both aircraft were transmitting on the local common traffic advisory frequency (CTAF) which was not recorded (see witness statements in the public docket). Both aircraft were operating under visual flight rules (VFR) in visual meteorological conditions (VMC) and were not in communication with ATC while operating within class G airspace at an airport without an operating control tower.

Radar data indicated that the accident aircraft was inbound to runway 33 and was flying an approximately straight course to the runway with no observed significant deviations from that inbound heading. Radar data indicated that N573MS departed runway 15 at EIK and shortly after becoming airborne, made an abrupt deviation to the west (to the pilot's right).

According to radar data, the closest proximity between N228LL and N573MS occurred when the aircraft were separated by approximately 0.12 nautical miles (729 feet) laterally, and 200 feet vertically (and increasing). The flight track of N228LL indicated nothing out of the ordinary after passing N573MS, and it continued to approach EIK on course for runway 33 at a normal rate of descent. Witness statements indicated that N228LL appeared to be going around, however the aircraft never reached an altitude high enough for radar coverage and therefore any attempt at a go around was unable to be corroborated via recorded radar data.

According to the Piper Malibu Pilot's Operating Handbook, Section 4.33 Go-Around under Normal Procedures, states:

"To initiate a go-around from a landing approach, the mixture should be set to full RICH, the propeller control should be at full INCREASE, and the throttle should be advanced to full power while the pitch attitude is increased to obtain the balked landing speed of 80 knots-indicated airspeed (KIAS). Retract the landing gear and slowly retract the flaps when a positive climb is established. Allow the airplane to accelerate to the best angle of climb speed (81 KIAS) for obstacle clearance or to the best rate of climb speed (110 KIAS) if obstacles are not a factor. Reset the longitudinal trim as required."



A preliminary report released today by the National Transportation Safety Board doesn't identify the cause of last month's fatal airplane crash in Erie, but confirms that investigators believe the aircraft went down after coming in "close proximity" to another plane. 

The Weld County Coroner's Office identified those killed in the Aug. 31 crash as Oliver Frascona, 67, Tori Rains-Wedan, 41, and her three children, Mason Wedan, 15, and twin brothers Austin and Hunter Wedan, 11. A dog also died in the crash.

According to the NTSB report, witnesses saw the Piper PA 46, piloted by Frascona, on final approach to Erie Municipal Airport's Runway 33 while another airplane was departing from Runway 15. Witnesses told NTSB investigators the two airplanes crossed in "close proximity."

After the two planes came close to each other, the Piper PA 46 continued down Runway 33, heading northwest, and the pilot applied power in an aborted landing maneuver, according to the NTSB report.

"A witness in the fixed-base operator's building described the airplane at low altitude with full power, in a left bank with a nose-high attitude," according to the report. "Witnesses said it appeared the 'airplane did not want to fly, it appeared to be in a stall,' and 'it did not accelerate or climb.' The airplane continued in a 'rapid descent' until impacting terrain" northwest of the airport.

According to the report, no flight plan had been filed for the plane and the aircraft's wreckage was retained by investigators for further study. The weather was recorded 15 minutes before the estimated crash time, and reports showed light winds from the south-southeast. Visibility was 10 miles and the temperature was 69.8 degrees.

A disclaimer included in the report said information about the crash is subject to change and any errors will be corrected in the NTSB's final report.


The NTSB continues to investigate the crash.


- Source:  http://www.coloradohometownweekly.com
 
REAL ESTATE SCHOOL LLC:  http://registry.faa.gov/N228LL
 
NTSB Identification: CEN14FA467
14 CFR Part 91: General Aviation
Accident occurred Sunday, August 31, 2014 in Erie, CO
Aircraft: PIPER PA 46 350P, registration: N228LL
Injuries: 5 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 August 31, 2014 about 1150 mountain daylight time, a Piper Malibu PA-46, N228LL, was substantially damaged when the airplane impacted terrain near Erie Municipal Airport (EIK), Erie. The airplane was owned and operated by The Real Estate School, LLC, Erie, Colorado. The private pilot and four passengers on board were fatally injured. Visual meteorological conditions prevailed and no flight plan had been filed. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

In statements provided to the National Transportation Safety Board (NTSB) Investigator-In-Charge (IIC), witnesses saw the accident airplane on final approach to runway 33 while another airplane was departing runway 15. Witnesses stated the two airplanes crossed in "close proximity." The airplane continued down runway 33 and power was applied "as if to go-around." A witness in the fixed-base operator's building described the airplane at low altitude with full power, in a left bank with a nose-high attitude. Witnesses said it appeared the "airplane did not want to fly, it appeared to be in a stall," and "it did not accelerate or climb." The airplane continued in a "rapid descent" until impacting terrain.

At 1135, the EIK automated weather reporting facility reported wind from 160 degrees at 6 knots, visibility 10 miles, temperature 21 degrees Celsius (C), dew point 10 degrees C, and an altimeter reading of 29.95 inches of mercury.

The main wreckage contained all primary structural components and flight control surfaces. The wreckage was retained by the NTSB for further examination.


Federal Aviation Administration Flight Standards District Office: FAA Denver FSDO-03 

Errant bird leads to precautionary F-16 aircraft landing at Fort Drum, brief road closure

FORT DRUM — An errant bird led to a precautionary landing for an F-16 aircraft from the Vermont National Guard, briefly closing Route 26 between Route 3 and Route 11 Friday afternoon.

The aircraft, taking off from the post’s Wheeler-Sack Army Airfield, struck a bird, according to Capt. Dyana K. Allen, spokeswoman for the state Guard. The jet returned to the airfield for a landing, following service standard operating procedures.

An alert to close the road was issued a little after 2 p.m., and the road reopened at 2:10 p.m.

The fighter jet, from the 158th Fighter Wing of the Vermont National Guard, landed without incident. Capt. Allen said the plane is being inspected, but is scheduled to return to Vermont tonight. No injuries were reported in connection with the incident, except for the struck bird.


- Source:  http://www.watertowndailytimes.com

Evektor-Aerotechnik SportStar Plus, N800NW: Accident occurred September 12, 2014 in Newark, Illinois

NTSB Identification: CEN14CA499 
14 CFR Part 91: General Aviation
Accident occurred Friday, September 12, 2014 in Newark, IL
Probable Cause Approval Date: 02/11/2015
Aircraft: EVEKTOR-AEROTECHNIK AS SPORTSTAR, registration: N800NW
Injuries: 2 Serious.

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.

The flight instructor reported that the student pilot made a normal takeoff from a turf runway. While the student pilot was flying the departure leg, the flight instructor initiated a simulated engine failure. During the student pilot's approach, the flight instructor noticed the airspeed deteriorate. The flight instructor stated that when he attempted to assume control of the airplane, the student pilot did not release the controls. A sink rate developed and the airplane struck a power line prior to the runway. During ground impact, both wings and fuselage were substantially damaged. The student pilot did not recall the accident sequence of events due to his injuries.

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

The student pilot did not maintain proper airspeed during the simulated emergency landing and failed to relinquish control to the flight instructor when the flight instructor attempted to intervene, which resulted in the loss of control. Contributing was the flight instructor's failure to properly monitor the student pilot, and the poor communication between the flight instructor and student pilot.

Federal Aviation Administration Flight Standards District Office: 
FAA W. Chicago-DuPage (NON Part 121) FSDO-03 


Registration Pending: http://registry.faa.gov/N800NW







Ted Smith Aerostar 601P, N711YM: Fatal accident occurred September 10, 2014 in Austin, Texas

NTSB Identification: CEN14FA494
14 CFR Part 91: General Aviation
Accident occurred Wednesday, September 10, 2014 in Austin, TX
Probable Cause Approval Date: 03/24/2015
Aircraft: SMITH AEROSTAR 601P, registration: N711YM
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.

Witnesses reported observing the airplane flying slowly toward the airport at a low altitude. The left engine was at a low rpm; "sputtering," "knocking," or making a "banging" noise; and trailing black smoke. One witness said that, as the airplane passed over his location, he saw the tail "kick" horizontally to the right and the airplane bank slightly left. The airplane subsequently collided with trees and impacted a field 1/2 mile north of the airport. 

Disassembly of the right engine revealed no anomalies, and signatures on the right propeller blades were consistent with power and rotation on impact. The left propeller was found feathered. Disassembly of the left engine revealed that the spark plugs were black and heavily carbonized, consistent with a rich fuel-air mixture; the exhaust tubing also exhibited dark sooting. The rubber boot that connected the intercooler to the fuel injector servo was found dislodged and partially sucked in toward the servo. The clamp used to secure the hose was loose but remained around the servo, the safety wire on the clamp was in place, and the clamp was not impact damaged or bent. The condition of the boot and the clamp were consistent with improper installation. The time since the last overhaul of the left engine was about 1,050 hours. The last 100-hour inspection occurred 3 months before the accident, and the airplane had been flown only 0.8 hour since then. It could not be determined when the rubber boot was improperly installed. Although the left engine had failed, the pilot should have been able to fly the airplane and maintain altitude on the operable right engine, particularly since he had appropriately feathered the left engine. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain sufficient clearance from trees during the single-engine landing approach. Contributing to the accident was the loss of power in the left engine due to an improperly installed rubber boot that became dislodged and was then partially sucked into the fuel injector servo, which caused an excessively rich fuel-air mixture that would not support combustion.

HISTORY OF FLIGHT

On September 10, 2014, at 1326 central daylight time, a Smith 601P, N711YM, impacted terrain ½-mile north of the Austin-Bergstrom International Airport (AUS), Austin, Texas. The pilot, the sole occupant on board, was fatally injured. The airplane was destroyed. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions (VMC) prevailed at the time of the accident, and no flight plan had been filed. The local flight originated from Dallas Executive Airport (RBD), Dallas, Texas, at 1226, and was en route to AUS.

At 1314, when the airplane was just east of the Georgetown Airport (GTU), Georgetown, Texas, the pilot asked for visual flight rules (VFR) flight following services from AUS approach control. Radar contact was established and the pilot was given the AUS weather and was vectored towards runway 17L. Mode C transponder returns indicated the airplane was at an altitude of 6,500 feet. At 1326:29, the pilot was told to contact the control tower. At that time, radar indicated the airplane was just short of runway 17 and travelling at a ground speed of 88 knots. [The airplane's flaps down stall speed is 77 knots indicated airspeed (KIAS), and its flaps up stall speed is 84 KIAS.] The pilot never contacted the tower. At 1341, the tower controller said she did not have radio contact with the airplane but could see smoke north of the airport. Units from the Austin Fire Department, who had responded to earlier reports of a ground cover fire, discovered the wreckage.

The Austin Police Department interviewed six witnesses. The consensus of these interviews was that they saw a slow-flying airplane at low altitude, headed in the direction of the airport. The left engine was at a low rpm and "sputtering, knocking," or making "banging" sounds and trailing black smoke. One witness said that as the airplane passed over his location, he saw the tail "kick" horizontally to the right and the airplane banked slightly to the left. A review of radio communications revealed the pilot never reported an inoperative engine or declared an emergency.


CREW INFORMATION

The 55-year-old pilot held a private pilot certificate with airplane single and multi-engine land ratings. He was not instrument rated. His third class airman medical certificate, dated March 11, 2014, contained the restriction, "Must wear corrective lenses." When the pilot applied for this medical certificate, he estimated his total flight time to be 525 hours. It was calculated that the pilot had accrued 36.8 hours in N711YM. The pilot's logbook was never located.


AIRCRAFT INFORMATION

N711YM (serial number 61P-0215-023), a model 601P, was manufactured by the Ted Smith Aircraft Company, Santa Maria, California, in 1975. On October 30, 1990, the airplane was modified as a Machen Superstar I (700 Aerostar). This entailed the installation of two Lycoming IO-540-S1A5MM intercooled engines [serial number L-13174-48A, (left); L-13175-48A (right)], each rated at 350 horsepower, driving two Hartzell 3-blade, all-metal, constant speed, full feathering propellers (model number HC-C3YR-2, serial number CK4002A, left; CK4001A, right).

According to the previous owner, he and several mechanics spent considerable time maintaining the airplane in pristine condition. But during the 2011 economic downturn, the airplane was taken out of service and sat dormant on an open ramp at Patterson (PTN), Louisiana, for over 2 years. The owner had a cover made to protect the airplane from the elements. The engines were started occasionally. In 2013, he advertised the airplane for sale in Trade-a-Plane. Only a few inquiries were made, indicative of a "very soft" market for twin-engine airplanes. On June 7, 2013, a prospective buyer's mechanic made a pre-purchase inspection of the airplane. The mechanic told his client that some of the engine cowling fasteners were rusty; others were broken. When he removed the lower spark plugs, rusty water poured out. The mechanic terminated his inspection and told his client that the airplane was unairworthy, citing Louisiana's humid environment conducive to metal corrosion.

In October 2013, the pilot approached the owner and offered $47,500, the approximate salvage value, for N711YM. The sale was consummated on December 26, 2013, and a bill of sale was negotiated. The pilot told the seller that he and his mechanic would fly the plane to Lancaster, Texas, on a ferry permit. The seller described the pilot as "a very unusual person in a sense he would not listen to advice." The seller kept reminding the pilot that there were items that needed to be inspected before he could safely fly the airplane. Since it had sat dormant for four years, the seller suggested that the pilot sump all the fuel tanks, which he finally did after much cajoling. He also tested all the spark plugs and verified each plug was firing properly. He then boarded the airplane and took off. The seller watched as the pilot "yanked" the airplane off the runway. He said the engines were not developing full power and were backfiring. The Federal Aviation Administration (FAA) could find no record of a ferry permit being issued for this flight.

On February 6, 2014, the pilot flew the airplane to Mena, Arkansas, where it was stripped, primed, and repainted. The pilot departed Mena on March 24, 2014. On both flights to and from Mena, there were no records of an annual inspection being made or a ferry permit being issued. On May 13, 2014, the altimeter, transponder, and altitude reporting system were inspected and found to comply with FAR 91.411 and 91.413 up to an altitude of 25,000 feet.

A review of the maintenance records revealed an annual inspection was accomplished on June 3, 2010, at a total airframe time of 3,402.2 hours. The Hobbs meter read 1,373.3 hours. On June 10, 2014, four years and 36.0 flight hours later, another annual inspection was performed at a total airframe time of 3,438.2 hours. The Hobbs meter read 1,409.3 hours. At the time of the accident, the Hobbs meter read 1410.2, a difference of 0.8 hours. At the time of the last annual inspection, both engines received 100-hour inspections. Time elapsed since the last major overhaul of the left engine was 1,048.4 hours. Time elapsed since the last major overhaul on the right engine was 178.6 hours. The previous 100-hour inspections were performed on June 3, 2010, at a Hobbs meter time of 1,373.3 hours. The left engine received a major overhaul on November 16, 1992, at a Hobbs meter time of 360.9 hours. The right engine received a major overhaul on January 8, 2008, at a Hobbs meter time of 1,230.7 hours. Both propellers received 100-hour inspections on June 3, 2010, at a Hobbs meter time of 1,409.3 hours.

On July 29, 2014, eight months after purchasing the airplane, the pilot filed for a new registration and it was issued on August 18, 2014.

According to a spokesperson for Jet Center of Dallas, between April 19 and April 30, the pilot based his airplane at RBD, and started leasing community hangar space on May 1, 2014. During this time frame, the airplane was parked in the back of the hangar and did not fly. The first time the pilot flew the airplane was on September 10, 2014, the day of the accident, and the only time he ever purchased fuel was on September 9, 2014, the day before the accident. He had planned to fly on that day but had to cancel due to a dead battery.


METEOROLOGICAL INFORMATION

The following weather observation was recorded at 1403 by the AUS Automated Weather Observing System (AWOS):

Wind, 210 degrees at 9 knots, gusting to 17 knots; visibility, 10 miles; sky condition, 5,000 feet, scattered; temperature, 36; dew point, 21; altimeter, 29.83 inches of mercury.


AERODROME INFORMATION

AUS is located 5 miles southeast of the City of Austin, and is situated at an elevation of 542 feet above mean sea level. Runway 17L-35R was 9,000 feet long and 150 feet wide. It was constructed of concrete and grooved.


WRECKAGE AND IMPACT INFORMATION

The physical address of the accident site was 2400 Cardinal Loop, Travis County, City of Austin. The investigation commenced September 11 and concluded on September 12, 2014. The Austin Police Department's Vehicular Homicide Division assisted in the on-scene examination with the use of their Leica Total Station.

The investigation disclosed the airplane initially struck a large tree as evidenced by numerous freshly shopped branches lying on the ground around the tree's drip line. Wreckage was strewn for approximately 1,300 feet on a magnetic heading of 170 degrees. Approximately 450 feet beyond the first tree strike, a second tree was struck with branches lying on the ground around its drip line. About 300 feet to the right of this tree, or about 800 feet from the initial tree strike, was another large tree. Both wings had been sheared off and pieces of the right wing and propeller were scattered around its base.

About 300 feet to the left and back on the debris centerline were pieces of the wing spar. About 30 feet to the right on open flat ground was the inverted and intact right propeller assembly embedded in the ground. About 30 feet beyond was a tree line was a line of trees, and the inverted cabin and cockpit were suspended in these trees. The left engine and propeller remained attached to the wing stub, and the stub remained attached to the airplane. The separated right engine was located in the gully behind the airplane.

Examination of the cockpit disclosed the altimeter was set to 29.86 inches of mercury. Both throttle, propeller, and mixture controls were full forward. The left tachometer indicated 95 rpm and the right tachometer indicated 2,550 rpm. The flap and landing gear controls were up, and the Hobbs meter indicated 1,410.2 hours. 


MEDICAL AND PATHOLOGICAL INFORMATION

According to the autopsy report, the cause of death was "blunt force injuries." The report noted the pilot had focally severe coronary artery atherosclerosis, an enlarged (550 grams) heart, and "remote" myocardial infarction. A review of his FAA medical examinations revealed the pilot had never reported any of these medical issues. His blood pressure was deemed normal on his last FAA medical examination.

According to the toxicology report, the only drugs detected in the pilot were acetaminophen, dextromethorphan, and dextrorphan. Acetaminophen (12 ug/ml, ug/g) was detected in the urine. Dextromethorphan was also detected in the urine but not in femoral blood. According to FAA's drug database, acetaminophen (Tylenol®) is used for the relief of fever, aches and pains. Dextromethorphan (Vicks® DayQuil® & NyQuil®) is a cough suppressant. Dextrorphan is the metabolite.


TESTS AND RESEARCH

On November 13-14, 2014, the engines were disassembled and examined at Air Salvage of Dallas, Lancaster, Texas, under the auspices of the National Transportation Safety Board. The right engine revealed no anomalies that would have precluded the engine from developing power. Signatures on the right propeller blades were consistent with power production and rotation on impact. 

The left propeller was examined and found to be in the feathered position. The left engine spark plugs were removed and found to be heavily carbonized and black, consistent with a rich fuel-air mixture. Further examination revealed the rubber boot that connected the intercooler to the fuel injector servo had become dislodged and had been partially sucked in towards the servo. The clamp used to secure the hose was loose but remained around the servo. The safety wire on the clamp was in place and the clamp was not damaged. The exhaust tubing also exhibited dark sooting.


ADDITIONAL INFORMATION


At the time of the accident, the airplane was carrying only one occupant, no cargo, and less than full fuel. The blue line on the airspeed indicator that depicts the best single-engine rate-of-climb airspeed was 118 knots indicated airspeed (KIAS).


NTSB Identification: CEN14FA494
14 CFR Part 91: General Aviation
Accident occurred Wednesday, September 10, 2014 in Austin, TX
Aircraft: SMITH 601P, registration: N711YM
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 September 10, 2014, at 1326 central daylight time, a Smith Aerostar 601P, N711YM, impacted terrain ½-mile north of the Austin-Bergstrom International (KAUS), Austin, Texas. The pilot, the sole occupant on board, was fatally injured. The airplane was destroyed. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The local flight originated from Dallas Executive Airport (KRBD), Dallas, Texas, at 1226, and was destined for KAUS.

The airplane had been radar vectored for a landing on runway 17L but the pilot never contacted the control tower. Witnesses saw the airplane flying low overhead in the direction of the airport, and said an engine was "sputtering" or making a "banging" sound and trailing smoke. The on-scene examination revealed the airplane struck two trees and some bushes. Wreckage was strewn on a magnetic heading of 171 degrees. Both wings were sheared off. The left engine and propeller remained with the airplane, but the right engine separated from the airframe and the right propeller separated from the engine. The inverted cabin was in some trees. The right propeller appeared to be feathered.


David Anderson:  http://registry.faa.gov/N711YM

Photos by MIGUEL GUTIERREZ JR: http://www.mystatesman.com/gallery


The Piper Aerostar plane piloted by a Dallas CEO who died in a crash while attempting to land in Austin has a long history of engine-failure during takeoffs and landings, according to a well-known aviation lawyer. 

“Any kind of disruption in the normal sequence of events in the landing or the takeoff of the Aerostar is prone to cause problems and usually a crash,” Mike Slack, a partner with Slack &  Davis and a licensed pilot, told me in an interview.

David S. Anderson, 55, the managing director and CEO of a string of day care centers throughout North Texas, died in a fiery crash Sept. 10 while trying to land his twin-engine plane at Austin-Bergstrom International Airport. Anderson, the plane’s sole occupant, had flown out of Dallas Executive Airport.

Anderson and his wife, Malea Anderson, co-own and operate Play and Go Depot, active-play day care centers for children with locations in Dallas, Frisco, Plano, Southlake and McKinney.

Florida-based Piper Aircraft Inc. officials did not immediately return a phone call and email requesting comment about Slack’s observations.

The Piper Aerostar has the highest accident rate among similar twin-engine aircraft, Slack said. Its fatal accident rate is 3.8 accidents per 100,000 hours of flight – three times higher than the median accident rate of similar two-engine planes, Slack said, citing Aviation Consumer aircraft evaluations.

“When an aircraft crashes short of its destination in good weather, the primary factors that typically rise to the top of the list of investigative concerns are fuel exhaustion, fuel starvation, non-fuel related engine failure, stall or pilot incapacitation,” Slack said.

The crash is being investigated by the Federal Aviation Administration, the National Transportation Safety Board and Austin police.

Slack has more than 28 years’ experience in aviation law. He represents victims and their families in complex litigation stemming from air crashes, handling products liability cases against aircraft and component manufacturers. Before his legal career, Slack was a senior aerospace engineer with the National Aeronautics and Space Administration in Houston, working from 1974 to 1980 on NASA’s Apollo-Soyuz and Space Shuttle programs.

Slack said the Aerostar can be unforgiving for pilots.

“This is a great airplane when both engines are operating properly at altitude,” Slack said. “It’s a fast airplane. It gets you from point A to B very quickly. The rest of the time, you’re flirting with trouble if you have any kind of anomaly.”

It adds “tremendous workload” for pilots, Slack said.

“A lot of pilots don’t fully appreciate what a beast it is if there’s any type of problem with power when the aircraft gets close to its (aerodynamic) stall regime, where it might stall.”

It’s unlikely that Piper will be sued in this crash because the 1975 plane is covered by a federal law that makes it difficult to sue a manufacturer of a plane that is more than 18 years old, Slack said. In addition, the Piper company that made the Aerostar went through a bankruptcy which discharged liability relating to the Aerostar as part of a reorganization, he said.

"So there’s two reasons you can’t sue Piper for an 18-year or older airplane,” Slack said.


- Source:  http://www.bizjournals.com


 
David Anderson
The pilot from Dallas who died in a fiery crash Wednesday while trying to land his Ted Smith Aerostar 601P plane at Austin-Bergstrom International Airport has been identified as David S. Anderson, 55, the managing director and CEO of a string of day care centers throughout North Texas. 

 He and his wife, Malea Anderson, are the co-owners and operators of Play and Go Depot, active-play day care centers for children with locations in Dallas, Frisco, Plano, Southlake and McKinney. The company’s website says Anderson has three adult children and one elementary-age son.

In 2006, he served as founder and CEO of Wings Over England, a casual dining restaurant chain in Europe. He also was founder and CEO of First Federal Mortgage in St. Louis, Missouri, from 1981 to 1991. Anderson's family declined to comment.

Austin police identified Anderson on Thursday morning, after his Ted Smith Aerostar 601P crashed the previous afternoon in a field north of Austin-Bergstrom. He had flown out of Dallas Executive Airport.

Officials are trying to determine what caused the crash, which sparked a three-acre brush fire. Anderson has had a license to fly since 1975.

The Federal Aviation Administration said Anderson’s plane left the Dallas at 12:30 p.m. Wednesday and crashed at 1:26 p.m. Anderson did not signal any trouble with the aircraft before the crash, an FAA spokesman said.

Austin police, the FAA and the National Transportation Safety Board are investigating. There were no other passengers on the plane, authorities said.

The aircraft was registered to Anderson, who lived in the Preston Hollow area of Dallas, according to FAA and Dallas Central Appraisal District records.


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