Saturday, May 16, 2015

Beechcraft B200 King Air, N505SP: Accidents occurred May 10, 2021 and May 16, 2015; Cessna T206H Turbo Stationair, N206DT, Accident occurred May 10, 2021

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.

The National Transportation Safety Board did not travel to the scene of this accident.



Location: Palm Springs, CA 
Accident Number: WPR21LA253
Date & Time: May 10, 2021, 09:21 Local
Registration: N206DT (A1); N505SP (A2)
Aircraft: Cessna T206H (A1); RAYTHEON AIRCRAFT COMPANY B200 (A2)
Injuries: 2 None (A1); 1 None (A2)
Flight Conducted Under: Part 91: General aviation - Personal (A1); Part 91: General aviation - Personal (A2)

Aircraft and Owner/Operator Information (A1)

Aircraft Make: Cessna 
Registration: N206DT 
Model/Series: T206H H 
Aircraft Category: Airplane
Amateur Built: No
Operator: 
Operating Certificate(s) Held: None
Operator Designator Code:

Aircraft and Owner/Operator Information (A2)

Aircraft Make: RAYTHEON AIRCRAFT COMPANY
Registration: N505SP
Model/Series: B200
Aircraft Category: Airplane
Amateur Built: No
Operator: 
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: 
Condition of Light:
Observation Facility, Elevation:
Observation Time:
Distance from Accident Site: 
Temperature/Dew Point:
Lowest Cloud Condition: 
Wind Speed/Gusts, Direction: / ,
Lowest Ceiling: 
Visibility:
Altimeter Setting: 
Type of Flight Plan Filed:
Departure Point:
Destination:

Wreckage and Impact Information (A1)

Crew Injuries: 1 None 
Aircraft Damage: Substantial
Passenger Injuries: 1 None 
Aircraft Fire: None
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 2 None 
Latitude, Longitude: 33.745037,-116.26793

Wreckage and Impact Information (A2)

Crew Injuries: 1 None
Aircraft Damage: Minor
Passenger Injuries: 
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 33.745037,-116.26793 






Aviation Accident Final Report - National Transportation Safety Board

The National Transportation Safety Board did not travel to the scene of this accident.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; San Diego, California

Investigation Docket - National Transportation Safety Board:

Location: Carlsbad, California 
Accident Number: WPR15LA165
Date & Time: May 16, 2015, 15:48 Local
Registration: N505SP
Aircraft: RAYTHEON AIRCRAFT COMPANY B200 
Aircraft Damage: Substantial
Defining Event: Electrical system malf/failure 
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal
 
Analysis 

The commercial pilot reported that, about 10 minutes after takeoff for a cross-country flight, the airplane experienced a loss of electrical power and that he lost contact with air traffic control (ATC). The pilot proceeded on a westerly course and then proceeded southbound. Partial electrical power was restored, and he tried to re-establish radio contact with ATC with no success. The pilot subsequently diverted to an airport for landing. After he received a green light signal from control tower personnel, the pilot extended the landing gear and flaps. When the airplane touched down, the pilot realized that the landing gear had not extended.

During initial postaccident interviews, the pilot stated that, when he departed, the generators were on and that, after the loss of electrical power, he did not perform any emergency procedures or attempt to reset the generators because the checklist was in a cabinet that he could not reach. In a subsequent interview, the pilot stated that he may have accidentally turned on the starter switches while on the ground at the departure airport, which would have turned off the generators and led to the loss of electrical power.

After the accident, a mechanic entered the cockpit, and he reported that he found the landing gear handle in the "down" position and the flap handle in the "full-up" position. The battery switch was in the "off" position with the battery gang bar down, which turned off the battery, generator 1, and generator 2. After lifting the gang bar and turning on the battery switch, he saw nothing on the cockpit displays but heard the airplane power up. After about 30 minutes, he turned on the electrical power, and the cockpit displays illuminated, and he heard the landing gear trying to extend.

During recovery, the airplane was lifted off the ground, and the landing gear were successfully extended to the down-and-locked position using the emergency gear extension hand pump.

It is likely that the pilot inadvertently turned on the starter switches, which turned off the generators, at the departure airport, and that this led to the depletion of the battery and loss of electrical power to the airplane's systems. If the pilot had the emergency checklist available and followed the emergency procedures for a loss of electrical power, which required resetting the generators, or if he had attempted to manually extend the landing gear, he likely could have lowered the landing gear. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's inadvertently turning on the starter switches, which turned off the generators and resulted in a loss of electrical power and gear-up landing. Contributing to the accident was the pilot's failure to follow the emergency procedures for a loss of electrical power or to manually extend the landing gear. 

Findings

Aircraft Starter-generator - Unintentional use/operation 

Personnel issues Lack of action - Pilot 
Personnel issues Use of policy/procedure - Pilot 

History of Flight

Prior to flight Preflight or dispatch event
Enroute-climb to cruise Electrical system malf/failure (Defining event)

On May 16, 2015, at 1548, Pacific daylight time, a Beech King Air B200, N505SP, was substantially damaged when the airplane landed with the landing gear retracted at Mc Clellan-Palomar Airport (CRQ), Carlsbad, California. The airplane was registered to and operated by the commercial pilot under the provisions of 14 Code of Federal Regulations Part 91. The pilot was not injured. The cross-country personal flight departed Palm Springs (PSP), California, about 1515 with a planned destination of Santa Ana, California. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported that 10 minutes into the flight, he received an instrument flight rules flight plan from air traffic control (ATC). The cloud tops were at 8,500 feet and he was cleared to 6,000 ft, which put him in the clouds.

Within minutes of entering the clouds, the airplane lost all electrical power, and the pilot lost contact with ATC. He climbed back out of the clouds and proceeded to the west; he found a hole in the clouds over the Pacific Ocean, descended, and turned southbound. He said partial electrical power was restored, and he tried to advise ATC of his problems. His transmissions were not understood, but he flew to CRQ, and received a green light from the tower personnel. He extended the landing gear and flaps but had no airspeed indicator. When the airplane touched down, the pilot realized that his landing gear had not extended.

Witnesses reported that the airplane approached the runway and was faster than a normal landing, and the gear was still retracted.

The pilot reported during an initial telephone interview with the National Transportation Safety Board investigator-in-charge, that after the loss of electrical power he did not perform any emergency procedures as the checklist was in a cabinet and not reachable; he was just trying to fly the airplane. The pilot stated that when he departed from PSP, the generators were on. When asked if he attempted to reset the generators, he again stated that he did not do any emergency procedures except to fly the airplane. In a later interview, the pilot stated that he may have accidently turned on the starter switches, which would have turned off the generators and accounted for the loss of electrical power.

A mechanic was dispatched to help defuel the airplane about 30 minutes after the accident. He reported that fuel was leaking from the right wing so he disconnected the battery. He opened an access panel but was unable to mechanically turn off the fuel selector valve (FSV). He reconnected the battery and went into the cockpit. He saw that the landing gear handle was in the down position, and the flap handle was in the full up position. The battery switch was in the OFF position with the battery gang bar down, which turned off the battery, generator 1, and generator 2. After lifting up the gang bar and turning on the battery switch, he saw nothing on the cockpit displays but heard the airplane power up. He located the FSV, turned it off, and confirmed with a firefighter that the solenoid in the wing audibly closed. The mechanic turned the electrical power off and disconnected the battery. The fuel leak from the right engine filter bowl stopped.

It took the mechanic about 30 minutes to gather the equipment needed to defuel the airplane, and he decided to start with the right side by connecting to the engine supply line. He reconnected the battery and entered the cockpit to turn on the electrical power. With power on, the cockpit displays illuminated, and he heard the landing gear try to operate to the down position. After another mechanic pulled the circuit breaker for the avionics, he defueled the airplane.

During recovery, the airplane was lifted off the ground, and the landing gear were successfully extended to the down and locked position.

Pilot Information

Certificate: Commercial; Private 
Age: 68,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With waivers/limitations 
Last FAA Medical Exam: March 6, 2014
Occupational Pilot: No
Last Flight Review or Equivalent: July 31, 2013
Flight Time: 5230 hours (Total, all aircraft), 330 hours (Total, this make and model), 5050 hours (Pilot In Command, all aircraft), 25 hours (Last 90 days, all aircraft), 8 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: RAYTHEON AIRCRAFT COMPANY
Registration: N505SP
Model/Series: B200 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1996
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: BB-1538
Landing Gear Type: Retractable - Tricycle
Seats: 9
Date/Type of Last Inspection: December 16, 2014 Continuous airworthiness
Certified Max Gross Wt.: 12500 lbs
Time Since Last Inspection:
Engines: 2 Turbo prop
Airframe Total Time: 3962.4 Hrs at time of accident
Engine Manufacturer: Pratt & Whitney
ELT: C126 installed, not activated 
Engine Model/Series: PT6A-52
Registered Owner:
Rated Power: 850 Horsepower
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KCRQ,328 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 22:53 Local 
Direction from Accident Site: 332°
Lowest Cloud Condition: Few / 1900 ft AGL
Visibility: 10 miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual:  /
Wind Direction: 250°
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30 inches Hg
Temperature/Dew Point: 18°C / 11°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: PALM SPRINGS, CA (PSP)
Type of Flight Plan Filed: IFR
Destination: Carlsbad, CA (CRQ) 
Type of Clearance: IFR
Departure Time:
Type of Airspace: 

Airport Information

Airport: MC CLELLAN-PALOMAR CRQ
Runway Surface Type: Asphalt
Airport Elevation: 330 ft msl 
Runway Surface Condition: Dry
Runway Used: 24 
IFR Approach: None
Runway Length/Width: 4897 ft / 150 ft
VFR Approach/Landing: Traffic pattern

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None 
Latitude, Longitude: 33.126945,-117.278335 (est)

Additional Information

The pilot checklist emergency procedures for a dual generator failure identifies the first step to reset the generators, then on.

If the generators do not reset, the checklist identifies for landing, to extend the landing gear manually.

NTSB Identification: WPR15LA165
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 16, 2015 in Carlsbad, CA
Aircraft: RAYTHEON AIRCRAFT COMPANY B200, registration: N505SP
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 May 16, 2015, at 1548, Pacific daylight time (PDT), a Beech King Air B200, N505SP, landed gear up at Mc Clellan-Palomar Airport (CRQ), Carlsbad, California. The owner/pilot was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot, the sole occupant of the airplane, was not injured; the airplane sustained substantial damage to the wing structure. The cross-country personal flight departed Palm Springs, California, about 1515, with a planned destination of Santa Ana, California. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported that about 10 minutes after takeoff he experienced a loss of electrical power. The pilot was able to maintain VFR conditions on top of the clouds and proceeded to fly westbound until reaching the coastline, at which time he turned southbound. As he flew towards Carlsbad he was able to recover some radio operations. He obtained a green light to land from the ATC tower personnel at CRQ. The pilot related that he did not realize his landing gear was retracted until it was too late and he was committed to land.

Witnesses reported that the airplane approached the runway faster than a normal and the gear was still retracted.

NTSB Identification: WPR15LA165
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 16, 2015 in Carlsbad, CA
Aircraft: RAYTHEON AIRCRAFT COMPANY B200, registration: N505SP
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 May 16, 2015, at 1548, Pacific daylight time (PDT), a Beech King Air B200, N505SP, landed gear up at Mc Clellan-Palomar Airport (CRQ), Carlsbad, California. The owner/pilot was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot, the sole occupant of the airplane, was not injured; the airplane sustained substantial damage to the wing structure. The cross-country personal flight departed Palm Springs, California, about 1515, with a planned destination of Santa Ana, California. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported that about 10 minutes after takeoff he experienced a loss of electrical power. The pilot was able to maintain VFR conditions on top of the clouds and proceeded to fly westbound until reaching the coastline, at which time he turned southbound. As he flew towards Carlsbad he was able to recover some radio operations. He obtained a green light to land from the ATC tower personnel at CRQ. The pilot related that he did not realize his landing gear was retracted until it was too late and he was committed to land.

Witnesses reported that the airplane approached the runway faster than a normal and the gear was still retracted.

Fatal accident occurred May 16, 2015 in Angel Fire, Colfax County, New Mexico

AUSTIN -- A senior Austin police officer died while flying an ultralight aircraft in Angel Fire, New Mexico Saturday, KVUE confirmed with sources.

While in flight, the engine malfunctioned, causing the aircraft to quickly lose altitude and impact the ground. The officer died instantly on impact.

46-year-old Paul L. Johnson leaves behind a wife and two children. 

Source: http://www.kvue.com

A senior police officer died in an aircraft crash in New Mexico Saturday.
(Photo: Austin Police Department)

Piper PA-24 Comanche, N9032P: Fatal accident occurred May 16, 2015 near Kestrel Airpark (1T7), Spring Branch, Comal County, Texas

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

NTSB Identification: CEN15FA232 
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 16, 2015 in Spring Branch, TX
Probable Cause Approval Date: 03/06/2017
Aircraft: PIPER PA 24-260, registration: N9032P
Injuries: 4 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 departing on a local flight with three passengers in the complex, high-performance airplane. Shortly after takeoff, the airplane descended and impacted terrain near a store parking lot. Postaccident examination of the airplane did not reveal any anomalies that would have precluded normal operation. Toxicological testing of the pilot revealed the presence of marijuana and its metabolite (THC and THC-COOH). THC is a psychoactive drug with potential effects such as decreased ability to concentrate and maintain attention, and impaired hand-eye coordination; these effects can present with blood levels of THC as low as 1 ng/ml. Due to postmortem redistribution, the exact level of THC and THC-COOH at the time of the accident could not be determined; however, the pilot's minimum THC level was likely about 5-11 ng/ml, and his THC-COOH level was likely about 3-4 ng/ml. His actual levels could have been higher at the time of the accident, and would likely have been higher during the time of preflight decision-making. The accident was consistent with a loss of control after takeoff due to the pilot's impairment by the effects of marijuana.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain control during takeoff due to his impairment from marijuana. Contributing to the accident was the pilot’s impaired decision to fly after using a disqualifying drug.

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

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

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

http://registry.faa.gov/N9032P

NTSB Identification: CEN15FA232 
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 16, 2015 in Spring Branch, TX
Aircraft: PIPER PA 24-260, registration: N9032P
Injuries: 4 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.

HISTORY OF FLIGHT

On May 16, 2015, about 1231 central daylight time, a Piper PA-24-260 airplane, N9032P, impacted terrain near Spring Branch, Texas. The pilot and three passengers sustained fatal injuries. The airplane was destroyed during the impact and subsequent ground fire. The airplane was registered to an individual and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as personal flight. Day visual flight rules conditions prevailed for the flight, which did not operate on a flight plan. The local flight was originating from the Kestrel Airpark (1T7), near Spring Branch, Texas, at the time of the accident.

A witness at 1T7 saw the accident airplane taxi from the common area/hangars on the north taxiway and saw it headed to runway 12. There was a strong quartering headwind for runway 12. The witness estimated the wind was 20 knots sustained, gusting 25-30 knots. He watched the accident airplane's takeoff roll. The aircraft climbed and was about 20-30 feet in the air when it was abeam the witness. The aircraft's nose dropped for a couple seconds after it passed him. It then started climbing out and the witness saw and heard the landing gear retracting. The airplane was about 100 feet above the ground. The aircraft then looked like it weathervaned into the wind and continued climbing to about 200-300 feet above the ground. At that point, the witness stopped watching the airplane. He stated that he did not notice anything fall off the airplane or anything unusual about the appearance of sound of the airplane during its taxi by and its takeoff.

The airplane banked left during the takeoff, descended, and impacted terrain nose down near a store parking lot.

PERSONNEL INFORMATION

The 38-year-old pilot held a Federal Aviation Administration (FAA) private pilot certificate with airplane single-engine land and multi engine land ratings. He held a FAA airframe and powerplant mechanic certificate. A review of FAA records show that the pilot's last medical examination was completed on March 29, 2010, when he was issued a first-class medical certificate with no limitations. On the application for that medical certificate, the pilot reported that he had accumulated 96 hours of total flight time.

According to reviewed FAA records, the pilot first applied for a private pilot certificate with an airplane single-engine rating on January 5, 2007, and received a disapproval notice for airport and seaplane base operations, emergency operations. He reapplied on January 10, 2007, and he was issued a private pilot certificate with an airplane single-engine land rating. On May 21, 2014, he applied for a private pilot certificate with an airplane multiengine rating and he received a disapproval notice for not properly identifying the failed engine during a simulated emergency first. The pilot reapplied on November 6, 2014, and he was issued a private pilot certificate with an airplane multiengine land rating. On that reapplication, he indicated that he had accumulated 122.1 hours of total flight time in airplanes of which 44.6 hours was pilot in command flight time and 10.6 hours was instrument flight time.

AIRCRAFT INFORMATION

N9032P, a 1966 model Piper PA-24-260, Comanche, serial number 24-4494, was an all-metal airplane with semimonocoque fuselage and empennage construction. The airplane's type certificate data indicated that it seated four and had a maximum gross weight of 3,100 pounds. The airplane was powered by a 260-horsepower, six-cylinder, horizontally opposed, air cooled, fuel injected engine, normally aspirated engine, with a data plate marked as Lycoming IO-540-D4A5, serial number L-3449-48. The engine left half's serial number was stamped as L-10556-40. The left case match number was not discernable and the right case match number was stamped as 51154-3. The airplane was equipped with wing flaps, a two-bladed constant speed Hartzell propeller, and retractable tricycle landing gear. The propeller was a HC-C2YK-1BF/F8467-7R model with serial number CH23698, which propeller manufacturer records show was originally built on November 6, 1978, for Piper.

A receipt showed that the airplane was serviced at 1T7 with 49.7 gallons of aviation gasoline (avgas) on May 16, 2015 at 1059.

N9032P was involved in a ground accident in November of 2013. The airplane's left wing impacted a hangar and it sustained damage. The airplane was salvaged, bought by several parties, and was subsequently sold to the pilot.

Available accident airplane's logbooks were reviewed at the pilot's hangar. Endorsements showed that an annual inspection was completed on September 3, 2012. According to these records, the serial number of the engine installed at that time was L-3447-48. The airplane had accumulated a total time of 8,690.9 hours at that time and the indicated engine accumulated 1,917.7 hours of time since a major overhaul.

According to engine manufacturer's safety representative, the IO-540-D4A5 engine with serial number L-3449-48 was returned to Lycoming Engines Facilities in July of 2012. That engine was overhauled and it was converted to an IO-540-C4B5. That overhauled engine was sent to the field and it was installed on a Piper Aztec.

An undated FAA 8050-2 Aircraft Bill of Sale form along with an unstamped envelope addressed to the FAA Aircraft Registration Branch were also observed in the hangar. That form contained a former owner's name and the pilot's name along with both their signatures. Additionally, invoices for airplane parts and mechanic's notes that indicated parts and maintenance manual references were found in the hangar. These items were consistent with a structural wing repair, engine overhaul, and routine maintenance. However, recent airplane logbooks were not found within the hangar that documented the airplane's repair, inspections since the ground accident, and flight time since the ground accident.

METEOROLOGICAL INFORMATION

At 1206, the recorded weather at the San Antonio International Airport (SAT), near San Antonio, Texas, was: Wind 150 degrees at 13 knots; visibility 10 statute miles; sky condition scattered clouds at 2,200 feet, broken clouds at 3,000 feet, broken clouds at 4,300 feet; temperature 27 degrees C; dew point 22 degrees; altimeter 29.88 inches of mercury.

At 1251, the recorded weather at SAT was: Wind 160 degrees at 13 knots, gusting to 22 knots; visibility 9 statute miles; sky condition scattered clouds at 2,300 feet, broken clouds at 3,700 feet, broken clouds at 4,800 feet; temperature 28 degrees C; dew point 22 degrees; altimeter 29.86 inches of mercury.

AIRPORT INFORMATION

1T7, located about 26 miles north of San Antonio, Texas, was a non-towered airport, which was privately owned and operated by the Kestrel Airpark Runway Association. The airport is a public use airport. Its field elevation was 1,261 feet above mean sea level. The airport listed 122.975 megahertz as its common traffic advisory frequency. The airport is serviced by one runway: runway 12/30. The runway is listed as a 3,000-foot by 40-foot asphalt runway. The runway has an operational restriction listed, which indicated that runway 30 rises rapidly at its north end.


WRECKAGE AND IMPACT INFORMATION

A postaccident on-scene investigation was conducted. All major components of the airplane were accounted for at the accident site. The airplane came to rest on terrain and on top of a retaining wall adjacent to a store parking lot about 1/4 mile and 22 degrees magnetic from the intersection of US Highway 281 North and Flightline Drive. The airplane's left wing separated from its fuselage and it was found resting on the retaining wall. The left wing exhibited an outboard skin section that was not painted. This section was consistent with a wing skin replacement. The unpainted section was intact and it remained attached to its wing. Wing separation surfaces exhibited features consistent with overload.

The airplane's fuselage and empennage was found resting on terrain at the top of the retaining wall. The cockpit was deformed, discolored, and sections consumed consistent with a ground fire. The right wing was also deformed, discolored, and an inboard section of it was consumed by fire. The empennage was deformed forward into the fuselage in an accordion like fashion. An outboard section of the left horizontal stabilizer was deformed and discolored. The nylock nuts that held the horizontal stabilizer were in-place and could be removed by fingertip pressure. Flight control cables were traced from the cockpit to each control surface. All observed separations in the flight control system were consistent with overload. The flaps and landing gear were found in their retracted positions.

The engine and propeller were found forward of the fuselage near the base of a tree that was discolored consistent with a coating of soot. One propeller blade was separated near its hub and the other propeller blade's tip was separated. The separated tip exhibited chordwise gouges on its flat face. Charred pieces of paper were found nearby that contained notes consistent with flight training for an instrument rating. The engine was intact and displayed no signs of catastrophic failure. The engine's accessory case was discolored and deformed. The right magneto and the aft section of the engine driven fuel pump were not in place on the accessory case. The top spark plugs and accessory case were removed. The engine's crankshaft was rotated by hand. Crankshaft continuity was confirmed from the propeller flange to each of the cylinders and to the accessory drive gears. A compression check was performed and all cylinders exhibited suction and a thumb compression. The left magneto exhibited thermal deformation and discoloration. The fuel manifold was intact and its disassembly revealed a trapped liquid that contained water as detected by water disclosing paste. The fuel servo was deformed and discolored. Engine control cables were traced from the cockpit to their respective engine controls. All separations in the engine controls were consistent with overload. The components did not display any anomalies that could not be attributed to the post accident fire.

MEDICAL AND PATHOLOGICAL INFORMATION

The Comal County Coroner was asked to arrange for an autopsy to be completed on the pilot to include taking samples for toxicological testing. The autopsy, conducted by Central Texas Autopsy, PLLC, indicated the pilot's cause of death was multiple blunt force injuries.

The FAA Civil Aerospace Medical Institute prepared a Final Forensic Toxicology Accident Report on the toxicological samples taken during the autopsy. The report, in part, indicated:

0.0143 (ug/ml, ug/g) Tetrahydrocannabinol (Marihuana) detected in Blood
0.013 (ug/ml, ug/g) Tetrahydrocannabinol (Marihuana) detected in Lung
0.0037 (ug/ml, ug/g) Tetrahydrocannabinol (Marihuana) detected in Brain
0.1946 (ug/ml, ug/g) Tetrahydrocannabinol Carboxylic Acid (Marihuana) detected in Lung
0.0179 (ug/ml, ug/g) Tetrahydrocannabinol Carboxylic Acid (Marihuana) detected in Brain
0.0119 (ug/ml, ug/g) Tetrahydrocannabinol Carboxylic Acid (Marihuana) detected in Blood

The National Transportation Safety Board Chief Medical Officer reviewed the CAMI findings, FAA documents, and the pilot's autopsy and produced a Medical Factual Report. The report indicated that according to these reviewed items, the pilot initially applied for an aviation medical certificate in 2006. Because he marked "yes" to question 18.w regarding non-traffic convictions for misdemeanors or felonies, the aviation medical examiner deferred the pilot's certificate. The FAA requested additional information, which the pilot provided regarding a conviction for driving with a suspended license; once this had been received and reviewed, the FAA awarded the pilot his medical certificate.

On the pilot's last application for a medical certificate, he reported no medications or chronic medical conditions. He was issued a first class medical certificate without limitations. This certificate would have been no longer valid for any class on March 31, 2015, six weeks before the accident.

The autopsy indicated the cause of death was multiple blunt force injuries due to light plane crash and the manner of death was accident. There was significant damage to the body including multiple lacerations of the heart. No significant natural disease was identified.

In addition to CAMI's testing, toxicology testing performed by NMS Laboratories at the request of the forensic pathologist identified 0.034 ug/ml of tetrahydrocannabinol (delta-9 THC, the active component of marijuana) and 0.0084 ug/ml of tetrahydrocannabinol carboxylic acid (THC-COOH, the primary metabolite of THC) in the pilot's cardiac blood specimen.

Toxicology testing performed by CAMI identified 0.0143 ug/ml of tetrahydrocannabinol (delta-9 THC, the active component of marijuana) and 0.0119 ug/ml of tetrahydrocannabinol carboxylic acid (THC-COOH, the primary metabolite of THC) in the specimen of cardiac blood sent to them. In addition, THC was identified in the pilot's lung (0.013 ug/ml) and brain (0.0037 ug/ml). Finally, THC-COOH was also found in lung (0.1946 ug/ml) and brain (0.0179 ug/ml).

According to details in the CAMI description of Marijuana and in a National Highway Traffic Safety Administration technical report titled Drugs and Human Performance Fact Sheets, THC is described as a psychoactive drug with therapeutic levels as low as 0.001ug/ml. THC has mood-altering effects including euphoria, relaxed inhibitions, disorientation, image distortion, and psychosis. Significant performance impairments are usually observed for at least one to two hours following marijuana use, and residual effects have been reported up to 24 hours.

Tetrahydrocannabinol concentrations typically peak during the act of smoking, while peak tetrahydrocannabinol carboxylic acid concentrations occur approximately 9-23 minutes after the start of smoking. Concentrations of both analytes decline rapidly and are often < 0.005 ug/mL at 3 hours. Significant tetrahydrocannabinol concentrations (0.007 to 0.018 ug/mL) are noted following even a single puff or hit of a marijuana cigarette. Chronic users can have mean plasma levels of tetrahydrocannabinol carboxylic acid of 0.045 ug/ml 12 hours after use; corresponding tetrahydrocannabinol levels are, however, less than 0.001 ug/ml. Interpreting post mortem blood and tissue results for marijuana is complex for several reasons. The drug is lipophilic and gets stored in fatty tissues; it may leech back into blood from liver, lung, and brain after death. According to a Journal of Analytical Toxicology article titled Cannabinoids in Postmortem Toxicology, post mortem redistribution may double or triple peripheral levels.

FIRE


A video from that store parking lot camera was reviewed at the store. The video showed the airplane descending in a nose down attitude and that a flame, consistent with a ground fire, started at 1231.

NTSB Identification: CEN15FA232
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 16, 2015 in Spring Branch, TX
Aircraft: PIPER PA 24-260, registration: N9032P
Injuries: 4 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 May 16, 2015, about 1231 central daylight time, a Piper PA-24-260 airplane, N9032P, impacted terrain near Spring Branch, Texas. The pilot and three passengers sustained fatal injuries. The airplane was destroyed during the impact and subsequent ground fire. The airplane was registered to an individual and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as personal flight. Day visual flight rules conditions prevailed for the flight, which did not operate on a flight plan. The local flight originated from the Kestrel Airpark (1T7), near Spring Branch, Texas.

A witness at 1T7 saw the accident airplane taxi from the common area/hangars on the north taxiway and saw it headed to runway 12. There was a strong quartering headwind for runway 12. The witness estimated the wind was 20 knots sustained, gusting 25-30 knots. He watched the accident airplane's takeoff roll. The aircraft climbed and was about 20-30 feet in the air when it was abeam the witness. The aircraft's nose dropped for a couple seconds after it passed him. It then started climbing out and the witness saw and heard the landing gear retracting. The airplane was about 100 feet above the ground. The aircraft then looked like it weather vaned into the wind and continued climbing to about 200-300 feet above the ground. At that point, the witness stopped watching the airplane. He stated that he did not notice anything fall off the airplane or anything unusual about the appearance of sound of the airplane during its taxi by and its takeoff.

Preliminary witness reports indicated that the airplane banked left during the takeoff, descended steeply, and impacted terrain near a store parking lot.

A video file from that store parking lot camera was reviewed. The video showed that a flame, consistent with a ground fire, started at 1231.

The 38-year-old pilot held a Federal Aviation Administration (FAA) private pilot certificate with airplane single-engine land and multi engine land ratings. He held a FAA airframe and powerplant mechanic certificate. A preliminary review of FAA records show that the pilot's last medical examination was completed on March 29, 2010, when he was issued a first-class medical certificate with no limitations. On the application for that medical certificate, the pilot reported that he had accumulated 96 hours of total flight time.

N9032P, a 1966 model Piper PA-24-260, Comanche, serial number 24-4494, was an all-metal airplane with semimonocoque fuselage and empennage construction. The airplane's type certificate data indicated that it seated four and had a maximum gross weight of 3,100 pounds. The airplane was powered by a 260-horsepower, six-cylinder, horizontally opposed, air cooled, fuel injected engine, normally aspirated engine, with a data plate marked as Lycoming IO-540-D4A5, serial number L-3449-48. The airplane was equipped with wing flaps, a two-bladed constant speed Hartzell model propeller, and retractable tricycle landing gear.

Some of the accident airplane's logbooks were reviewed at the pilot's hangar. Endorsements showed that an annual inspection was completed on September 3, 2012. The airplane had accumulated a total time of 8,690.9 hours at that time. Recent airplane logbooks were not found within the hangar.

A receipt showed that the airplane was serviced at 1T7 with 49.7 gallons of aviation gasoline (avgas) on May 16, 2015 at 1059.

Preliminary information indicated that N9032P was involved in a ground accident in November of 2013. The airplane's left wing impacted a hangar and it sustained damage. The airplane was salvaged and subsequently sold the pilot.

At 1206, the recorded weather at the San Antonio International Airport (SAT), near San Antonio, Texas, was: Wind 150 degrees at 13 knots; visibility 10 statute miles; sky condition scattered clouds at 2,200 feet, broken clouds at 3,000 feet, broken clouds at 4,300 feet; temperature 27 degrees C; dew point 22 degrees; altimeter 29.88 inches of mercury.

At 1251, the recorded weather at SAT was: Wind 160 degrees at 13 knots, gusting to 22 knots; visibility 9 statute miles; sky condition scattered clouds at 2,300 feet, broken clouds at 3,700 feet, broken clouds at 4,800 feet; temperature 28 degrees C; dew point 22 degrees; altimeter 29.86 inches of mercury.

1T7, located about 26 miles north of San Antonio, Texas, was a non-towered airport, which was privately owned and operated by the Kestrel Airpark Runway Association. The airport is a public use airport. Its field elevation was 1,261 feet above mean sea level. The airport listed 122.975 megahertz as its common traffic advisory frequency. The airport is serviced by one runway: runway 12/30. The runway is listed as a 3,000-foot by 40-foot asphalt runway. The runway has an operational restriction listed, which indicated that runway 30 rises rapidly at its north end.

A postaccident on-scene investigation was conducted. All major components of the airplane were accounted for at the accident site. The airplane came to rest on terrain and on top of a retaining wall adjacent to a store parking lot about 1/4 mile and 22 degrees from the intersection of US Highway 281 North and Flightline Drive. The airplane's left wing separated from its fuselage and it was found resting on the side of a retaining wall. The left wing exhibited an outboard skin section that was not painted. This section was consistent with a wing skin replacement. The unpainted section was intact and it remained attached to its wing.

The airplane's fuselage and empennage was found resting on terrain at the top of the retaining wall. The cockpit was deformed, discolored, and sections consumed consistent with a ground fire. The right wing was also deformed, discolored, and an inboard section of it was consumed by fire. The empennage was deformed forward into the fuselage in an accordion like fashion. An outboard section of the left horizontal stabilizer was deformed and discolored. The nylock nuts that held the horizontal stabilizer were in-place and could be removed by fingertip pressure. Flight control cables were traced from the cockpit to each control surface. All observed separations in the flight control system were consistent with overload. The flaps and landing gear were found in their retracted positions.

The engine and propeller were found forward of the fuselage near the base of a tree that was discolored consistent with a coating of soot. One propeller blade was separated near its hub and the other propeller blade's tip was separated. The separated tip exhibited chordwise gouges on its flat face. The engine was intact and displayed no signs of catastrophic failure. The engine's accessory case was discolored and deformed. The right magneto and the aft section of the engine driven fuel pump were not in place on the accessory case. The top spark plugs and accessory case were removed. The engine's crankshaft was rotated by hand. Crankshaft continuity was confirmed from the propeller flange to each of the cylinders and to the accessory drive gears. A thumb compression check was performed and all cylinders exhibited a thumb compression. The left magneto exhibited thermal deformation and discoloration. The fuel manifold was intact and its disassembly revealed a trapped liquid that contained water as detected by water disclosing paste. The fuel servo was deformed and discolored. Engine control cables were traced from the cockpit to their respective engine controls. All separations in the engine controls were consistent with overload. The components did not display any anomalies that could not be attributed to the post accident fire.

Members of the pilot's family were asked to locate the pilot's logbook and recent airplane logbooks for review.

The Comal County Coroner was asked to arrange for an autopsy to be completed on the pilot to include taking samples for toxicological testing.










The investigation continues in Comal County where a plane crashed -- killing a family of four on board.

The victims were a couple and their two young children.

Investigators with the National Transportation Safety Board were at the crash site Sunday.

Sunday morning's storm delayed the investigation for NTSB, they said, but once the rain stopped, they were able to go through and start collecting evidence at the wreckage site.

Spokesman Ed Malinowski said they'll most likely be out there again Monday.

Malinowski said they are looking at three things: the crashed plane, pilot Scott Galloway's background and the aircraft's background.

The spokesman said the plane was a Piper PA-24 Comanche.

He said it would be speculation to discuss if this specific type of plane has had any issues before or engine problems.

The manufacturer of the plane, Piper, was out at the site Sunday, including the engine manufacturer and the federal aviation administration.

"We're looking to gather everything from witness remarks, how the airplane impacted the ground at an angle, where the burning did occur during the ground impact fire," Malinowski said.

"Even if you didn't know the family themselves we know people who knew them, worked with them, who loved them. It impacts us all. There's a heavy dark sadness all over the area today," Tina Platt said, an area resident.

On the FAA's website, it indicates Galloway's plane was either rented or borrowed.



Heather Galloway and children Cheyenne, Clayton.
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Michael Scott Galloway and his wife Heather 
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A single engine plane crashed Saturday afternoon in Spring Branch and killed four people, according to the Comal County Sheriff's Office.

According to the FAA, a Piper PA-24 Comanche  with a four people aboard crashed into the parking lot of Strutty's Feed and Pet Supply on the 4800 block of U.S. Hwy. 281 North shortly after 12:30 p.m. It crashed after departing from Kestrel Air Park.

The Sheriff's Department identified the victims as Michael Scott Galloway, 38, who was flying the plane; his wife, Heather Louise Galloway, 32; and their two children Clayton “Clay-Clay,” 10, and Cheyenne Elizabeth, 8. 

A friend of the family told KENS 5 that  Scott left behind two other children, who are 16 and 18.

Comal Independent School District confirmed Heather Galloway worked as a bus driver for the school district since 2014. A family friend said she chose that line of work to be closer to her children.

Those who knew Scott Galloway said he loved airplanes since he was a kid and at one point even traveled to Afghanistan as a contractor to work on military planes for nine months as a mechanic. Over the years Galloway also owned several of his own businesses, including in construction and a paintless dent removal business.

His friends told Eyewitness News Galloway worked full time as he went to pilot school at night earning his license four years ago. His friends also added last year Galloway bought his own plane and the family would go on trips together frequently.

FAA investigators and the National Transportation Safety Board have both been notified. The NTSB began their investigation Sunday morning.

Source: http://www.kens5.com


























Piper PA-28-140 Cherokee, N7099R: Incident occurred May 16, 2015 near Gillespie Field Airport (KSEE), San Diego/El Cajon, California

RICARDO A. LOPEZ: http://registry.faa.gov/N7099R 

SANTEE — A single-engine airplane made an emergency landing on Prospect Avenue in Santee Saturday morning, striking a truck but causing no injuries, the Sheriff’s Department said. 

The plane, a Piper PA-28-140 Cherokee, was headed from the Phoenix area to Montgomery Field in Kearny Mesa when it suffered a mechanical problem that forced it to divert from its flight plan and make for Gillespie Field in ElCajon.

However, the plane came down on Prospect near Cuyamaca Street instead.

The pilot, a 30-year-old man who identified himself only as Rich, said he has been flying for five years. During the emergency landing he managed to slip his aircraft under some low-hanging power lines in the area before setting down on the roadway.

“To be honest, it was instinct,” he said. “I’m going to call my instructor and tell him ‘thank you’ because he taught me well.”

Ryan Fuentez, 30, who was the plane’s only passenger, said he is learning to fly and will not be deterred by the accident.

“It’ll take a lot more than that to make me wanna stop flying,” Fuentez said.

The truck hit by the single-prop plane sustained only minor damage, according to a sheriff’s deputy.

Source: http://www.utsandiego.com




SANTEE, Calif. – A small plane made an emergency landing on a street and rolled through an intersection in Santee Saturday, deputies said.

Two people aboard the Piper PA-28-140 Cherokee landed it at Cuyamaca Street and Prospect Avenue just after 10:30 a.m. and “clipped” the side of a car parked on the street, a witness told FOX5. 

San Diego Sheriff’s Department deputies and Heartland Fire Department crews were called to assist the pilots after they landed.

No one, including a man inside the car, was injured, deputies said.

What caused the pilot to make the emergency landing was not immediately disclosed.  

Federal Aviation Administration investigators were headed to the scene.

Source:  http://fox5sandiego.com




SANTEE, Calif. - A small plane made an emergency landing just before 10:30 a.m. in Santee. 

The plane, a Piper PA-28-140 Cherokee, was occupied by a pilot and one passenger. They were heading to Montgomery Field in Kearny Mesa from Phoenix. While flying over Santee, the pilot felt the engine lose power.

The pilot said he tried to turn around and land at Gillespie Field, but couldn't make it.

The plane landed in the 9800 block of Prospect Avenue near Cuyamaca Street. It hit an occupied pickup truck, causing minor damage to the plane and truck.

No injuries were reported. The National Transportation Safety Board is responding to the incident.

Source:   http://www.10news.com
  













Exclusive: Guns N' Roses guitarist talks about helicopter ride

8 News NOW

 LAS VEGAS -- In an exclusive interview with 8 News NOW, guitarist Daren Jay Ashba is speaking for the first time about the helicopter ride that cost his friend and former police captain his job.

Metro Captain David O'Leary was demoted for arranging a ride on a department helicopter for the Guns N' Roses guitarist and Columbian actress Nathalia Henao on Aug. 7, 2013.

Ashba said he asked O'Leary where he could find a private helicopter to use for his proposal to his then girlfriend and was instead offered a ride in the police helicopter.

When news broke that a member of Guns N' Roses got the free ride, O'Leary's attorney said he was forced to resign by Metro.

A state board ruled on Friday that O'Leary did not break rules and he should be reinstated with the department.

"Now that Dave and me have been cleared, and my wife, now it's time to speak. Now you know, 'cause I'm tired of being quiet," said Ashba.

A picture of the couple posted on Instagram, about a free ride on the Metro Police helicopter, caused controversy.

"I felt horrible because it's supposed to be an amazing moment for us and somebody lost a job. A friend of us, like I was clueless and I couldn't believe it was happening," said Henao.

"There's nobody more loyal and honest than him and that's why it was just horrifying what they were saying about us, you know. They made it seem like we, you know, jumped a fence at midnight and stole a helicopter," said Ashba.

As it turns out, a civilian ride along on the Metro helicopter is allowed. According to the Employee Management Relations Board, it was within department policy and O'Leary should be reinstated with back pay. The state board's decision comes nearly two years after the incident.

"When you know you're innocent for almost two years, it couldn't be a better day," said Ashba.

O'Leary declined an interview, but his attorney, Adam Levine, says the decision is what they've been waiting for.

Metro released a statement saying they disagree with the ruling and will be appealing the decision.

"I hope that their threats to appeal were just a statement made in the spur of the moment and that they will welcome him back," said Levine.

After hearing Metro's statement, Ashba maintains O'Leary's innocence.

"He loses his job because he did something out of the kindness of his heart," said Ashba. "He did nothing wrong. We did nothing wrong. What are they gonna fight? Fight us."

The controversy happened around the time former Sheriff Doug Gillespie was going to ask for a tax increase for more Metro funding.

According to the state board, management at Metro then told O'Leary the negative media attention might affect the funding and he was coerced into retiring. The board's decision says that Metro should stop discriminating against employees for political reasons.

Story, video and photo:  http://www.8newsnow.com