Monday, April 20, 2015

Directorate General of Civil Aviation asks airlines to videotape pre-flight alcohol test

NEW DELHI: The Directorate general of civil aviation (DGCA) has made it mandatory for airlines to videotape pre-flight breath analyzer tests conducted on crew members. 

DGCA chief M Sathiyavathy made this rule to ensure that airlines conduct this test sternly and full perfectly sober crew members — in the right frame of mind — enter the cockpits. This is being seen as fallout of the Germanwings crash. 

"We got this order about 10 days back and have started recording the pre-flight tests of our crew. We are the first airline to do so on all our crew," said an Air India spokesman.

Among other airlines, SpiceJet is also learnt to have started recording these tests. 

Pilots, cabin crew and even engineers are by regulation bound to stop consumption of alcohol, sedatives or narcotics at least 12 hours before their flights. The decision to record pre-flight breath-analyzer tests comes amid reports of some crew skipping it. 

The DGCA relaxed the punishment for drunk flying and endangering passenger safety last year. A pilot now loses his or her flying license only when caught flying in an inebriated state for the third time. Earlier it would happen on the second instance itself.

The DGCA also diluted the punishment for flight crew reporting to work high. While the action against crew found high for the first time on work remains license suspension for three months, the subsequent offenses have been watered down. 

"In case of a repeat violation....the license/approval of the crew member shall be suspended for a period of three years. In case of a second repeat violation... the license/approval of the crew member shall be cancelled," DGCA rules on "action on positive tests" say. 

Before this dilution, pilots would have their license suspended for three months when caught drunk for the first time at work. And if the same person was caught again, his or her flying license would be suspended for five years. This effectively meant an end to pilots' flying career as all their recencies would expire in five years and then they would have to begin from scratch to fly again — a virtually impossible task. 

The move comes following the Germanwings crash to ensure that crew operating flights is perfectly fit to do so. The regulator is planning to have a multi-phase monitoring of mental health of pilots that will begin right from the time a Class 12 pass science side student (the minimum requirement in India) wants to join a flying school. Only those found mentally fit at that stage, will be allowed to take flying classes. 

Original article can be found here:  http://timesofindia.indiatimes.com

Drone hovering around fire raises questions

LINCOLN, Neb. —A drone hovering around a three-alarm fire in Lincoln last week raised questions from authorities.

A police officer asked the pilot to ground the quadcopter at the request of the fire department, which he did. But Lincoln Police Chief Jim Peschong said later he didn't know if they had the authority to do it.

"I wouldn't say there was a violation on that," Peschong said.

The pilot, Jase Robak, has applied to the Federal Aviation Administration to fly his drone commercially. That could take up to three months if he is approved, but Robak has the freedom to fly it now so long as he doesn't sell the video he shoots.

The FAA allows hobbyists to fly unmanned aircraft systems for recreational purposes. They have to follow rules, like flying under 400 feet, flying within line of sight, staying away from large stadiums during games and not endangering people.

"You don't really have to do anything to be a hobbyist," Robak said. "You can just go to the store, and buy one and fly it around."

That's a concern to Matt Waite, who started the University of Nebraska-Lincoln's drone lab three years ago. He sees problems with allowing amateurs to operate drones while restricting businesses.

"They'd have liability insurance," Waite said. "They'd have training. They'd have a reason to be good at what they do."

He said that since the FAA doesn't have staff to enforce its rules, it's asking local law agencies to determine what's a violation and report them to the FAA.

"This is going to show up more and more," Peshong said. "And what can we do, what can't we do?"

Robak said his drone cost about $1,500. He said that while he was at the fire, he saw another person with a drone.

Original article can be found here:  http://www.ketv.com

Van's RV-7A: Brothers building plane in backyard shed

Don Crittenden tinkers with the beginnings of an airplane. 



Colin Crittenden helps his brother Don build a plane.



In the backyard shed of an unassuming house on Lane Lane, two brothers pore over much more complicated versions of Lego instructions, before selecting a part and a tool and getting to work.

There are maps on the wall, "so we can see where we're going once it's built", and the plane's emerging fuselage dominates the room.

The wings are finished, as is the tail. The completed elements will hang on the walls until the plane is mostly finished and transported to the airport. "Yeah we can't put the wings on in the shed, the shed's not big enough," said Don Crittenden.

Retirement wasn't sitting well with the former charter pilot who stopped flights several months ago. "I've had aeroplanes for a number of years and I got a bit lonely without one," he said. "You can't golf every day."

So he started work on a Van's RV-7A in his back shed. The plane comes in a kit that hobby plane-makers can buy direct from the manufacturer, the sheets of aluminium that make up the bulk of the two-seater plane come pre-drilled with more than 12,000 rivets.

It's a two year job all up, about 2000 hours, and Don has recruited his brother Colin to help out with the beginning. "It's the sort of project you can't really rush," said Don.

Both have had their pilot's license for nearly 50 years. Don worked as a commercial pilot, while Colin was an engineer before retirement. Colin's now the go-to man for a lot of people building a plane, and this marks his 21st Van's build. "It's interesting work, else I wouldn't do it," said Colin.

As kids, they weren't into Lego but both had a Meccano set. "Which would you believe, I've still got," said Colin. The sets are made up of small sheets of metal with lots of pre-drilled holes, and young makers can create things like small cars, robots and motorbikes but are otherwise only limited by their imagination.

For Don it was a natural progression to build his own plane, a hobby he is not alone in taking up. A few years ago the aviation authority reported on the trend of amateur built planes, suggesting that price was a major contributing factor.

For example, the report says, in 2009 you would pay US$297,000 for a four-seat Cessna 172SP Skyhawk, compared with US$110,000 for the similar Van's RV-10. Hobbyists building from kits like the latter can also buy parts gradually over many years, making the price more accessible.

A representative from the Civil Aviation Safety Authority will come and inspect the plane and Don must take photographs and keep a diary throughout the process to prove that he did build it. Aviation rules say that 51 percent of the plane must be amateur-built if the builder wants to do their own maintenance.

And when the plane is done? "I was sort of planning on going across the country, and keeping Asia on my right. That might be interesting when we get it all done," said Don.

"[And] probably go over to Port Macquarie two or three times a year."

Original article can be found here:  http://www.abc.net.au


The plans to make the Vans RV-7/7A.



Colin Crittenden takes a break from plane building.


One of Colin Crittenden's completed planes at Broken Hill Airport.

Cessna 180 Skywagon, N9247C: Accident occurred April 14, 2015 in Whittier, Alaska

NTSB Identification: ANC15FA021 
14 CFR Part 91: General Aviation
Accident occurred Tuesday, April 14, 2015 in Whittier, AK
Probable Cause Approval Date: 05/16/2016
Aircraft: CESSNA 180, registration: N9247C
Injuries: 1 Fatal.

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

The private pilot was conducting a personal cross-country flight in instrument meteorological conditions. The airplane was not certificated for flight into icing. A review of radar data and radio communications recordings revealed that, after an air traffic controller issued the pilot a descent from 10,000 to 8,000 ft mean sea level (msl), the pilot reported that he was having engine trouble and had encountered possible icing. The pilot subsequently declared an emergency, and 3 minutes later, radar contact and communication with the airplane were lost. A day after the accident, search and rescue personnel found the remains of the pilot along the eastern shoreline of Culross Island. The left main landing gear strut and tire were also recovered. The rest of the airplane was not located, and it is presumed to have sunk in Prince William Sound.

A review of weather information revealed that marginal visual flight rules conditions prevailed along the flight route due to low ceilings and that occasional instrument meteorological conditions (IMC) prevailed due to low ceilings and visibility in snow showers. Moderate icing was forecast between 4,000 and 10,000 ft above ground level. It is likely that the airplane encountered IMC and potential icing conditions below 10,000 ft msl. A pilot in an airplane about 6 minutes behind the accident airplane reported that, before descending from about 9,500 ft msl, he noticed a slight buildup of ice on the left engine cowling. Given this statement, the weather reports, and the accident pilot’s report that he was having engine trouble, it is likely that the airplane flew through an area favorable for the formation of induction or carburetor icing, which resulted in a total loss of engine power. 

A mechanic reported that the pilot had told him that when he applied carburetor heat, the control felt "mushy." The mechanic instructed the pilot to inspect the control arm for any damage because it could prevent the carburetor heat from operating correctly. Before the accident flight, the mechanic sent a text message to the pilot asking if he had checked the carburetor heat control, and the pilot replied that he had not but would do it that day. Therefore, although it is possible that damage to the carburetor heat control arm may have limited the amount of carburetor heat available to eliminate any possible carburetor ice, it could not be determined if this occurred because the airplane could not be examined.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's decision to continue flight into known icing conditions, contrary to the airplane’s limitations, which resulted in a total loss of engine power due to icing.

HISTORY OF FLIGHT

On April 14, 2015, about 1330 Alaska daylight time (AKD), a wheel-equipped Cessna 180 airplane, N9247C, is presumed to have sustained substantial damage during impact with ocean waters, about 18 miles east of Whittier, Alaska, following a reported loss of engine power. The airplane was being operated as an instrument flight rules (IFR) cross-country personal flight under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91, when the accident occurred. The instrument rated private pilot, the sole occupant of the airplane, sustained fatal injuries. Instrument meteorological conditions (IMC) prevailed along the route of flight, and the airplane was operating on an IFR flight plan. The flight departed the Wasilla Airport, Wasilla, Alaska, about 1205, en route to the Valdez Airport, Valdez, Alaska.

According to a family member the purpose of the flight was for the pilot to attend a business meeting.

The airplane was equipped with a Spidertracks flight tracking system, which provides real-time aircraft flight tracking data. The flight tracking information is transmitted via Iridium satellites to an internet based storage location, at 2-minute intervals. The airplane's last known location was near the eastern shoreline of Culross Island, at an altitude of 69 feet, traveling at 80 knots, on a heading of about 270 degrees. 

An alert notice was issued by the Federal Aviation Administration (FAA) Kenai Flight Service Station at 1336 and a search was conducted by personnel from the U.S. Coast Guard, Alaska State Troopers, and Alaska Air National Guard, as well as a Good Samaritan vessel. 

On April 15, about 1700, searchers located the remains of the pilot along the eastern shoreline of Culross Island. Also recovered was the left main landing gear strut and tire belonging to the accident airplane. The rest of the airplane has not yet been located, and it is presumed to have sunk in the ocean waters of Prince William Sound.

PERSONNEL INFORMATION

The pilot, age 53, held a private pilot certificate with airplane single engine land rating and instrument rating. His most recent third-class medical certificate was issued on August 06, 2013, and contained the limitation that he must wear corrective lenses for distant vision and possess glasses for near vision.

No personal logbooks were located for the pilot but according to a copy of FAA Form 8710-1, Airman Certificate and/or Rating Application, located at the home of the pilot, he had accumulated about 1605 total flight hours in airplanes as of July 11, 2014.

AIRCRAFT INFORMATION

The airplane was a Cessna 180, manufactured in 1955, and equipped with a Continental Motors O-470 series engine. The airplane was certified and current for flight under instrument flight rules, but was not certified for flight into known icing. 

The colors of the airplane included a primary base color of white with blue and gold accent lines, white wings, and a blue propeller spinner.

At the time of its last annual inspection, completed on August 15, 2014, the airplane had 8,281.5 hours in service.

In a statement to the National Transportation Safety Board (NTSB) investigator-in-charge, a mechanic said the pilot discussed that when he applied carburetor heat, the control felt "mushy." The mechanic instructed him to inspect the control arm (item 34 in the Cessna Illustrated Parts Catalog) on the air box for any damage as it could prevent the carburetor heat from operating correctly. About 0830 on the day of the accident, the mechanic sent a text message to pilot to ask if he had checked the carburetor heat control, to which the pilot replied that he had not, but would do it that day. 

The Cessna 180 Owner's Manual states, in part: "The carburetor air heat control is located to the left of the throttle. The push-pull control operates the carburetor air intake butterfly valve which proportions the hot and cold air entering the carburetor. Pulling the control out provides heated air for the carburetor while pushing the control all the way in provides only cold air for the carburetor."

A detailed diagram of the engine air intake system from the Cessna Illustrated Parts Catalog is located in the public docket for this accident.

METEOROLOGICAL INFORMATION

The forecast for the Portage Glacier area was for Marginal Visual Flight Rules conditions to prevail due to low ceilings and occasional IFR conditions due to low ceilings and visibility in snow showers. Moderate icing was forecasted between 4,000 feet agl and 10,000 feet agl with the freezing level beginning about 1,000 feet agl.

The closest weather reporting facility is Portage Glacier, Alaska, about 34 miles west of the accident site. At 1253, an aviation routine weather report (METAR) from the Portage Glacier Automated Surface Observation System (ASOS) was reporting in part: wind from 120° at 11 knots, gusting 26 knots; sky condition, vertical visibility 500 feet agl; visibility, 1/4 statute miles; temperature 32 degrees F; dew point 28 degrees F; altimeter, 29.54 inHg.

A detailed weather study is located in the public docket for this accident.

COMMUNICATIONS

A post accident review of archived FAA radar data and radio communication recordings revealed that, about 1315, the on-duty Anchorage (ZAN) Air Route Traffic Control Center (ARTCC) radar controller cleared the airplane for the LDA/DME H instrument approach to the Valdez Airport (VDZ). The airplane was about 60 miles southwest of VDZ, at an altitude of about 10,000 feet mean sea level (msl). Shortly after the pilot began a descent from 10,000 feet msl to 8,000 feet msl, he advised the ARTCC controller of an engine problem. 

As a result of static and background noise on the air traffic recording, a variety of filters were applied to clarify the audio by the NTSB Vehicle Recorders Laboratory in Washington, DC. The transcription from that recording can be found in the public docket for this accident.

At 1316, after determining from the pilot that he did not have the VDZ weather, the ZAN controller issued the 1256 weather observation. One minute later, he cleared N9247C for the LDA/DME-H approach to VDZ with a restriction to cross the PEPPI intersection at or above 8000 feet. At 1318, the pilot reported leaving 10,000 feet for 8,000 feet.

At 1319, the pilot of N9247C stated that he was having trouble with his engine, but the transmission was blocked by other aircraft on the frequency. The controller acknowledged N9247C's descent from 10,000 to 8,000 feet, but did not acknowledge the pilot's report of engine trouble.

At 1321, the pilot transmitted, "Four seven charlie is declaring an emergency I have a problem with my engine I think I've been through the light stuff (unintelligible) descending for PEPPI for four thousand." The controller acknowledged the emergency call, then asked the pilot for the number of souls on board and if his engine was out or if he was able to continue. The pilot responded, "…I have windmilling power and (unintelligible) I'm in pretty poor shape. I still maintain forward airspeed. Descending for PEPPI at four thousand."

The controller replied, "…Roger, you're coming in a little bit scratchy right now. Right now I am showing you over an island you're about to head out over a little bit of water uh are you going to try to continue to Valdez or somewhere else along your route?" The pilot responded that he was going to try to get below the cloud deck at his current location, circle over the island, and see if he had room to land on the beach. The controller acknowledged and asked again how many souls were on board the aircraft. The pilot responded that one soul was on board.

At 1323, the controller advised the pilot that he was no longer in radar contact but that he was last observed northeast bound with the island behind him. The pilot acknowledged with "four seven charlie copy." There were no further communications between N9247C and air traffic control (ATC).

At 1325, Empire 922, an ATR-42-300, heard transmissions from N9247C. They relayed to the ZAN controller that the accident airplane reported that he was at 5500, had not broken out of the clouds and the prop was wingmilling, having not fired yet. The controller advised Empire 922 that he could not hear N9247C and asked the crew to continue relaying N9247C's transmissions. They agreed to do so. 

At 1325, the ZAN controller asked Yukla 02, an E3 airborne early warning and control system (AWACS) aircraft, if they could help locate a mode 3 transponder code of 2221, the transponder code assigned to N9247C, at their 4 o'clock position and 40 miles at low level. Yukla 02 advised that they would help out.

At 1330, the pilot of Empire 922 advised the controller that he was receiving a strong emergency locator transmitter (ELT) signal on frequency 121.5. The ZAN controller acknowledged Empire 922 and relayed to Juneau (JNU) FSS that N9247C had "crash landed." The ZAN controller asked the JNU controller if JNU was in contact with any other aircraft or helicopters in the area that could assist, but there were none.

At 1331, the controller asked Empire 922 to attempt to establish communications with the pilot of N9247C via the emergency frequency [121.5]. At 1332, Empire 922 advised ATC that they had not re-established communications with N9247C and that they were no longer hearing the ELT. Two minutes later, Empire 922 advised ATC that they had tried to reach N9247C on frequency 121.5 without success.

No further radio transmissions were received from the airplane and an emergency locator transmitter (ELT) signal was broadcasting shortly thereafter for about 20 seconds.

A detailed air traffic aircraft accident package is located in the public docket for this accident. A NTSB detailed air traffic control study is also located in the public docket for this accident.

WRECKAGE AND IMPACT INFORMATION

The only wreckage recovered to date is the left main landing gear strut and tire. The strut separated from the airplane with the gear box still attached. Sharp angular fractures exist on the forward and aft surface. The inboard surface separated at the rivet line with the outboard surface exhibiting a flat fracture surface. The fractures are consistent with damage that would occur during an impact sequence as opposed to tidal activity and impact with underwater objects after submersion.

Corrosion is present on the entire structure consistent with exposure to salt water.

MEDICAL AND PATHOLOGICAL INFORMATION

The FAA Civil Aeromedical Institute performed toxicology examinations for the pilot on May 08, 2015, which were negative for alcohol and drugs.

A postmortem examination conducted by the Alaska State Medical Examiners Office attributed the cause of death to be drowning with contributing factors of hypothermia and blunt force head injury.

SURVIVAL ASPECTS

The accident took place about 1330 AKD and originally the search was focused on the east side of Perry Island, as that is where the last radar return was observed. About 1440, the search was refocused to the east side of Culross Island, about 7 nautical miles west of Perry Island after receiving the last known coordinates from the Spidertracks data. 

The conditions of Prince William Sound at the time and location of the accident was water temperature 42 degrees F with 1-4 foot seas. When the pilot was located on Culross Island, it was noted that he was not wearing a life jacket or other personal floatation device.

A February 2008 NATO Research and Technology Organization publication titled Survival at Sea for Mariners, Aviators and Search and Rescue Personnel described the four stages of cold water immersion as:

• Stage 1: Initial immersion responses or cold shock (3-5 min.) • Stage 2: Short-term immersion or swimming failure (5-30 min.) • Stage 3: Hypothermia (= 30 min.) • Stage 4: Post-rescue collapse or circum rescue collapse In this publication, it is stated that during stage 1, "death from cold shock is not uncommon," and it takes place "within 3-5 minutes of immersion." It further states that swimming in "cold, dense water" is very dangerous (stage 2). As the body becomes exhausted, the person transitions to a more vertical position before total submersion.

A US Coast Guard article from January 6, 2015, titled A Lifejacket Buys You Time, states that it takes at least an hour for the full effects of hypothermia to set in and another hour after loss of consciousness for the heart to stop. It further states that without a lifejacket or other flotation device, drowning will occur prior to death from hypothermia.

A new Ameri-King Corporation AK-451 406MHz emergency locator transmitter (ELT) was installed in the airplane on February 04, 2015. The ELT is designed to transmit GPS/NAV data immediately on 406MHz, 243MHz and 121.5MHz frequencies. The 406MHz is stated to last for 24 hours with the 243MHz and 121.5MHz lasting a total of at least 78 hours. Shortly after the last communication was received from N9247C, an ELT began broadcasting a signal on 121.5MHz. Based on the Spidertracks data, the ELT was activated in the air with the signal broadcasting for about 20 seconds before it was no longer received. The Alaska Rescue Coordination Center (AKRCC) reported never receiving a 406MHz signal. Currently, ELTs are not certified, nor required to be certified, for operation during or after submersion.

ADDITIONAL INFORMATION

A pilot in an airplane about 6 minutes behind the accident airplane stated that while at 9,500 feet msl, in-flight visibility varied between 1 and 10 miles and was restricted by suspended ice crystals. The temperature was about 0°F. The pilot stated that prior to descending from 9,500 feet msl, he noticed a slight build-up of ice on the left engine cowling.

NTSB Identification: ANC15FA021
14 CFR Part 91: General Aviation
Accident occurred Tuesday, April 14, 2015 in Whittier, AK
Aircraft: CESSNA 180, registration: N9247C
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 April 14, 2015, about 1330 Alaska daylight time, a wheel-equipped Cessna 180 airplane, N9247C, is presumed to have sustained substantial damage during impact with ocean waters, about 18 miles east of Whittier, Alaska, following a reported loss of engine power. The airplane was being operated as an instrument flight rules (IFR) cross-country personal flight under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91, when the accident occurred. The instrument rated private pilot, the sole occupant of the airplane, sustained fatal injuries. Instrument meteorological conditions (IMC) prevailed along the route of flight, and the airplane was operating on an instrument flight rules (IFR) flight plan. The flight departed the Wasilla Airport, Wasilla, Alaska, about 1205, en route to the Valdez Airport, Valdez, Alaska. 

A postaccident review of archived Federal Aviation Administration (FAA) radar data and radio communication recordings revealed that, about 1315, the on-duty Anchorage Air Route Traffic Control Center (ARTCC) radar controller cleared the airplane for the LDA/DME H instrument approach to the Valdez Airport. At that time, the airplane was about 60 miles southwest of the Valdez Airport, at an altitude of about 10,000 feet mean sea level (msl). Shortly after the pilot began a descent from 10,000 feet msl, he advised the ARTCC controller of an engine problem. The pilot stated his intentions to descend below a cloud layer and land on a nearby island. Shortly after, radar contact with the airplane was lost. A radio communication from the accident airplane was relayed through another airplane in the area that he was at 5,500 feet msl, and still in the clouds. No further radio transmissions were received from the airplane and an emergency locator transmitter (ELT) signal was broadcasting shortly thereafter for approximately 20 seconds. 

The area that the airplane descended into was a portion of the Prince William Sound, consisting of remote inland fjords, coastal waterways, and steep mountainous terrain. 

The airplane was equipped with a Spidertracks flight tracking system, which provides real-time aircraft flight tracking data. The flight tracking information is transmitted via Iridium satellites to an internet based storage location, at two minute intervals. The airplane's last known location was near the eastern shoreline of Culross Island, at an altitude of 69 feet, traveling at 80 knots, on a heading of about 270 degrees. 

An alert notice was issued by the FAA Kenai Flight Service Station at 1336 and a search was conducted by personnel from the U.S. Coast Guard, Alaska State Troopers and Alaska Air National Guard, as well as a Good Samaritan vessel. 

On April 15, about 1700, searchers discovered the remains of the pilot along the eastern shoreline of Culross Island. Also recovered was the left main landing gear strut and tire belonging to the accident airplane. The rest of the airplane has not yet been located, and it is presumed to have sunk in the ocean waters of Prince William Sound.

The closest weather reporting facility is Valdez Airport, Valdez, Alaska, about 60 miles northeast of the accident site. At 1256, an aviation routine weather report (METAR) from the Valdez Airport was reporting in part: Wind, calm; sky condition, few clouds at 6,000 feet AGL, broken at 7,500 feet AGL, overcast at 9,000 feet AGL; visibility, 10 statute miles; temperature 37 degrees F; dewpoint 14 degrees F; altimeter, 29.64 inHg. 

The airplane was equipped with a Continental Motors O-470 series engine.

DALE A. CARLSON: http://registry.faa.govN9247C



Dale Carlson, 53. 
Photo courtesy of Gene Carlson.




WASILLA -- The Wasilla pilot killed in a Prince William Sound plane crash April 14 had hoped to descend below the clouds and land on an island before he went down, according to a National Transportation Safety Board report. 

Searchers late the next day found the remains of 53-year-old Dale Carlson and parts of his wheel-equipped Cessna 180 near Culross Island, an area of remote fjords and steep terrain about 18 miles east of Whittier.

A flight tracking system aboard Carlson’s plane showed his last known location near the island’s eastern shore, at an altitude of 69 feet and traveling at 80 knots, according to a preliminary report the federal safety agency released last week.

The day of the crash, Carlson took off from Wasilla for the Valdez airport around noon, the report says. He was about 60 miles southwest of Valdez and cleared for instrument approach at 1:15 p.m. when he began his descent. Carlson was an experienced, instrument-rated pilot on an instrument flight rules (IFR) flight plan. 

As he dropped below 10,000 feet, Carlson told an Anchorage air-traffic controller that he was experiencing engine problems, according to the report.  

The 11th Air Force Rescue Coordination Center received a mayday call from Carlson near Perry Island, the Coast Guard said last week. He reported engine failure and said he was going to try to set the plane down.

Carlson told the air-traffic controller he intended “to descend below a cloud layer and land on a nearby island,” the NTSB report said. Shortly after that, controllers lost radar contact with the plane. Another pilot picked up a radio transmission that Carlson was at about 5,500 feet and still in the clouds. An emergency locator transmitter signal broadcasted for about 20 seconds shortly after that.

Searchers discovered the plane’s left main landing gear strut and tire last week, the report says. The rest of the plane is presumed to have sunk into the Sound.

Carlson’s family told the Mat-Su Valley Frontiersman they plan to use any memorial donations to buy GPS devices for new pilots.

Mooney M20TN Acclaim Type S, N608MR, Premier Aircraft Sales: Accident occurred April 20, 2015 in Lakeland, Florida

The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Orlando, Florida
Mooney International Corporation; Kerrville, Texas
Continental Motors Inc.; Mobile, Alabama
Hartzell Propeller; Piqua, Ohio
Orscheln Products; Moberly, Missouri

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

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

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

Premier Aircraft Sales: http://registry.faa.gov/N608MR

NTSB Identification: ERA15FA191 
14 CFR Part 91: General Aviation
Accident occurred Monday, April 20, 2015 in Lakeland, FL
Probable Cause Approval Date: 07/20/2017
Aircraft: MOONEY M20TN, registration: N608MR
Injuries: 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 commercial pilot fueled the airplane with 20 gallons of fuel before departing on the 1-hour cross-country flight. While on final approach to the destination airport, the pilot advanced the throttle lever; however, the engine did not respond. The pilot attempted to restore engine power but was unsuccessful and subsequently conducted a forced landing to a small clearing. The airplane impacted terrain, trees, and a gate before coming to rest about 1 mile short of the runway and was largely consumed by postcrash fire.

Based on the minimal rotational damage to the propeller and propeller assembly, it is likely that the airplane experienced a total loss of engine power before impact. Due to the significant postcrash fire it was unlikely that the loss of engine power was the result of fuel exhaustion.

Postaccident examination of the airframe and engine, including the fuel and ignition systems, revealed no evidence of mechanical malfunctions or abnormalities that would have precluded normal operation. Although functional testing of the engine-driven fuel pump and the throttle body was precluded due to thermal damage, disassembly of the units revealed no anomalies.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The total loss of engine power for reasons that could not be determined due to thermal damage and because postaccident examination of the engine revealed no anomalies that would have precluded normal operation.

HISTORY OF FLIGHT

On April 20, 2015, about 1440 eastern daylight time, a Mooney M20TN, N608MR, was substantially damaged during a forced landing following a total loss of engine power on approach to Lakeland Linder Regional Airport (LAL), Lakeland, Florida. The commercial pilot was seriously injured. The airplane was owned by Premier Aircraft Sales, LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed in the area, and an instrument rules flight plan was filed for the flight, which departed from Stuart Airport (SUA), Stuart, Florida about 1340, with the intended destination of LAL.

In a written statement, the pilot stated that the airplane was on final approach with the landing gear and flaps extended, and that the engine's manifold pressure was indicating about 12 inches. As he advanced the throttle, the engine did not respond. The pilot attempted to troubleshoot the problem to restore engine power but was unsuccessful and subsequently conducted a forced landing to a clearing. The airplane impacted terrain, trees, and a gate about 6,000 ft from the runway 27 threshold at LAL; the forward fuselage, including the cockpit area, was consumed by a postcrash fire.

A fuel receipt indicated that, on the morning of the accident, the airplane was fueled with 20 gallons of 100LL aviation fuel before departure from SUA.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) records, the pilot held a commercial pilot certificate issued August 25, 2003, with ratings for airplane single-engine land, multiengine land, and instrument airplane; and a private pilot certificate with a rating for glider. He held a third-class FAA medical certificate, which was issued in May 2013, with the restriction, "must have available glasses for near vision." His most recent flight review was conducted in May 2014. According to the pilot's logbook, he had 5,735.4 total hours of flight experience, of which 32.7 hours were in the 90 days preceding the accident, and 12.4 hours were in the 30 days preceding the accident.

AIRCRAFT INFORMATION

According to FAA records, the airplane, serial number 31-0132, was issued an airworthiness certificate on March 2, 2015. It was powered by a Continental Motors TSIO-550-G5B, 310 hp reciprocating engine, serial number 1010446, which drove a Hartzell PHC-J3YF-1RF three-blade-model F7498 propeller. The airplane was new and had not yet received a 100-hour or annual inspection; however, it had undergone a new airplane inspection as required by the manufacturer.

METEOROLOGICAL INFORMATION

The 1433 recorded weather observation at LAL included wind from 280° at 8 knots, visibility 5 miles, thunderstorms and light rain, scattered clouds at 1,600 ft above ground level (agl), overcast clouds at 2,600 ft agl, temperature 22°C, dew point 19°C, and an altimeter setting of 29.88 inches of mercury.

The 1450 recorded weather observation at LAL included wind from 360° at 6 knots, visibility 10 miles, thunderstorms and light rain, scattered clouds at 1,600 ft agl, overcast clouds at 3,300 ft agl, temperature 22°C, dew point 21°C, and an altimeter setting of 29.89 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The airplane wreckage was moved before the investigative team's arrival; however, photographs revealed that the airplane was engulfed in flames shortly after impact. A video taken by the pilot immediately after he exited the airplane showed fire beginning predominantly forward of the wings but engulfing the wings within a few seconds of the start of the recording.

The initial impact point was indicated by three tire markings in the grass, corresponding to each of the airplane's three landing gear, which extended about 20 ft. The tire marks ended, and the airplane subsequently impacted a palm tree about 5 ft agl, then a 15-ft-tall archway over an entrance gate before impacting another tree and the ground. The debris path extended about 200 ft on a heading about 060° from the initial impact point, and the airplane came to rest on a heading about 260°.

The forward fuselage exhibited extensive thermal damage. The empennage was intact and not affected by the postcrash fire. The engine remained attached to its mounts and the firewall; however, all of the mounts displayed varying degrees of impact damage.

The propeller remained attached to the crankshaft flange and the propeller spinner was secured to the hub. The spinner exhibited no rotational scoring or signature marks around its circumference. The three propeller blades remained attached to the hub. One blade exhibited leading edge gouging, one blade tip was bent aft, and the other blade exhibited chordwise scratching and was bent aft about midspan.

Engine Observations

Examination of the engine revealed extensive thermal damage to the rear accessory pad and top of the engine. The turbo controller was not observed and was presumed to be destroyed by the postimpact fire. The No. 5 cylinder exhibited impact damage on the cooling fins. All spark plug leads remained attached to their respective plugs and to their respective magnetos. The fuel injector lines remained attached. Portions of the lubrication line system were thermally destroyed. No external anomalies were noted.

The crankshaft was rotated by hand at the propeller flange, and thumb compression was obtained on all cylinders except No. 5 as a result of impact damage that restricted movement of the valves. Crankshaft continuity was observed from the propeller flange aft to the crankshaft gear bolts and the accessory end. Camshaft continuity was also confirmed. Removal of the oil pump housing cap revealed that the oil pump gears were intact with no signs of hard particle passage throughout the housing. The oil filter was in place and safety-tied. The oil filter was removed and cut open for examination. The filter element was thermally damaged but otherwise unremarkable.

The engine oil dipstick was present; the oil level was about 7 quarts, within the normal operating range, and the oil appeared normal in color and was free of contaminants. The propeller governor remained attached to the front side of the engine, and the cable remained secured and attached to the propeller lever.

Ignition System

The ignition wiring was thermally destroyed. The magnetos were secure on their mounting pads. The pressurization lines to the magnetos were secured in place but were destroyed by fire. The ignition harness was destroyed; however, the terminal leads to the sparkplugs were secured and in place. All spark plugs were secured and in place. The top spark plugs were removed and the cylinders were inspected with a borescope. All cylinders appeared normal in color and no abnormalities were noted within the cylinder barrels, intake valves, or exhaust valves. The sparkplugs appeared to be in new condition with little-to-no combustion deposits on the electrodes or insulators. During crankshaft rotation, the magneto impulse couplings were audibly observed. Removal of the vent plug on each magneto revealed the distributor gears were intact and the left magneto showed signs of thermal distress. The magnetos were removed for further testing. The shafts and gear rotated freely by hand. Removal of the ignition harness from the distributor towers did not show any signs of arcing or cracking.

Turbocharger System

The left and right turbochargers were manufactured by Hartzell. The slope control was not located during the examination and was presumed to have been destroyed by postcrash fire. The manifold pressure, upperdeck, and oil lines remained in the area of the slope controller. The wastegate actuator lines were secured to their respective locations. The wastegate actuator operated as intended with no anomalies noted when compressed air was applied. No foreign object debris-related damage was noted on either turbocharger's impeller, and the impellers could be rotated by hand. The oil lines to and from both turbocharger bearings were intact and secured to their respective fittings.

Engine Fuel System

The supply line to the fuel pump was attached and secured to the inlet. The inlet, outlet, and vapor return lines were attached and finger-tight, with numerous threads engaged. The upper-deck reference was also secured to the fuel pump. The mixture control remained attached to the mixture lever and the lever remained secured to the mixture shaft, at the full-rich position, as found. The engine-driven fuel pump remained attached and secure and the drive coupling was intact. The housing bolts were intact and safety-wired; however, there was considerable thermal distortion of the housing.

The throttle body was intact and attached to the intake plenum, and the throttle control cable was attached to the throttle lever, which was attached to the throttle shaft. There were no signs of binding. The manifold pressure lines and upper-deck pressure lines remained secured to the throttle body. The inlet fuel line and the fuel line from the fuel metering unit to the manifold valve were secured.

The fuel manifold valve was in place and sustained thermal damage; all fuel injector lines remained attached to the fuel manifold valve. The fuel injection lines remained secured to their respective fuel injection nozzles. The upperdeck reference lines were in place around the fuel injection nozzles. All fuel injection nozzles were free of debris.

The fuel selector valve was found in the left tank position and the fuel gascolator stem was down. The selector valve was removed and air was blown through the engine line; the valve operated normally through all settings. The fuel supply lines remained attached to the firewall. The fitting on the inlet and outlet lines to the boost pumps remained secured and in place. The electrical wiring was thermally destroyed. The engine controls were located, and the throttle and mixture levers were in the full forward position. The gascolator was removed and exhibited extensive thermal damage. The unit was disassembled and the screen was unobstructed.

Right Wing

The right wing exhibited impact crush damage and thermal damage outboard of the landing gear well. The flap was impact separated and segmented into two pieces, and the thermal damage extended from the root outboard to 70 inches from the wing tip. The aileron remained attached at its attach points. The pushrod that connected the aileron bellcrank to the aileron was not located; however, the fracture ends displayed soot damage on the fracture surface. The fuel cap was not located. The fuel system vent tube remained in the wing and the area around the vent tube was thermally damaged. Compressed air was applied to the vent tube and air was noted exiting the vent tube system into the fuel tank. The fuel tank was compromised and destroyed by postcrash fire. The landing gear remained attached, was observed in the extended position, and was thermally damaged.

Left Wing

The left wing was separated into three sections. The outboard section began at the inboard hinge of the aileron and extended to the wing tip. The segment was devoid of thermal damage, was impact-damaged, and the aileron remained attached. The middle section was cut during recovery and exhibited minimal thermal damage, mostly on the inboard portion of the section. The middle section also contained the fuel cap, which was found secure and in place, and the fuel vent, which was bent approximately 15° about 5 inches from one end. The vent tube was removed from the fuel tank fitting. Air was applied to one end of the tube; however, air flow through the tube was restricted. A light was attached to one end and light was visible from the other end of the tube. No debris was observed exiting the tube when air was applied. The inboard section of the wing was about 5 ft in length, was thermally damaged, and remained attached to the fuselage; however, it was cut to facilitate transport. The fuel tank was destroyed by postcrash fire. The main landing gear was detached at the top of the gear strut and, according to recovery personnel, was located along the debris path. The landing gear did not exhibit any thermal damage. The flap was separated into two sections and appeared to have been cut for transport. The speed brake remained attached and was found in the retracted position.

Cockpit

The cockpit exhibited extensive thermal damage. The flight control column was destroyed; however, elevator continuity was observed from the area near the control column to the elevator. Aileron continuity was observed from the area near the control column to the fracture points along the segmented sections of the aileron tube. The cockpit and seats exhibited extensive thermal damage. The front seats were equipped with AMSafe inflatable seatbelts; however, the pilot did not recall the seat belts inflating. The bruising on the pilot's torso was consistent with an uninflated shoulder harness. The squibs for the AMSafe system seatbelt and shoulder harness were located and were thermally damaged. The buckles were not located for the front seats. The seats were co-located with their attach points; however, the seats were not securely attached due to thermal damage.

Empennage

The empennage aft of the cargo compartment was intact and exhibited no thermal damage. Measurement of the flap barrel indicated that the wing flaps were in the fully extended position. The elevator trim measured 1.75 inches, which correlated to a slightly nose-up trim setting. The right and left horizontal stabilizers remained attached at their respective attach points. The right horizontal exhibited minor crushing at the leading edge root. The left horizontal stabilizer counterweight was not located. Rudder continuity was confirmed from the rudder to the rudder pedals and to the nosewheel steering.

ADDITIONAL INFORMATION

Throttle and Mixture Cable

The as found positions of the throttle and mixture cable were noted at the accident site. The cables and their respective assemblies were then sent to the NTSB Materials Laboratory in Washington, D.C. for further examination. Both control assemblies exhibited significant heat damage; however, no pre-existing binding or obstruction to operation was observed on either of the controls. The throttle cable position was measured at 3.75 inches, which correlated to 74% open. According the airplane manufacturer, the full-closed (idle) position would measure 1.3 inches, and the full (open)-throttle position would measure 4.620 inches. The mixture cable position measured 6.70 inches, about 57% rich. According to the manufacturer, the full idle-cutoff position would measure 5.35 inches, and the full-rich mixture position would measure 7.70 inches. The throttle control cable could not be easily moved, likely due to heat damage to the liner. The mixture control release rod was bent and unable to be moved, likely due to thermal damage.

Magnetos and Fuel System Component Examination

The ignition and fuel system components were examined at the manufacturer's facility under NTSB oversight. The magnetos could not be functionally tested due to thermal damage. Rotation of the drive shafts resulted in a coinciding rotation of the distributor gears (as observed through their respective housing ports). Disassembly of the magnetos revealed that the internal timing of each magneto was correct. The internal wires sustained thermal damage and some components were corroded. The cam follower opened and closed the points appropriately during drive shaft rotation.

The engine-driven fuel pump sustained thermal damage that precluded functional testing. The pump was disassembled and no pre-accident anomalies were noted with the internal components. The mixture control shaft o-ring was in place, but was thermally damaged.

The throttle body was disassembled and no pre-accident anomalies were noted with the internal components. The o-rings were in place.

The fuel manifold valve was disassembled and the diaphragm was intact with the plunger secured. The screen was clear with no debris or obstructions noted.

A test was conducted with an exemplar engine-driven fuel pump on an exemplar engine. The mixture control shaft o-ring was omitted to induce a known leak from the engine-driven pump. During priming operation, fuel was observed leaking from the mixture control shaft. The exemplar engine was started and run throughout production test parameters (idle to full power) with no misses or engine stumbling noted.

Throttle Body

The throttle body could not be functionally tested due to thermal damage; however, the manufacturer provided a new, exemplar throttle body for testing purposes. The valve's o-rings were removed to simulate a leak in the throttle body assembly. The assembly was then connected and bench-tested on a fuel test stand and subsequently attached to an exemplar engine and tested under the supervision of NTSB personnel. The throttle body operated within the acceptable range of a new unit and no anomalies or hesitations were noted.

Similar Previous Accident


A review of the NTSB database revealed an accident involving a similar airplane and engine that occurred on May 10, 2014, in San Antonio, Texas (NTSB accident number CEN14LA234). In that case, the pilot also advanced the throttle lever while operating in the airport traffic pattern and the engine stopped producing power. Postaccident examination of the engine revealed no anomalies, and the reason for the loss of engine power could not be determined.

NTSB Identification: ERA15FA191 
14 CFR Part 91: General Aviation
Accident occurred Monday, April 20, 2015 in Lakeland, FL
Aircraft: MOONEY INTERNATIONAL CORP M20TN, registration: N608MR
Injuries: 1 Serious.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.
On April 20, 2015, about 1440 eastern daylight time, a Mooney M20TN, N608MR, was substantially damaged during a forced landing following a total loss of engine power while on final approach to Lakeland Linder Regional Airport (LAL), Lakeland, Florida. Day visual meteorological conditions prevailed and an instrument rules flight plan was filed. The commercial pilot sustained serious injuries. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight had departed from the Stuart Airport (SUA), Stuart, Florida, about 1340.

The airplane was removed prior to the investigative team's arrival; however, photographs provided to the investigative team revealed that the airplane came to rest near the aft end of a boat, that was on a trailer. The airplane forward of the aft baggage compartment bulkhead, was engulfed in flames. A video, taken by the pilot immediately after exiting the airplane, revealed fire beginning predominately forward of the wings but engulfing the wings within a few seconds of the start of the recording. The accident flight path was oriented on a 060 degree heading and the debris path began with three tire marks, approximately 20 feet in length and 200 feet to the west of the main wreckage resting point. The airplane became airborne, impacted a palm tree about 5 feet agl, as evidenced by an imbedded pitot tube in the tree trunk, impacted an archway over an entrance gate that was about 15 feet in height, struck another palm tree, and then impacted the ground coming to rest on an approximate heading of 260 degrees. The accident location was about 6,100 feet and 76 degrees from the runway 27 threshold, the intended landing runway.

According to the pilot, he had been vectored around some weather and was at 2000 feet above mean sea level (msl). He was given clearance to descend to 1600 feet msl and was placed on the final approach course at the final approach fix for the RNAV runway 27 approach. In order to configure for landing he reduced the power, extended the landing gear, and extended the flaps to the 33 degree flap setting. Once he was established at his planned approach speed, he utilized the veneer knob, on the throttle, to add power; however, the engine failed to respond. He then utilized the throttle lever and applied full power; however, the engine did not respond. He switched fuel tanks, checked his magneto switch, and fuel pump in an attempt to get the engine to respond; however, none were successful. Due to his configuration he elected to make an off airport landing and turned the airplane to the right, towards a vacant field. He further stated that the time from the first attempt to apply power and the accident was less than a minute.

Postrecovery examination revealed that the airplane was thermally damaged forward of the baggage compartment aft bulkhead. Impact damage was consistent with the airplane impacting the ground in a right wing, nose down attitude. The left wing was segmented into three sections and the right wing was segmented into two sections about midspan. Examination of the propeller blades revealed that the engine was not under power at the time of the impact and that the propeller was most likely windmilling. Examination of the fuel vents revealed that there was no obstruction to the fuel venting system. Examination of the engine revealed crankshaft and camshaft continuity from the propeller flange to the rear accessory pad, and thumb compression was noted on all cylinders, except for Cylinder No. 5 which had sustained impact damage.

A fuel receipt located at a fixed base operator at SUA revealed that, on the morning of the accident, the airplane was fueled with 20 gallons of 100LL aviation fuel. According to the pilot, the 20 gallons was a "top off" and would have provided him with full fuel tanks.

The engine was retained for further examination.


AN INVESTIGATOR CLIMBS INSIDE the melted fuselage of an airplane that crashed and burned near Village Road and Pipkin Creek Road in Lakeland on Monday at about 3:30 p.m.



Firefighters and investigators look at the melted fuselage of a an airplane which crash and burned near the intersection of Village Rd. and Pipkin Creek Rd. approximately 3:30 pm in Lakeland. Monday, April 20, 2015.





LAKELAND -- The pilot of a small plane escaped in the nick of time after the aircraft crashed in a Lakeland neighborhood. 

The Polk County Sheriff's Office says about 3 p.m. a single engine plane started having mechanical problems in the air before crashing into the neighborhood, near the Lakeland Linder Regional Airport.

People living along Pipkin Creek in Lakeland captured the dramatic scene- a plane down and on fire in their quiet neighborhood.

Julie Richmond said she was home when a man started frantically banging on her door.

"He just said ‘there's a plane crash, plane crash.’ So I just went out there and I opened the door and I ran out and he said "call 911" and I called 911,” she said.

The sheriff's office says the pilot, 55-year-old Richard Simile of Auburn, Alabama radioed he was having mechanical problems.

They say he tried to land at Lakeland Linder Airport but didn't make it. Instead, he narrowly missed an open field and came down by a row of houses and a horse farm.

"All the horses in the horse farm were just running around going absolutely insane so the first thing we did was we pulled in and got the horses under control and then we came out here and there was just pieces everywhere, just the plane was just spread out everywhere,” said Logan Schmidt, witness.

The pilot managed to get out of the plane and walked away with minor injuries but witnesses say as soon as he escaped, the plane caught on fire.

"The plane was trashed. The whole front end was all done. Just mangled,” said Keaton Dixson, witness.

No one on the ground was hurt but the back end of a boat sitting next to the plane was badly damaged, as well.

"I'm just glad nobody got hurt. I'm glad he got out fine and I'm glad, because that's my friend's house, the boat, and everything and I'm glad they weren't home and it did not crash into any house,” Richmond said.

We reached the pilot by phone and he declined to comment.

Officials say the crash was not related to the Sun N' Fun International Fly-In and Expo which starts Tuesday.

Original article can be found here: http://www.baynews9.com



























































LAKELAND, FL (WFLA) - A pilot survived a crash that caused his small plane to burst into flames in a Lakeland neighborhood on Monday afternoon.

The pilot walked away from the crash with only minor injuries.

Photos taken shortly after the crash appear to show the crashed plane and a nearby boat on fire. The boat was parked on a street near where the plane crashed.

Polk County Sheriff's Office and Lakeland Fire Department responded to the crash which happened around 3 p.m. in the 3900 block of Pipkin Creek Road.

First responders arrived on-scene and discovered that the pilot and sole occupant, walked away from the crash with only minor injuries. The pilot's is 55-year-old Richard Simile, from Auburn, Alabama, who was practicing for the Sun 'n Fun fly in, which begins Tuesday at Lakeland Linder Airport.

The plane is a Mooney M20TN Acclaim Type S. The pilot told first responders that he was heading westbound when he lost power and the crash occurred. After he exited the plane, it caught fire.

Lakeland Fire responded to extinguish the fire. The FAA is already on-scene and will investigate the cause of the crash.

Original article can be found here:   http://www.wfla.com

A pilot walked away from a small plane crash in Lakeland Monday afternoon with no major injuries.

Around 3:00 p.m. Monday, the Polk County Sheriff's Office responded to the scene of an airplane crash in the 3900 block of Pipkin Creek Road.

When first responders arrived on-scene they located the pilot, who was the sole occupant of the plane.

The pilot, who walked away from the crash with only minor injuries, is identified as 55-year-old Richard Simile, from Auburn, Alabama. The plane is a Mooney M20TN Acclaim Type S.

Simile told first responders that he was heading westbound when he lost power and crashed. He was able to get out of the plane on his own, then the plane caught fire.

The Lakeland Fire Department responded to extinguish the fire. The FAA is investigating the cause of the crash.

Original article can be found here:  http://www.nbcmiami.com