Thursday, October 23, 2014

North American T-6G Texan, N22NA, Bill Leff Airshows LLC: Accident occurred October 23, 2014 at Naples Municipal Airport (KAPF), Florida

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

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

National Transportation Safety Board  -  Aviation Accident Data Summary:   http://app.ntsb.gov/pdf

NTSB Identification: ERA15LA030
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 23, 2014 in Naples, FL
Probable Cause Approval Date: 04/20/2016
Aircraft: NORTH AMERICAN T 6G, registration: N22NA
Injuries: 1 Uninjured.

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

According to the airline transport pilot, during the initial climb for the personal flight, when the airplane was about 150 to 250 ft above the ground, the engine lost all power. He lowered the landing gear, maintained flying airspeed, and then landed the airplane in the grass right of the runway. The airplane subsequently collided with a runway distance remaining sign and came to a stop. 

The pilot reported that there were 113 gallons of fuel on board the airplane at takeoff, and postaccident examination revealed that there was an adequate supply of fuel in the fuel tanks. However, during examination of the engine fuel system components, no fuel was found in the fuel line from the outlet of the mechanical fuel pump to the fuel flow transducer nor at the carburetor inlet fitting, consistent with fuel starvation. Further examination of the engine and remaining components of the fuel system revealed no evidence of a mechanical malfunction or failure, and the reason for the fuel interruption to the engine could not be determined.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The total loss of engine power during the initial climb due to fuel starvation for reasons that could not be determined because postaccident examinations of the airframe and engine fuel system components revealed no evidence of a mechanical malfunction or failure.

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 October 23, 2014, about 1235 eastern daylight time, a North American T-6G, N22NA, was force landed following a total loss of engine power during initial climb at Naples Municipal Airport, Naples, Florida (APF). The airline transport pilot was not injured and the airplane was substantially damaged. The airplane was registered to Bill Leff Airshows LLC and was operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day, visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight originated from APF and was destined for Leesburg, Florida (LEE).

The pilot reported that during the initial climb, with the right fuel tank selected, and between 150 to 250 feet above the ground, the engine lost all power. He lowered the landing gear, maintained flying airspeed, and landed the airplane in the grass, to the right of the runway. The airplane collided with a runway distance remaining sign and came to a stop. The pilot turned off the magnetos, electrical master switch, and exited the airplane through the cockpit canopy. He later reported that there were 113 gallons of fuel on board at the time of the takeoff.

An inspector with the Federal Aviation Administration (FAA) responded to the accident site and examined the wreckage. The fuselage, left wing, and right wing root exhibited structural damage from impact forces. The propeller was bent aft and the engine remained attached at the firewall. The engine crankshaft turned freely when the propeller was rotated manually. The fuel tanks contained an adequate supply of fuel.

The airplane to a hangar at APF, and an initial examination was performed. The inspection revealed the left main landing gear strut was fractured at the trunnion, and damage to the upper wing skin above the right main landing gear strut was noted consistent with upward displacement of the landing gear. The left wing spar was fractured about 3 feet outboard of the landing gear light.

Throttle, mixture, and propeller control continuity was confirmed from the cockpit controls to their respective attach points at the engine.

Inspection of the front and rear seat fuel selector handles revealed both were positioned to the left tank position. The fuel selector shaft from the front seat was separated from the handle; the rivets were fractured. With the forward fuel selector positioned to the left tank position, the fractured rivets/shaft aligned. The fuel selector transmission for the front/rear seat fuel selector was displaced slightly from its normal position.

Movement of the propeller confirmed continuity to both magnetos. The oil tank contained oil. No fuel was noted at the inlet fitting of the auxiliary fuel pump, and about 11 ounces of fuel, blue in color and consistent with 100 low lead, were drained from the fuel strainer. Approximately 3 ounces of blue-colored fuel consistent with 100 low lead was drained from the fuel line from the fuel strainer outlet to the mechanical fuel pump inlet. No fuel was found in the fuel line from the outlet of the mechanic fuel pump to the fuel flow transducer, and no fuel was found at the carburetor inlet fitting.

Powertrain continuity was confirmed to the engine-driven fuel pump drive pad. The engine-driven fuel pump was removed and the drive gear appeared normal. There was no damage to the gear teeth and the pump turned freely. The auxiliary fuel pump was removed and separated from the electric motor. The drive splines of the pump were normal in appearance. The pump portion of the auxiliary fuel pump and the engine-driven fuel pump without the drive gear were retained for testing.

All forward spark plugs were removed and all exhibited normal wear, gap, and color when compared to a Champion Aviation Check-A-Plug chart; no damage was noted to the center electrodes.

Inspection of the forward seat fuel selector valve revealed it was between detents and the fuel selector handle moved freely. Continuity of the front seat fuel selector to the transmission was confirmed from the separation point near the handle, and for the rear seat from the selector to the transmission. The shaft from the outlet of the transmission to the fuel selector valve located in the left wing was separated at the transmission; the shaft was noted to be bent. The position of the fuel selector shaft at the fuel selector in relation to the valve was marked with permanent marker, and was noted to be slightly out of the detent near the right tank position.

A subsequent examination of the fuel selector valve revealed it was near the right tank detent. Air was blown from the right port to the outlet in the as-found position and no obstructions were noted. The valve was then positioned to the right tank detent and air moved thru the valve. The fuel selector valve was unable to be flow tested as the threads for the right tank and outlet fittings would not easily accept the test bench hoses. Marks were made on the valve housing and cover for alignment purposes. Disassembly of the fuel selector in the as-found position revealed the hole from the right tank position nearly aligned with the tank port. The conical shaped seal was comprised of a white colored hard material, and there was no obvious slippage of conical seal to the valve shaft.

The auxiliary fuel pump and engine-driven fuel pump were removed and taken to a FAA-certified repair station for testing. Both fuel pumps were placed on a test stand as received, which utilized PD680 Type II fluid. The inlet and outlet fittings of both pumps had -10 fittings installed, and the test stand was equipped with a -12 line for the inlet and a -8 line for the outlet. Appropriate size adapters were installed at the pump inlet and outlet fittings to accommodate the different test bench hose sizes.

The engine-driven fuel pump was placed on the test bench first and was operated at the following rpm settings with the following results in terms of gallons-per-hour (gph) noted. During testing, 9 drops in 30 seconds leakage was noted from the drain fitting. The no-flow fuel pressure setting was 5.11 pounds per square inch (psi). At 2,000 rpm, a fuel flow of 57.8 gph was observed. At 2,500 rpm, 59.7 gph was observed and the fuel pressure was 4.37 psi.

The auxiliary fuel pump was placed on a test bench with similar adapters and tested at the same rpm settings as the engine-driven fuel pump. During the testing, 1 drop per second leakage was noted from the outlet fitting, with the line appropriately torqued. A damaged thread prevented proper sealing. The no-flow fuel pressure setting was 9.8 psi. During testing no drops was noted from the drain fitting. At 2,000 rpm, a fuel flow of 89.5 gph was observed. At 2,500 rpm, 91.3 gph was observed and the fuel pressure was 8 psi.

According to the Pratt and Whitney Handbook of Operation and Flight Instructions for the R-1340-AN1 engine (page 14), normal fuel consumption at climb and high speed (2,200 rpm) was approximately 55 gph.

The airplane was equipped with a JP Instruments EDM 700 engine monitoring system. The unit was forwarded to the NTSB Vehicle Recorders Division for examination and data retrieval.

The EDM recording contained approximately 15.6 hours of data over 20 power cycles from September 19, 2014 through October 23, 2014. The event flight was the last flight of the recording and its duration was approximately 13 minutes. The recording included device time and date, exhaust gas temperature (EGT) and cylinder head temperature (CHT) for cylinders 1-9, peak EGT delta, CHT cooling rate, and battery voltage. No other parameters were recorded in any of the data reviewed.

EGT from cylinder 7 did not record valid data during the accident flight. The data showed a grouping of EGT and CHT, except for cylinder 6, which was a low outlier to the data.

The EGT and CHT parameters were at a stabilized condition after engine start and warm up. EGT and CHT from cylinder 6 were 255 and 82 degrees C, respectively, about 325 degrees C and 70 degrees C less than the mean of the other cylinders. EGT in the other cylinders ranged from 551 to 678 degrees C, while CHT ranged from 129 to 173 degrees C at that time.

From the stabilized point, EGT and CHT began to increase in all cylinders, consistent with an increase in engine power. Subsequently, cylinder 6 EGT jumped to be in the range of the other cylinders, ranging from 747 to 804 degrees C, and cylinder 6 CHT began converging with the other cylinders. EGT and CHT parameters in all cylinders decreased until the end of the recording, consistent with a reduction in engine power.

Following inspection of the wreckage, the owner was advised that a cursory inspection of the accident site area and the associated damaged marker sign was performed. The owner stated that he did not feel that the impacted sign was frangible based on the damage to the left wing. Further examination of the hardware by the manufacturer revealed that the parts failed as expected; the frangible couplings were fractured at the base.

NTSB Identification: ERA15LA030
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 23, 2014 in Naples, FL
Aircraft: NORTH AMERICAN T 6G, registration: N22NA
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 October 23, 2014, about 1235 eastern daylight time (EDT), a North American T-6G, N22NA, was force landed following a total loss of engine power during initial climb at Naples Municipal Airport, Naples, Florida (APF). The airline transport pilot was not injured and the airplane was substantially damaged. The airplane was registered to Bill Leff Airshows LLC and was operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day, visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed. The flight originated from APF and was destined for Leesburg, Florida (LEE).

The pilot reported the following. About 150 to 250 feet above the ground, during the initial climb, the engine lost all power. He lowered the landing gear, maintained flying airspeed, and landed the airplane in the grass, to the right of the runway. The airplane collided with a runway distance sign and came to a stop. The pilot turned off the magnetos, electrical master switch, and exited the airplane through the cockpit canopy.

An inspector with the Federal Aviation Administration responded to the accident site and examined the wreckage. The fuselage, left wing, and right wing root exhibited structural damage from impact forces. The propeller was bent aft and the engine remained attached at the firewall. The engine turned freely when the propeller was rotated manually. 

The airplane was equipped with a JP Instruments EDM 700 engine monitoring system and a Shadin fuel flow indicator. The units were forwarded to the NTSB Vehicle Recorders Division for examination and possible data retrieval.

Federal Aviation Administration Flight Standards District Office: FAA Miami FSDO-19

http://registry.faa.gov/N22NA 


Photo Credit/Courtesy - Facebook

The man flying a World War II-era military trainer that smacked into the ground when it lost power at 300 feet while taking off is a renowned air show pilot.

Bill Leff, of Dayton, Ohio, was not hurt in the mishap, which happened early Thursday afternoon at the Naples Municipal Airport, according to airport and fire officials.

A man who answered a phone listed for Leff said the pilot didn’t want to speak to a reporter. The man, who declined to give his name, confirmed Leff was at the controls of the T-6 Texan, a single-engine propeller driven aircraft used as a trainer during World War II and popular with aerobatic pilots.

He also said Leff was not injured.

The aircraft was taking off from Runway 5 when it lost power at about 300 feet in the air, fire officials said.

Naples Fire Chief Steve McInerny said the pilot brought the powerless plane down near the runway, but it landed hard and was substantially damaged.

According to a biography from the Naval Air Station Oceana Air Show, where Leff flew in September, his aviation career includes more than 30 years of corporate flying.

The bio says Leff has flown more than 170 different types of aircraft, from warbirds to airline transport aircraft, and has well over 20,000 hours of flying time, including more than 4,000 hours in the T-6.

Leff has been in the air show business since 1976, and is a popular performer who specializes in low-level aerobatics.

The website also said Leff purchased and restored his T-6 Texan in 1975. His T-6 was restored to its original Korean Conflict military configuration with the help of the Air Force Orientation Group at Wright-Patterson Air Force Base in Leff’s hometown of Dayton, the site said.

The NTSB will investigate the mishap.


- Source:  http://www.naplesnews.com























NAPLES, FL -    A World War II trainer plane malfunctioned while trying to take off from the Naples Municipal Airport on Thursday.

According to the Naples airport director, the plane experienced engine failure while attempting to leave the runway just before noon. The plane then made a “hard” landing and struck one of the airport signs.

Several witnesses heard the plane's engine stop and saw the plane go down. The pilot says the engine lost power.

The pilot was the only person onboard at the time. He was not injured.

Officials tell us the pilot is a transient pilot who stopped at the Naples airport for fuel.

However, the plane was heavily damaged. There is a fuel leak on one side of the plane. Therefore, crews are de-fueling the plane -- which could contain as much as 100 gallons of fuel.

The Federal Aviation Administration is on scene. They are inspecting the plane to determine the airport's next steps.

The airport director Ted Soliday described this incident as the most significant accident they've had in quite some time. He says they are monitoring the site for any fire risks or ground pollution.



NTSB Identification: CHI07LA219. 
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
Accident occurred Sunday, July 22, 2007 in Fond Du Lac, WI
Probable Cause Approval Date: 01/31/2008
Aircraft: North American T-6G, registration: N22NA
Injuries: 2 Uninjured.

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 airplane was damaged when it struck a road sign during a forced landing to a road following a complete loss of engine power. Examination of the airplane revealed that the radial engine's master connecting rod had failed.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The loss of engine power due to the failure of the engine's master connecting rod which resulted in the forced landing. The road sign was a factor.

On July 22, 2007, about 1943 central daylight time, a North American T-6G, N22NA, piloted by an airline transport pilot, sustained substantial damage during a forced landing near Fond Du Lac, Wisconsin, following a loss of engine power. The 14 CFR part 91 flight was operating in visual meteorological conditions without a flight plan. No injuries were reported. The flight's origin was was not reported. The Fond Du Lac County Airport was the intended destination.

After the loss of engine power the pilot executed a forced landing on the northbound lanes of U.S. Highway 41. A Wisconsin State Highway Patrol car heading northbound captured the landing on the car's on-board video camera. The video was broadcast on various television news networks and on the internet. The video showed the airplane landing amongst vehicle traffic. During the landing, the airplane struck a road sign which caused substantial damage to the right wing. An examination of the airplane subsequent to the accident revealed that the radial engine's master connecting rod had failed.

As of November 27, 2007, the pilot had not submitted a report of the accident to the NTSB.

Bell 206L-1 LongRanger II, N335AE, Air Evac Lifeteam: Accident occurred October 04, 2014 in Wichita Falls, Texas

NTSB Identification: CEN15FA003 
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Saturday, October 04, 2014 in Wichita Falls, TX
Probable Cause Approval Date: 07/23/2015
Aircraft: BELL HELICOPTER TEXTRON 206L 1, registration: N335AE
Injuries: 3 Fatal, 1 Serious.

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

The pilot reported that he was making an approach to a hospital helipad into light wind at night when he chose to go around because he felt that the approach was too high and fast. The pilot lowered the helicopter’s nose, added power, and raised the collective, and the helicopter then entered a rapid, “violent” right spin. A review of the last 43 seconds of the helicopter’s flight track data revealed that, as the helicopter approached the helipad, it descended from 202 to 152 ft and decelerated from a ground speed of about 9 to 5 knots before it turned right. The pilot attempted to recover from the uncommanded spin by applying left antitorque pedal and cyclic, but he was unable to recover, and the helicopter then spun several times before impacting power lines/terrain. Postaccident examination of the helicopter and the engine revealed no mechanical anomalies that would have caused the helicopter’s uncommanded right spin. The helicopter was under its maximum allowable gross weight at the time of the accident, and the wind was less than 4 knots. 
Federal Aviation Administration guidance states that the loss of tail rotor effectiveness could result in an uncommanded rapid yaw, which, if not corrected, could result in the loss of aircraft control. The guidance further indicates that, at airspeeds below translational lift, the tail rotor is required to produce nearly 100 percent of the directional control and that, if the required amount of tail rotor thrust is not available, the aircraft will yaw right. Therefore, it is likely that that the pilot did not adequately account for the helicopter’s low airspeed when he applied power to go around, which resulted in a sudden, uncommanded right yaw due to a loss of tail rotor effectiveness. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain yaw control when he applied power to execute a go-around at a low airspeed in dark, night conditions, which resulted in a rapid, uncommanded right yaw due to a loss of tail rotor effectiveness.

HISTORY OF FLIGHT

On October 4, 2014, about 0155 central daylight time, N335AE, a Bell 206L1+ helicopter, was destroyed by post-impact fire after it impacted terrain while on approach to the United Regional Hospital helipad, in Wichita Falls, Texas. The commercial pilot was seriously injured and the flight nurse, paramedic, and patient died. The helicopter was registered to and operated by Air Evac EMS, Inc, O'Fallon, Missouri. A company visual flight rules flight plan was filed for the patient transfer flight that departed Jackson County Hospital, near Waurika, Oklahoma, about 0133. Visual meteorological conditions prevailed for the air medical flight conducted under the provisions of 14 Code of Federal Regulations Part 135.

A witness, who was a photojournalist for NBC News 3 in Wichita Falls, TX, was driving southbound on the central freeway and was passing over Maurine Street when he first saw the helicopter. He said it appeared to be flying toward the "north" and its spotlight was turned on. As the witness continued to drive south toward downtown Wichita Falls, he realized the helicopter was hovering over 10th and Grace Streets and he thought it was odd that the helicopter had not landed yet and maybe he was waiting for someone to clear off the helipad. The witness said the helicopter was hovering at a height that was equal to the height of the top of the hospital, about 100-120 feet. The witness said that when he reached 9th Street, he saw the helicopter begin to spin to the right and move from its position over 10th and Grace Streets south toward the helipad. He said the helicopter entered the spin slowly and began to descend as soon as it started to spin. Initially, the witness thought the helicopter was going to land, but it continued to spin and descend. The helicopter then disappeared from his view behind a building. Shortly after it disappeared from his view, the witness saw sparks. He called 911 and drove the scene. Once he arrived on-scene the police and first responders were already there.

According to the pilot, he and his Duncan, Oklahoma, based medical crew had just returned from a flight to Oklahoma City, Oklahoma, when he received a call from company dispatch to pick-up a patient in Waurika and transport him to United Regional Hospital in Wichita Falls. The pilot accepted the flight, but told dispatch that they needed 15 minutes on the ground to prepare for the flight since they had just landed.

The pilot stated that he, along with the paramedic and flight nurse, re-boarded the helicopter, performed the necessary checklists, called dispatch and filed a flight plan. The flight to Waurika was uneventful. After landing, the pilot stayed in the helicopter for about 20 minutes with the engine running while the patient was prepped and loaded. The pilot and medical crew then departed for Wichita Falls. The weather was clear and the wind was three knots or less. The pilot said he used night-vision-goggles (NVGs) while en route, but flipped them up as he approached the hospital due to intense ground lighting. Upon arriving in Wichita Falls, the pilot said he performed a "high recon" of United Regional Hospital's helipad and called out his intentions to land. He performed the pre-landing checklists, and started the approach to the helipad from the northwest at an altitude of 700 feet above ground level (agl). Both of the hospital's lighted windsocks were "limp" but were positioned so they were pointing toward the northwest. The pilot, who said he had landed at this helipad on numerous occasions, said the approach was normal until he got closer to the helipad. He said he felt fast "about 12-15 knots" and a "little high," so he decided to abort the approach. At this point, with about ¼ to ½ -inch of left anti-torque pedal applied, he added power, "tipped the nose over to get airspeed," and "pulled collective." The pilot said that as soon as he brought the collective up, the helicopter entered a rapid right spin. He described the spin as "violent" and that it was the fastest he had ever "spun" in a helicopter. The pilot told the crew to hold on and that he was "going to try and fly out of it." The pilot said he tried hard to get control of the helicopter by applying cyclic and initially "some" left anti-torque pedal "but nothing happened." The pilot said he added more left anti-torque pedal, but not full left anti-torque pedal as the helicopter continued to spin and he was still unable to regain control. He also said the engine had plenty of power and was operating fine. The pilot recalled the helicopter spinning at least five times before impacting the ground inverted. He said smoke quickly filled the inside of the helicopter, so he unbuckled his seatbelt assembly, took off his helmet, punched out the windshield and exited the burning helicopter.

The pilot also said that he did not hear any unusual noises prior to the "tail coming out from underneath them" and he did not recall hearing any warning horns or seeing any warning/caution lights. When asked what he thought caused the helicopter to spin to the right so quickly, he replied, "I don't know."

The helicopter was equipped with a handheld Garmin GPS 396 and Sky Trac ISAT-100 flight-tracking software. The SkyTrac system recorded position every 5 seconds versus the GPS that recorded position every 60 seconds. Data was successfully downloaded from each unit. The data between the two units was fairly consistent and revealed that after the helicopter departed Waurika, it flew on a south-westerly heading until it crossed Highway 447 in Wichita Falls. It then flew on a westerly heading until it reached Highway 287, where it then turned on a north westerly heading. As it proceeded to the northwest, the helicopter flew past United Regional Hospital to the east before it made a left, 180 degree turn about 1 to 1.5 miles north of the hospital. The helicopter then proceeded directly to the helipad on a south-easterly heading. A review of the last 43 seconds of the recorded Sky Trac data revealed that as the helicopter approached the helipad, it descended from an altitude of 202 feet to 152 feet and decelerated from a ground-speed of about 9 knots to about 5 knots before it turned to the right. Over the next 10 seconds, the helicopter traveled back toward the northwest as it descended to an altitude of 54 feet and increased to a ground-speed of about 17 knots before the data ended at 0155:14. The location of the last recorded data point was consistent with where the helicopter impacted the ground. 

A portion of the accident flight and impact were captured on one of the hospital's surveillance cameras. A review of the surveillance tape revealed the helicopter approached the helipad from the north with the spotlight turned on (the pilot said that he used the spotlight during the approach). The helicopter then climbed and went out of frame before it reappeared in a descending right hand turn then hit the ground. The time of impact was recorded at 0154:56. About 6 seconds later, there was a large explosion.

Another Air Evac flight crew (pilot, paramedic, and a flight nurse) was based at United Regional Hospital, and were in their quarters near the helipad when the hospital-based pilot heard the helicopter. The crew was preparing to assist the inbound crew with the patient transfer. The hospital-based pilot stated that when he opened the door to their quarters, he heard the helicopter arriving from the north. As the helicopter got closer, he heard "a change in rotor noise" followed by the sound of a "snap then bang then silence." The hospital-based pilot yelled to his crew that the helicopter may have crashed. All three immediately responded to the accident site where they found the helicopter upside down, facing west, and on-fire. The hospital-based pilot said the flight nurse, who was seated in the rear right seat, was lying about 6-feet away from the helicopter. She was on fire and most of her Nomex flight suit had burned away. The hospital-based pilot also saw the paramedic, who was seated in the rear, left seat, crawling out of the wreckage and the pilot was crawling out of the front of the wreckage. Due to the intense fire, there was no way to assist the patient.

The hospital-based paramedic stated that he was asleep when he was alerted of the inbound flight. He heard the helicopter approaching "then nothing." The lights in their crew-quarters then flickered for about 10 seconds. The hospital-based pilot then came in and said the helicopter had crashed. The hospital-based paramedic said that when he got to the accident site, the flight nurse was lying on her back on the sidewalk. The paramedic was on fire and about 10 feet away from the helicopter in the street. A bystander was using his shirt to put out the flames on the paramedic. The hospital-based paramedic then ran over to the injured paramedic. He said the paramedic was alert and was aware that he was involved in an accident. The hospital-based paramedic said he picked the injured paramedic up, placed him on a gurney and took him to the emergency room. He did not talk to the flight nurse or pilot.

The hospital-based flight nurse stated he was in bed, but had not fallen asleep. He heard the hospital-based pilot say that a company helicopter was inbound and he could hear it approaching the helipad. The flight nurse said he was putting on his jumpsuit when he heard the helicopter "power-up" followed by silence then the sound of a "crash." He and the two others immediately responded to the accident site. When the hospital-based flight nurse arrived on scene, he saw the flight nurse and thought she was deceased until she started screaming for help. The pilot was crawling through the front windshield and his foot was stuck. There was a "winding noise" coming from the helicopter so he helped him get out and away from the burning helicopter. He asked the pilot if he was ok, and he responded, "I don't know." The hospital-based flight nurse then saw the hospital-based paramedic dragging the injured paramedic away from the helicopter. He immediately realized the injured paramedic was a good friend and his flight partner. The hospital based flight nurse immediately went over to him and found the injured paramedic was alert. The injured paramedic said they were on final approach to the helipad when the helicopter started to spin, but he wasn't sure why.

The hospital-based flight nurse later asked the pilot what happened, and the pilot said "he wasn't sure." When he told the pilot that the paramedic said that the helicopter had spun, the pilot responded, "yeah."

The patient died in the accident but the flight nurse and the paramedic survived and were treated for severe burns. However, they both succumbed to their injuries within a month after the accident.

PILOT INFORMATION

The pilot held a commercial pilot certificate for rotorcraft-helicopter, and instrument rotorcraft-helicopter. The operator reported his total flight time as 1,810 hours. About 1,584 of those hours were in helicopters, of which, 214 hours were in the Bell 206 series helicopter. His last Federal Aviation Administration (FAA) second class medical was issued on May 13, 2014, without limitations or waivers. The pilot was also a chief warrant officer with the United States Army. He attended Army flight school and was trained in the CH47D Chinook helicopters.

According to time-on-duty records provided by the operator, the pilot came on duty October 2, 2014, at 1810. This was the start of his first shift after having the previous 6 days off. He had only made one flight prior to the accident flight.

The pilot was hired by the operator on June 9, 2014. At that time, he reported a total of 1,755.6 total hours, of which, 159.1 hours were in the Bell 206 model helicopter. A review of his training records revealed he started initial/new-hire training on June 10, 2014, and satisfactorily completed ground school and 10.9 hours of flight training. The training included normal and emergency procedures, including loss of tail rotor effectiveness. On June 22, 2014, the pilot passed a flight crew-member competency/proficiency check- Federal Aviation Regulation (FAR) Part 135/NVG check ride. 

The pilot also completed "Initial Orientation-Flight" training at his assigned base in Duncan, Oklahoma. The training involved 5 flight hours and included cross country flights to the local area hospitals and landmarks; 2 hours of night flying for the same purpose; day and night approaches to hospital and elevated helipads; familiarization with all hazards, terrain and man-made, identified on the Duncan, Oklahoma base hazard map. This training was completed on July 8, 2014.

METEOROLOGICAL INFORMATION

Weather at Sheppard Air Force Base/Wichita Falls Municipal Airport (SPS), about 5 miles north of the accident site, at 0152, was wind from 140 degrees at 3 knots, visibility 10 miles, clear skies, temperature 51 degrees F, dewpoint 33 degrees F, and a barometric pressure setting of 30.24 in HG.

HELIPAD INFORMATION

The United Regional Hospital's ground-level helipad was located directly across the street from the hospital's emergency room entrance. The final approach/take-off area (FATO) was 60-foot-wide by 60-foot-long and was privately owned and operated by United Regional Health Care System. At the time of the accident, the hospital based flight crew's helicopter was in the hangar and the helipad was clear of obstacles.

AIRCRAFT INFORMATION

The single-engine, seven-place helicopter was manufactured in 1981 and equipped with a Rolls-Royce C-250-30P turbo shaft engine. It was configured for air medical transport; one pilot, two medical crew, and one patient. The operator reported that at the time of the accident, the airframe had about 18,378.6 hours total time and the engine had about 3,546.2 hours total time.

The helicopter was retrofitted with Van Horn Aviation (VHA) after-market composite tail rotor blades (Supplemental Type Certificate No. SR02249LA). According to VHA's website, this install helps reduce overall aircraft noise and produce more tail rotor authority. 

The estimated gross weight of the helicopter at the time of the accident was 4,274 pounds, or about 176 pounds below the maximum gross weight of 4,450 pounds.

WRECKAGE INFORMATION

An on-scene examination of the helicopter was conducted on October 4-5, 2014, under the supervision of the National Transportation Safety Board Investigator-in-Charge (NTSB IIC). The helicopter collided with power lines and came to rest inverted between two trees that lined a public sidewalk about one block northwest of the helipad. All major components of the helicopter were located at the main impact site. Small sections of the helicopter were found strewn within 100 feet of where the main wreckage came to rest.

The helicopter was recovered and taken to a salvage facility where a layout examination was conducted on October 6, 2014. The above mentioned party members were in attendance for both the on-scene and salvage yard exams.

The helicopter wreckage was extensively burned and fragmented into large and small sections. These sections were laid out in a manner that was consistent with how they would have been situated prior to the accident. The tail rotor and portion of the empennage sustained the least amount of impact and fire damage.

The tailboom had separated from the main body of the helicopter just aft of where it attached to the fuselage.

Both tail rotor blades exhibited minor leading edge damage and there was some de-bonding on the trailing edge. The pitch control tube to the gearbox to the 90-degree bend and forward to where the tail boom had separated from the fuselage was intact. The tail rotor gearbox magnetic plug was clean and there was no fluid observed the tail rotor gearbox sight-glass.

The right horizontal fin remained attached to the tailboom and exhibited some thermal damage. The left horizontal fin was folded under and burned.

The tail rotor driveshaft was relatively intact, but damage was noted to the Thomas couplings, which were splayed, and the hangar bearing between #1 and #2 was out of alignment.

The aft short-shaft was separated and exhibited thermal damage. The forward end of the short shaft was burned. The shaft did not rotate due to thermal damage. The oil cooler blower housing had mostly melted away.

The front end of the oil cooler blower shaft and spines were intact. The forward short-shaft was attached to the aft end of the freewheeling unit located in the engine accessory gear box. But the aft end that attached to the forward end of the oil cooler blower shaft was separated. The splines were intact.

The freewheeling (FW) unit rotated, but did not turn due to thermal damage.

The flex frames on both ends of the main drive shaft were fractured. There was no twist in the shaft. The engine to transmission adapter on the aft of the transmission was rotated and continuity was established to the main rotor system.

Control tubes were fractured and thermally damaged, but continuity was established for the throttle control and collective to the broom closet. Continuity for the cyclic was also established, but the cyclic control had fractured and was found in the wreckage.

The left anti-torque pedals (co-pilot side) dual control pedal assembly was installed, but the linkage had been disconnected and the pedals were locked by the operator to prevent someone from inadvertently depressing the pedals. 

Continuity was established for the right anti-torque pedals. An impact mark was observed on a section of the anti-torque pedal assembly where it ran through a lightning hole in the lower fuselage. A measurement from the center of the bolt that secures this tube to the location of the impact mark was taken. Then, the measurement was used to determine the position of the pedal at the time of impact by lining the mark up with an exemplar helicopter. The measurement revealed the right pedal was displaced about 50-75% at the time of impact.

The rotating and non-rotating sections of the swash plate were fractured and burned, and the control links were fractured and thermally damaged. Extensive thermal damage was noted to the transmission.

Both of the main rotor blades exhibited impact and fire damage. Blade #1 had fractured outside of the doublers. About 6 feet of the outboard blade exhibited impact damage and about 24-inches of the blade tip had separated and was not burned. A section of the blade tip exhibited impact and striations marks consistent with it striking a cable.

Blade #2 was also fractured at the doublers. The after-body was missing due to fire. The tip of the blade was partially attached with a small unburned section being completely separated.

Though the helicopter sustained extensive thermal damage, continuity for all the main flight control systems was established and no pre-mishap mechanical anomalies were observed that would have precluded normal operation prior to the accident.

It was also observed that the two main fuel lines that transfer fuel from the forward fuel tanks to the main tanks were separated at their rear fittings just aft of the broom closet. According to the FAA and Bell, there are no break-away fittings or mechanism (sensor) that would have sensed a separation and stopped fuel flow after the accident if power was applied. If the engine continued to run after the accident, raw fuel would have continued to be pumped into the aft cabin area from the forward tanks. Fuel may have also drained from vent lines due to the helicopter being inverted.

The engine sustained extensive thermal damage. The engine was separated into sections and no pre-mishap anomalies were noted that would have precluded normal operation prior to the accident.

The annunciator panel was examined by the NTSB Materials Laboratory for the presence of any stretched light bulb filaments. Each annunciator light was x-rayed to determine the status of the two bulbs inside. While there was some evidence of age-related sagging, no stretched filaments were found in any of the annunciator lights.

MEDICAL INFORMATION

A toxicological examination was conducted on "first-draw" blood specimens taken from the pilot when he was admitted to United Regional hospital's emergency room after the accident. These specimens were subpoenaed by the NTSB and shipped to the FAA's Accident Investigation Laboratory, Oklahoma City, Oklahoma. The results of the testing were negative for all items tested.

ADDITIONAL INFORMATION

The FAA issued Advisory Circular (AC) 90-95, Unanticipated Right Yaw in Helicopters, in February 1995. The AC stated that the loss of tail rotor effectiveness (LTE) was a critical, low-speed aerodynamic flight characteristic which could result in an uncommanded rapid yaw rate which does not subside of its own accord and, if not corrected, could result in the loss of aircraft control. It also stated, "LTE is not related to a maintenance malfunction and may occur in varying degrees in all single main rotor helicopters at airspeeds less than 30 knots."

Paragraph 8 of the AC stated:

"OTHER FACTORS...Low Indicated Airspeed. At airspeeds below translational lift, the tail rotor is required to produce nearly 100 percent of the directional control. If the required amount of tail rotor thrust is not available for any reason, the aircraft will yaw to the right."

According to the FAA Rotorcraft Flying handbook (FAA-H-8083-21A), "Loss of tail rotor effectiveness (LTE) or an unanticipated yaw is defined as an uncommanded, rapid yaw towards the advancing blade which does not subside of its own accord. It can result in the loss of the aircraft if left unchecked. It is very important for pilots to understand that LTE is caused by an aerodynamic interaction between the main rotor and tail rotor and not caused from a mechanical failure. Some helicopter types are more likely to encounter LTE due to the normal certification thrust produced by having a tail rotor that, although meeting certification standards, is not always able to produce the additional thrust demanded by the pilot."

"LTE is an aerodynamic condition and is the result of a control margin deficiency in the tail rotor. It can affect all single rotor helicopters that utilize a tail rotor of some design. The design of main and tail rotor blades and the tail boom assembly can affect the characteristics and susceptibility of LTE but will not nullify the phenomenon entirely." 

This alteration of tail rotor thrust can be affected by numerous external factors. The main factors contributing to LTE are:

1. Airflow and downdraft generated by the main rotor blades interfering with the airflow entering the tail rotor assembly.

2. Main blade vortices developed at the main blade tips entering the tail rotor.

3. Turbulence and other natural phenomena affecting the airflow surrounding the tail rotor.

4. A high power setting, hence large main rotor pitch angle, induces considerable main rotor blade downwash and hence more turbulence than when the

helicopter is in a low power condition.

5. A slow forward airspeed, typically at speeds where translational lift and translational thrust are in the process of change and airflow around the tail rotor will vary in direction and speed."

"If a sudden unanticipated right yaw occurs, the following recovery technique should be performed. Apply forward cyclic control to increase speed. If altitude permits, reduce power. As recovery is affected, adjust controls for normal forward flight. A recovery path must always be planned, especially when terminating to an OGE hover and executed immediately if an uncommanded yaw is evident. Collective pitch reduction aids in arresting the yaw rate but may cause an excessive rate of descent. Any large, rapid increase in collective to prevent ground or obstacle contact may further increase the yaw rate and decrease rotor rpm. The decision to reduce collective must be based on the pilot's assessment of the altitude available for recovery. If the rotation cannot be stopped and ground contact is imminent, an autorotation may be the best course of action. Maintain full left pedal until the rotation stops, then adjust to maintain heading."


Flight paramedic Erasmus “Johan” van der Colff IV died Wednesday night from injuries suffered in the October 4th Air Evac helicopter crash in Wichita Falls.     

The crash happened in the early morning hours on Saturday, October 4th. Johan van der Colff was being treated at Parkland Hospital in Dallas.

This makes the third fatality from the crash. Twenty-seven-year-old flight nurse Leslie Stewart died from her injuries on October 8th. The gunshot victim from Waurika being flown to the hospital, 26-year-old Buddy Rhodes, did not survive.

The pilot, Zack Smith, was treated at United Regional after the accident and Air Evac officials say he is now home.

The preliminary report on the crash has been filed by the NTSB and it indicates the pilot had aborted the first attempt to land. And when he tipped the nose over to get airspeed, the helicopter entered a violent right turn.

He reported it was the fastest he had even spun and he told the crew to hold on and he was going to try to fly out of it. But he said he could not get control despite applying more left pedal torque and the copter continued to spin. It spun 5 times before crashing and exploding.

The pilot reported no problems before the landing attempt and said the engine had plenty of power and was operating normally. The pilot said he punched the windshield out to escape the burning craft.

He said he heard no unusual noises before "the tail coming out from underneath them" and did not hear or see any warning horns or lights.


http://www.texomashomepage.com


 
Johan van der Colff IV 


 
Leslie Stewart


  Pilot Zechariah Smith 


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.


http://registry.faa.gov/N335AE

NTSB Identification: CEN15FA003

Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Saturday, October 04, 2014 in Wichita Falls, TX
Aircraft: BELL HELICOPTER TEXTRON 206L 1, registration: N335AE
Injuries: 2 Fatal,2 Serious.

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

On October 4, 2014, about 0155 central daylight time, N335AE, a Bell 206L1+, was destroyed by post-impact fire after it impacted terrain while on approach to the United Regional Hospital helipad, in Wichita Falls, Texas. The commercial pilot and the paramedic were seriously injured and the flight nurse and patient were killed. The helicopter was registered to and operated by Air Evac EMS, Inc, O'Fallon, Missouri. A company visual flight rules flight plan was filed for the patient transfer flight that departed Jackson County Hospital, near Waurika, Oklahoma, about 0133. Visual meteorological conditions prevailed for the air medical flight conducted under the provisions of 14 Code of Federal Regulations Part 135.

According to the pilot, he stated that he and his Duncan, Oklahoma, based medical crew had just returned from a flight to Oklahoma City, Oklahoma, when he received a call from company dispatch to pick-up a patient in Waurika and transport him to United Regional Hospital in Wichita Falls. The pilot accepted the flight, but told dispatch that they needed 15 minutes on the ground to prepare for the flight since they had just landed.

The pilot said that he, along with the paramedic and flight nurse, re-boarded the helicopter, performed the necessary checklists, called dispatch and filed a flight plan. The flight to Waurika was uneventful. After landing, the pilot stayed in the helicopter for about 20 minutes with the engine running while the patient was prepped and loaded. The pilot and medical crew then departed for Wichita Falls. The weather was clear and the wind was three knots or less. Upon arriving in Wichita Falls, the pilot said he performed a "high recon" of United Regional Hospital's helipad and called out his intentions to land. He performed the pre-landing checklists, and started the approach to the helipad from the northwest at an altitude of 700 feet above ground level (agl). Both of the hospital's lighted windsocks were "limp" but were positioned so they were pointing toward the northwest. The pilot, who had landed at this helipad on numerous occasions, said the approach was normal until he got closer to the helipad. He said he felt fast "about 12-15 knots" and a "little high," so he decided to abort the approach. At this point, with about ¼ to ½ -inch of left anti-torque pedal applied, he added power, "tipped the nose over to get airspeed," and "pulled collective." The pilot said that as soon as he brought the collective up, the helicopter entered a rapid right turn. He described the turn as "violent" and that it was the fastest he had ever "spun" in a helicopter. The pilot told the crew to hold on and that he was "going to try and fly out of it." The pilot said he tried hard to get control of the helicopter by applying cyclic and initially "some" left anti-torque pedal "but nothing happened." The pilot said he added more, but not full left anti-torque pedal as the helicopter continued to spin and he was still unable to regain control. He also said the engine had plenty of power and was operating fine. The pilot recalled the helicopter spinning at least five times before impacting the ground. The pilot said the helicopter landed inverted and quickly filled up with smoke. He unbuckled his seatbelt assembly, took off his helmet, punched out the windshield and exited the burning helicopter.

The pilot also said that he did not hear any unusual noises prior to the "tail coming out from underneath them" and did not recall hearing any warning horns or seeing any warning/caution lights. When asked what he thought caused the helicopter to spin to the right so quickly, he replied, "I don't know."

The helicopter was equipped with tracking software that recorded its position every 60 seconds. A preliminary review of the track data revealed that after the helicopter departed Waurika, it flew on a south westerly heading until it crossed Highway 447 in Wichita Falls. It then flew on a westerly heading until it reached Highway 287, where it then turned on a north westerly heading. As it flew to the northwest, the helicopter flew past United Regional Hospital to the east before it made a 180 degree turn about 1 to 1.5 miles north of the hospital. The helicopter then proceeded directly to the helipad on a south easterly heading before the data stopped at 0154, about .2 miles north west of the helipad. At that time, the helicopter was about 212 feet above ground level (agl), on a heading of 138 degrees at a ground speed of 11 knots.

A portion of the accident flight and impact were captured on one of the hospital's surveillance cameras. A preliminary review of the surveillance tape revealed the helicopter approached the helipad from the north with the spotlight turned on (The pilot did state in his interview that he was using the spotlight during the approach). The helicopter then climbed and went out of frame before it reappeared in a descending right hand turn before it impacted the ground. The time of impact was recorded at 0154:56. About 6 seconds later, a large explosion occurred where the helicopter impacted the ground.

An on-scene examination of the helicopter was conducted on October 4-5, 2014, under the supervision of the National Transportation Safety Board Investigator-in-Charge (NTSB IIC). The helicopter collided with power lines and came to rest inverted between two trees that lined a public sidewalk about one block northeast of the helipad. All major components of the helicopter were located at the main impact site. A post-impact fire consumed the main fuselage and portion of the tail boom. The tail rotor assembly and vertical fin exhibited minor fire and impact damage.

The pilot held a commercial pilot certificate for rotorcraft-helicopter, and instrument rotorcraft-helicopter. His employer reported his total flight time as 1,810 hours. About 1,584 of those hours were in helicopters, of which, 214 hours were in the Bell 206 model helicopter. His last Federal Aviation Administration (FAA) second class medical was issued on May 13, 2014, without limitations or waivers.



Zenith Zodiac XL, N601WR: Accident occurred October 21, 2014 in Mountain Home, Arkansas

NTSB Identification: CEN15LA023
14 CFR Part 91: General Aviation
Accident occurred Tuesday, October 21, 2014 in Mountain Home, AR
Probable Cause Approval Date: 06/09/2015
Aircraft: TUBERVILLE ZODIAC XL, registration: N601WR
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 had recently built the airplane. The pilot operated the engine for about 4 hours, and the engine operated normally during the ground tests. During takeoff on the airplane’s first flight, he advanced the throttle slowly to 2,550 rpm, and the airplane lifted off the runway about 60 mph. About three-quarters down the runway and about 50 ft above ground level, the engine began to lose power. The pilot attempted to return to the runway by turning left. The pilot completed a 180-degree left turn, but the engine rpm had reduced to about 1,925 rpm, and the airplane was unable to maintain altitude. Data from the airplane’s engine monitoring device (EMD) indicated that the airplane reached a maximum airspeed of about 65 mph; the last airspeed reading before ground impact was 41 mph. The pilot attempted to land in a small clearing, but the airplane clipped a tree before landing. The airplane sustained substantial damage to the wings and fuselage during the ground impact. 

Data from the EMD also indicated that the engine operated for about 12 minutes from engine start to ground impact. The data indicated that the engine oil pressure, engine oil temperature, and fuel pressure were normal throughout the flight but that the Nos. 2, 3, and 5 cylinder head temperatures exceeded 500 degrees F. A postaccident examination of the engine and carburetor revealed no evidence of mechanical malfunctions, heat distress, or failures that would have precluded the engine’s operation. The reason for the increased cylinder head temperature indications and the partial power loss could not be determined. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The partial loss of engine power during takeoff for reasons that could not be determined because postaccident engine examinations revealed no anomalies that would have precluded normal operation.

On October 21, 2014, about 1745 central daylight time, an experimental amateur-built Tuberville Zodiac XL airplane, N601WR, sustained substantial damage when it struck a tree and impacted the ground during a forced landing due to a partial loss of engine power after takeoff from the Baxter County Airport (BPK), Mountain Home, Arkansas. The pilot received minor injuries and the pilot-certificated passenger received serious injuries. The airplane was registered to and operated by a private individual under the provisions of the 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The airplane was departing BPK on a local flight at the time of the accident.

The pilot reported that he purchased the airplane from a previous owner in 2011 when it was still in the build stage. The pilot completed building the airplane in 2014. The airplane was in the Phase I flight testing process, which required at least 40 hours of operation in the assigned geographic area. The accident flight was the first flight of the airplane. 

The pilot asked the pilot-certificated passenger to fly with him on the first flight because the pilot-certificated passenger was an experienced agricultural pilot with numerous flight hours in other experimental amateur-built airplanes. The pilot-rated passenger reported that he went on the first flight to assist the pilot, but not to fly the airplane. 

The pilot reported that he had operated the engine for about 4 hours prior to the first flight. The ground tests of the engine included static run-ups, taxi and high-speed taxi tests, and "crow hops." The pilot explained that crow hops were high-speed taxi tests where the pilot would get the airplane airborne to about 15 to 20 feet in the air, and then reduce the throttle and land on the airplane on the runway. He reported that the engine operated normally during the ground tests.

The pilot reported that during the ground run-up prior to the first flight, he advanced the throttle to 2,550 rpm and the engine operated normally. During takeoff from runway 5 (5,001feet by 75 feet, asphalt) at BPK, he advanced the throttle slowly to 2,550 rpm and the airplane lifted off the runway about 60 mph. About 3/4 down the runway and about 50 feet above ground level (agl), the engine began to lose power. The pilot attempted to return to the runway by turning left. About 90 degrees through the turn, the pilot heard the cylinder head temperature (CHT) audible warning. The pilot had completed a 180 degree left turn, but the engine rpm was about 1,925 rpm and the airplane was unable to maintain altitude. The pilot attempted to land in a small clearing, but clipped a tree prior to landing. The airplane sustained substantial damage to the wings and fuselage during the ground impact. 

The airplane was equipped with an engine monitoring device which the pilot downloaded. The data indicated that the engine was operated about 12 minutes from engine start to ground impact. The data indicated that the engine was delivering 2,583 rpm during takeoff and climbed to about 64 feet agl. About one minute after takeoff, the engine rpm began to decline to 1,924 rpm. The airplane impacted the ground about 2 minutes after takeoff. The data indicated that the No. 2, No. 3, and No. 5 CHTs reached 628 degrees F, 586 degrees F, and 524 degrees F, respectively, while still airborne. The pilot reported that the CHT audible warning was set to sound when 500 degrees F was reached. The data indicated that the engine oil pressure, engine oil temperature, and fuel pressure were normal throughout the flight. The data indicated that the maximum airspeed reached was about 65 mph. The last airspeed reading before ground impact was 41 mph.

The engine was examined at an engine overhaul facility under National Transportation Safety Board oversight. The visual examination of the engine revealed that the distributor cap was broken. The oil filter was crushed. The upper right baffling was damaged. The cylinder head temperature wires were cut. The carburetor was not sent with the engine, and the air intake tubes to the carburetor were not sent. The valve cover over the No. 6 cylinder had slight crush damage. 

The engine timing was checked using an ohm meter. The points opened about 10 degrees before top dead center. The firing order of the cylinders was 1, 4, 5, 2, 3, and 6. The cold cylinder compression test obtained the following results: No. 1 - 70/80; No 2 - 50/80; No. 3 - 40/80; No. 4 - 50/80; No. 5 - 15/80; and No. 6 - 64/80. The spark plugs were examined. The No. 3 spark plug ground strap had bluing. The other plugs exhibited a rich, but normal appearance. The No. 3 cylinder had some oil in it during the compression test. 

The No. 6 rocker arm was slightly loose. Otherwise, the rocker arms and push rods were normal with no anomalies. The Nos. 1, 3, and 5 cylinder head was removed. The Nos. 1 and 3 cylinders exhibited some exhaust blow-by. The breakout torques had felt low to the technician as he removed the lower bolts. The Nos. 2, 4, and 6 cylinder head was removed with a torque wrench to measure the break-out torque values. The minimum torque value was listed as 27 foot pounds. The bottom head bolts had breakout torques below 27 ft/lbs. The top head bolts had a breakout force of about 30 ft/lbs. There was no blow-by observed on the Nos. 2, 4, and 6 cylinder head. 

The No.5 piston exhibited score marks on the side of the piston above the top compression ring. The top compression ring was stuck next to the two score marks. There were score marks inside the cylinder wall associated with the two score marks above the top compression ring. The top of the No. 5 piston was normal. The second compression ring was normal. The piston rings on the other pistons moved freely and normal. There was light scoring noted on Nos. 2, 3, and 4 cylinders. 

The crankshaft, camshaft, connecting rods, and bearings were normal and no discoloration was present. Drivetrain continuity was confirmed with the distributor moving. There was no evidence of extreme temperatures in any of the cylinders, and no evidence of detonation or pre-ignition. The cylinder head temperature (CHT) probes were normal. 

There was normal carbon buildup on all the pistons except No. 4. The No. 4 piston, cylinder head, exhaust and intake valves did not exhibit carbon buildup. The No. 4 exhaust valve was not seating completely. There was leakage toward the top of the valve seat. The No. 4 exhaust valve exhibited some erosion of the aluminum cylinder head casting next to the exhaust valve seat area. The No. 2 cylinder exhibited some exhaust valve leaking. The No. 5 cylinder head exhaust valve seat was sunken slightly deeper in the head than the Nos. 1 and 3 exhaust valve seats. The No. 5 exhaust valve was not seating. The Nos. 2, 4, and 5 exhaust valves exhibited some leaking. All intake valves were seating. 

The carburetor was examined at a component overhaul facility under NTSB oversight. The examination revealed that the throttle shaft was stiff due to the throttle arm being bent. The stop was broken due to impact damage. The float bowl was clean and the metal floats and the float level were normal. It had a one-piece verturi and the venturi main discharge was clean. The accelerator pump was normal. 


NTSB Identification: CEN15LA023 
14 CFR Part 91: General Aviation
Accident occurred Tuesday, October 21, 2014 in Mountain Home, AR
Aircraft: TUBERVILLE ZODIAC XL, registration: N601WR
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 October 21, 2014, about 1745 central daylight time, an experimental amateur-built Tuberville Zodiac XL airplane, N601WR, sustained substantial damage when it hit a tree and impacted the ground during a forced landing due to a partial loss of engine power after takeoff from the Baxter County Airport (BPK), Mountain Home, Arkansas. The pilot received minor injuries and the passenger received serious injuries. The airplane was registered to and operated by a private individual under the provisions of the 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was not operated on a flight plan. The airplane was departing BPK on a local flight at the time of the accident.

The pilot reported that he departed from runway 05 at BPK and climbed to about 75 feet. The engine started to lose power, and the pilot made a shallow turn to return to the airport. The airplane lost altitude gradually and it hit an oak tree while on downwind. The airplane impacted the ground in a small clearing.

The airplane was equipped with a rebuilt Corvair engine. The pilot indicated that two of the cylinders appeared to be running hot and approaching 500 degrees Fahrenheit during the accident flight.


FAA Flight Standards District Office: FAA Little Rock FSDO-11

ANDREW D TUBERVILLE ZODIAC XL N601WR http://registry.faa.gov/N601WR

 
Andrew Tuberville, of Lakeview, owner of the Zenith Zodiac XL.
(Photo: Zenith Builders and Flyers website) 


 
A picture of Andrew Tuberville's  Zodiac XL that was involved in the crash near Ozark Regional Airport on Tuesday.
(Photo: Zenith Aircraft Builders and Flyers)



MIDWAY — Two men injured in a northern Arkansas single-engine plane crash are recovering.

Thirty-six-year-old pilot Andrew Tuberville was released from the Baxter Regional Medical Center on Wednesday. Forty-eight-year-old passenger Ronnie Skaggs is listed in good condition at Mercy Hospital in Springfield, Mo.

The experimental airplane crashed Tuesday evening in a wooded area northwest of Ozark Regional Airport in Baxter County. Both men suffered head injuries but were able to walk away from the wrecked aircraft.

The cause of the crash is unclear. The Federal Aviation Administration is investigating.

- Source: http://swtimes.com



  
(Editor's Note: Ronnie Skaggs, of Cotter, remains a patient Thursday morning at Mercy in Springfield, Mo., recovering from injuries he suffered as a passenger in the experimental plane crash off Baxter County Road 913 near the Ozark Regional Airport on Tuesday night. A hospital spokesperson said Skaggs continues to be listed in good condition. Both Skaggs and pilot Andrew Tuberville, of Lakeview, who was treated and released from Baxter Regional Medical Center the night of the crash, suffered head injuries.) 

 MIDWAY – Andrew Tuberville watched silently Wednesday afternoon as Jim Baker, owner of Baker Truck-Equipment Repair and Wrecker Service, used a Kubota forklift to remove the wreckage of his Zodiac XL homebuilt aircraft from a woodline near Ozark Regional Airport.

Less than 24 hours earlier, Tuberville, of Lakeview, was at the controls of the plane when it crashed approximately 25 yards into a wooded area off Baxter County Road 913, injuring him and Ronnie Skaggs, a friend and fellow aviation enthusiast.

Tuberville was released from Baxter Regional Medical Center on Tuesday night, while Skaggs, a Cotter resident, continued to be listed Thursday in good condition at Mercy Hospital in Springfield, Mo., where he was airflighted from a location near the site where the aircraft went down. Both men suffered head injuries in the crash.

In a key piece of information released Thursday from the incident report by Baxter County Sheriff's deputy Jeremy Thrasher, Tuberville told BCSO investigators while at the hospital that the crash occurred approximately 1 minute after takeoff from Ozark Regional Airport. The report continues that Tuberville said the engine stalled and the aircraft went down roughly one-half mile from AR Highway 126 North.

A Federal Aviation Administration investigator arrived Wednesday from the Southwest Region office in Fort Worth, Texas, to begin the investigative process. A cause for the crash is still under investigation, according to FAA spokesman Lynn Lunsford, who said a preliminary report from the National Transportation Safety Board would likely be available within 10 business days.

Tuberville and several friends were at the crash site Wednesday and began the process of salvaging what they could of the single-engine, two-seat plane. After several parts were removed, Baker moved into position with the forklift.

Baker delicately inched the fork under the fuselage until what was left of the propeller was touching the base of the fork, and the tines were past the back of the wing. Baker then lifted the aircraft free, and drove it down CR 913 to the nearby home of one of Tuberville's friends.

Plane not so experimental

The plane Tuberville built and was flying was assembled from a kit manufactured by Zenith Aircraft Corporation. The company, located in Mexico, Mo., was formed in 1992. Zenith has several different models available for aviation enthusiasts wishing to build their own aircraft.

While the FAA categorizes planes such as the Zodiac XL as an experimental aircraft, the name is a bit misleading, according to custom-built plane owners. Within the FAA's experimental aircraft category, there are several subcategories, including amateur-built aircraft, the category Tuberville's plane falls within.

This particular subcategory recognizes planes, such as the Zodiac XL, are often built using well-established designs. In the case of the Zodiac XL, noted light aircraft designer Chris Heintz provided the design. An aeronautical engineer, Heintz first designed an aircraft in 1969.

The Zodiac design has been around for several years, with thousands of the aircraft built at home.

"It's been around for about 20 years," Dick Knapinski, a spokesperson for the Experimental Aircraft Association, said of the Zodiac XL. "It's generally well-regarded. Usually, with aircraft as popular as this, when a problem occurs, it's widely known throughout the aviation world in a short amount of time, and a solution is quickly found and distributed."

Pilots and planes certified

Before an experimental plane can be flown, it must be inspected by the FAA. The builder of the plane must keep logs and take photographs during the building process. Those logs and photos are turned over to the inspector, who makes the decision as to whether a plane receives an airworthiness certificate, Knapinski said.

Once a plane is certified, it then falls under the same inspection regulations as commercially built aircraft. That means, Knapinski said, planes must be inspected once a year or every 100 flight hours.

According to the FAA Registry, Tuberville's Zodiac XL was certified on July 19, 2012 and it's current certification expires on July 31, 2015.

Experimental aircraft safety
The safety record of experimental aircraft is similar to that of commercially built aircraft, according to Knapinski, who said pilot error is the most common reason for experimental aircraft crashes, rather than mechanical failure.

There are two areas where crash incidences increase for pilots of experimental aircraft, according to Knapinski. The first area is during the first few hours a new aircraft is flown.

"That period, what you might call the shakedown period, sees more crashes," Knapinski said. "The other area is when a pilot first transitions to a new aircraft."

By The Numbers
Commercially-built plane crashes in the Twin Lakes Area since 1970

• 40 Nonfatal incidents

• 8 Fatal incidents resulting in 18 deaths

Amateur-built plane crashes in the Twin Lakes Area since 1970

• 3 Nonfatal

• 0 fatal

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