Friday, September 25, 2015

Where Your Garage Is A Hangar And The Runway's In Your Backyard: Snapshot Of A Wyoming Airpark

Jack and Marion Schulte in front of one of their planes.


Many of us begin our day by watching the garage door open.

It’s creaking sound usually doesn’t mean anything special: time for another morning commute, or maybe some yard work if it’s the weekend. But for Jack Schulte, the sound of the garage door opening inspires brings up far less mundane feelings.

“It makes me ready,” he says. “To break the surly bonds of gravity.”


A floor inlay in one of the Alpine Airpark resident's personal hangar.


Shculte’s garage is as big as some houses; big enough to park his two small planes. It would look bizarre in Casper or Cheyenne, but it is normal at the Alpine Airpark community, where homes frequently cost more than a  million dollars and come with a parking spot for your plane. “Airpark” is the most common name for a planned community built around private aviation, and here in Alpine flying is as casual and relaxed as a Sunday drive. And the safety check is a good yell to get everyone out of the way.


While homes at Alpine's Aipark can run into the millions, these hangar apartments are only about $800,000.


Schulte says he flies every day that weather allows, and I can see why: we go for a late morning cruise, and the rolling forests and craggy mountains below us are breathtaking.

Jack Schulte looks over his neighborhood during a quick morning flight.


After a while Jack’s wife, Marion, gets on the radio to give us the OK to come back down, checking air traffic and the automated weather. From her upstairs balcony, she’s the flight controller for the whole town.

“When a plane comes in I can tell them what the winds are doing. But typically I am just saying hello, and welcome,” she says. “People love it because where on earth do you fly into an airport and people say ‘hey! good to have you back!”


Some homes at the aipark actually incorporate the hangar into the house.


Marion’s also a realtor at the airpark, and she says the community has grown from seven homes in 2007 to more than seventy today. People come from all over the country, and the world to live in Alpine Airpark--Marion herself is originally from New Zealand. Usually over sixty retired, and wealthy enough to afford the Jackson real estate market, they come together over a shared passion for all things flight.

Stan Dardis and his wife Sharon built their Alpine home after moving to Wyoming from Minneapolis.
 

Stan and Sharon Dardis


“I honestly [thought] I had good friends,” Stan says. “Until I discovered coming to Alpine Airpark. These are truly good friends. We don’t care what we have done in the past. We talk about what our common interests and values are now.”

Wyoming’s Alpine airpark has only been around for the last decade or so. But airparks have been a fixture in the U.S. since World War II, when hundreds of thousands of men picked up the skills--and for some, a passion for piloting planes. Some of those men built airparks to keep it up after the war. There are about 600 airparks in the US today.
 

Ben Sclair's father gets into his 1973 Beechcraft Baron at their Washington State Airpark home. 


Ben Sclair grew up on one of the country’s older airparks, in Washington state.

“I grew up flying airplanes. I guess I don’t remember learning to actually fly an airplane. I just started at a very young age, my dad saying: ‘here hold this. Keep the wings level, and go that direction.’”

Sclair also runs the website Living With Your Plane, which has information and real estate listings for airparks across the country. He says the airpark that he grew up on, and most others, are a lot less ritzy than the one in Alpine. “Until I was six or seven we lived in a double wide manufactured home,” he says. “We had a hangar, and a double wide.”
 

Jack Schulte surveys his lawn.

Sclair says  business has been good for airpark realtors of late. But, he says, the survival of airpark communities like Alpine’s faces an uphill battle. The rising cost of small planes, fuel, insurance, and pilot training has meant the number of private pilots in America has been dropping by about five to ten thousand every year since its peak in the 1980s.

Jack Schulte admits there are a lot of gray hairs around. He’s sixty-six and didn’t start learning to fly until his fifties. But, he says being able to wake up and fly every day keeps him young.

“For me it's a dream come true. At this stage in my life to have something that gives me so much enjoyment and satisfaction is a great blessing.”

Story and photo gallery:  http://wyomingpublicmedia.org

Is the de Havilland Otter a dangerous plane?

As news broke earlier this month of a floatplane crash of near Iliamna that killed three passengers and injured seven others, some observers turned their attention to the plane.

The Sept. 15 crash involved a single-engine de Havilland Otter DHC3, a model that's seen a series of high-profile crashes in recent years.

In 2010, an Otter crashed into a mountain north of Dillingham, killing former Sen. Ted Stevens and four of the eight other people aboard.

In 2013, all 10 people aboard another Otter died when that plane crashed on takeoff at the Soldotna airport, the deadliest Alaska aviation accident in decades.

Earlier this year, an Otter flying cruise passengers on a flightseeing trip in Misty Fjords National Monument outside Ketchikan crashed, killing the pilot and eight passengers.

And now comes the Iliamna crash -- and with it growing suspicion that the Otter is not only partly to blame for these tragedies, but perhaps even among the most dangerous aircraft in Alaska.

Nothing could be further from the truth.

A survey of the National Transportation Safety Board's aviation accident database between Jan. 1, 1995, and Sept. 15, 2015, yields 21 accidents involving de Havilland DHC3 Otters. Six of those resulted in fatalities, causing the deaths of 26 pilots and passengers.

In the same 20-year period, twin-engine Piper Navajos, a common plane in rural Alaska, were involved in 49 accidents, which together resulted in 16 fatalities. Meanwhile, Cessna 185s were involved in a whopping 168 accidents, resulting in 28 deaths. And the most familiar aircraft of Alaska Bush flying, the Piper Super Cub, was involved in at least 335* accidents, resulting in 36 total fatalities.

What these numbers show isn't so much that one or another plane is more dangerous, but that big, high-profile accidents can powerfully shape our perceptions of risk.

Depending on the seat-to-cargo configuration, an Otter can carry as many as ten passengers, plus a crew of one or two pilots. So while Otters crash far less frequently than other typical Bush planes, when they do, more lives are at risk.

A Super Cub, on the other hand, usually only carries one pilot and one passenger. (There is a modification that can be made allowing a second passenger in the baggage compartment, but it's rare.) So in a fatal Super Cub crash -- there have been eight since 2010 -- only two people at most are killed.

Any fatal plane crash is a tragedy, but these are less likely than larger, deadlier Otter crashes to make headlines -- especially outside Alaska.

Moreover, each of these aircraft is used in different ways, making  direct comparisons impossible. Navajos are typically used by air taxi and commuter operators flying in and out of established airports and airstrips. The Cessna 185s and Super Cubs (the latter are by far the most popular aircraft to own and operate in Alaska) are largely general aviation aircraft, used by guides or private pilots for hunting, fishing and other recreation-oriented travel -- often at off-airport locations such as gravel bars.

The de Havilland Otter has been known for decades as a venerable Bush workhorse in the U.S. and Canada. Dating back to 1951, it became particularly popular on floats for use traveling to hunting and fishing lodges in British Columbia and Alaska. In many ways, the Otter (along with its predecessor, the smaller de Havilland Beaver), is an iconic aircraft and enduring symbol of Last Frontier flying.

A string of high-profile crashes might make it an easy target for those seeking to understand Alaska aviation’s perpetually high accident and fatality records. But the answers to that problem are far more complicated than a single aircraft. Every plane crash in Alaska happens for a specific set of reasons that are unique to that flight. But a glance at the de Havilland Otter DHC3’s accident record shows that the plane is often the least significant aspect of the accidents in which it is involved.

*Because of the NTSB databases’s design, the Super Cub must be searched in multiple ways (such as a PA18, PA 18 and PA-18). Some of those searches turn up overlapping records, while others do not. Based on these conflicting records, at least 335 Super Cub accidents, and possibly as many as 385, occurred during this period. In contrast, the other aircraft with lower accident numbers were easy to verify exactly.

Original article can be found here:  https://www.adn.com

2 including Vietnamese-Australian face fines for removing aircraft life vests

Two Vietnam Airlines passengers, including an Australian national, face fines for removing life jackets on two different flights to Ho Chi Minh City Wednesday.

Hoang Van Pin, a Vietnamese-Australian, was on a flight from Sydney, while Nguyen Thi Bien was flying from central Vietnam.

A carrier spokesperson said the passengers have been left to the Southern Airports Authority to deal with.

“Many passengers do that or steal the vests, which we have to import.

“The action does not only cause us a loss, but can also put the passengers themselves in danger if they happen to tear the vests and need them later.”

A passenger can be fined VND3-5 million (US$132-221) for damaging aircraft assets.

Critics say the penalties should be heavier.

Source:  http://www.talkvietnam.com

Gary Jet Center sues Gary/Chicago International Airport (KGYY) private operator

A prime tenant at Gary/Chicago International Airport is suing the airport authority and its private operator, alleging they have "unilaterally" quadrupled its rent in a move that could permanently snuff out private development there.

The Gary Jet Center's lawsuit was filed Thursday in U.S. District Court in Hammond, seeking a permanent injunction against airport authority attempts to levy a 1.5 percent fee on tenants' gross revenues at the airport.

"It's just harassment," said Gary Jet Center owner Wil Davis. "It's just unconscionable to think you can go and change someone's lease because you need more money."

When contacted, Gary Airport Director Dan Vicari said he could not comment on the pending litigation.

The Gary Jet Center contends the airport authority and airport operator AvPorts cannot violate its 2007 lease, which has it paying rent for its hangars at a rate of 50 cents per square foot and an additional fee of 10 percent of all revenues collected for the airport. That lease does not expire until 2046.

The Gary Jet Center has three hangars and a passenger lounge at the airport. It is one of two fixed-base operators there, providing services such as fueling, aircraft repair and charters.

AvPorts signed a 10-year agreement to manage the airport in January 2014. Its parent company, Aviation Facilities Company Inc., signed a 40-year agreement to become the airport's exclusive developer.

Just before AvPorts took over airport operations, the Gary Jet Center sued the previous airport authority alleging it schemed to give unfair advantages to a new competitor at the airport. That lawsuit was settled when the airport authority agreed to come up with new airport operating standards, administrate them fairly, and pay the Gary Jet Center's legal fees.

Under its contract with the airport, AvPorts is paid $120,000 per year to operate the airfield. It pays employees wages and other expenses with revenues collected at the airport as well as about $1.5 million per year in property tax receipts from Gary residents and businesses.

Under the contract, AvPorts is due to receive a 15 percent profit incentive fee once the airport's earnings before taxes, interest, depreciation and amortization (EBITDA) start to exceed expenses.

Davis said since AvPorts and Aviation Facilities Company Inc. have failed to bring any development to the airport in their first 21 months of operation there, they are now looking to increase fees on existing tenants.

The lawsuit contends if AvPorts actions against the Gary Jet Center are left unchecked, no reasonable business would undertake any large project at the airport.

"They make more money if they get more money from me and it doesn't go to the airport it goes to AvPorts," Davis said.

Source:  http://www.nwitimes.com

Ex-Airport Authority official charged with bribery, wire fraud

John T. Howard, Jr.
A former top Metro Nashville Airport Authority official was charged in federal court Friday for wire fraud, money laundering and accepting a bribe stemming from $1.1 million worth of construction, repair and facility cleaning work that was never performed.

John T. Howard, Jr., assistant vice president for the Airport Authority, conspired with Nashville-based contracting and cleaning companies to submit fraudulent invoices for a variety of work, according to the charges. He went on to enter similar arrangements with other contractors.

Among the allegations were that Howard, 44, approved payments to one contractor who, in turn, used a majority of the money to purchase $49,000 in plane tickets for a youth basketball team Howard founded.

Howard worked as the manager of the Metro Nashville Airport Authority Properties Corp., a subsidiary that operates and develops non-aviation properties for the authority.

It appears that Howard has reached a plea agreement, based on a motion filed Friday by the U.S. Attorney's office to set a plea hearing for Oct. 1. Howard resigned from his job on April 11. Howard could not be reached for comment. Howard's attorney Ed Yarborough said his client will not be commenting on the charges.

Howard instructed one contractor to recruit other contractors to submit fraudulent invoices as well, according to the charges. None of the companies involved were identified in court filings, though two of them were described as being certified by the Minority Business Enterprise program.

"These invoices were fraudulent in that contractors submitting the invoices had not in fact performed, overseen, or verified any of the services reflected on the invoices," the filings state.

In total, Howard approved fraudulent invoices totaling more than $1.1 million between 2012 and 2014, according to the court filings by U.S. Attorney David Rivera. Howard agreed that the contracting company would keep a portion of the funds paid out by the Airport Authority. It is unclear from the findings where the majority of the money went.

Howard also asked a company hired to do $8,000 worth of cleaning work for the Airport Authority to buy airline tickets for the youth basketball team he coached. After asking for the airline tickets, the government alleges that Howard directed the cleaning company to send a $57,100 invoice to the Airport Authority, which he approved, and the authority subsequently paid out. A little more than a week later, the cleaning company spent more than $49,000 to buy the airline tickets for the Music City Heat players, coaches and others, according to the charges.

Amid the approval of the fraudulent invoices, Howard deposited $10,500 cash into his bank account, according to the government.

Howard concealed the fraudulent invoices and wire transfers from Airport Authority officials, according to the charges. The Airport Authority is the Metro agency that oversees the operation of Nashville International Airport and the John C. Tune Airport.

"The (Airport Authority) became aware of questionable purchasing practices involving the employee who managed MNAA Properties Corp., the corporate subsidiary that operates and develops non-aviation commercial properties for the airport," MNAA Chief Legal Officer Bob Watson said in a prepared statement. "MNAA reported these concerns to law enforcement authorities. During the ensuing investigation, this individual resigned his position. From the onset, we have fully cooperated with this ongoing investigation, which does not involve any other MNAA employees.

"The Airport Authority requires that all its employees and vendors adhere to the highest standards of integrity and ethical conduct.  We greatly appreciate the efforts of the U.S. Attorney’s Office in this matter. We are unable to comment further because of the nature and status of this investigation."

The government is charging Howard with conspiracy to commit wire fraud, receipt of bribe by an agent of an organization receiving federal funds and money laundering. The charges carry a maximum combined prison sentence of 40 years and a maximum total fine of $750,000.

Story, comments and photo:  http://www.tennessean.com

Union: Allegiant Air pilot fired after St. Pete-Clearwater International Airport (KPIE) emergency landing

Allegiant Air fired the pilot of a June 8 flight that made an emergency landing at St. Pete-Clearwater International Airport after reports of smoke in the cabin, accusing him of trying to make the airline look bad, the pilots' union said Friday.

Allegiant officials have declined to discuss the firing, which occurred in late July. But the airline told the Federal Aviation Administration in a report that mechanics could find no defect with the plane.

Four passengers and a flight attendant suffered minor injuries evacuating the aircraft via emergency chutes.

Dan Wells, president of the Airline Professionals Association Teamsters Local 1224, said in an interview the firing is unjustified and retaliation for pilots making an issue of the airline's safety in labor negotiations.

"Believe me, the message was intentional and loud and clear: Don't you dare push the safety stuff too far," said Wells, whose union represents the pilots of Allegiant and 10 other airlines.

Allegiant officials did not respond to a request for comment. But the airline has defended its safety record and accused pilots of trying to create a public perception Allegiant is taking shortcuts on maintenance as a means of gaining an advantage in labor negotiations.

The union denies this is so.

The union did not identify the pilot because of confidentiality concerns. The pilot has previously declined requests for comment by the Tampa Bay Times via intermediaries.

On the afternoon of June 8, Allegiant Flight 864 departed St. Pete-Clearwater for Maryland with 141 passengers. Shortly after takeoff, a flight attendant reported "smoke/fumes" like burning rubber, according to a subsequent safety report Allegiant filed with the FAA.

The plane made an emergency landing, deploying evacuation slides.

Mechanics combed the aircraft to identify a malfunction. But the airline told the FAA they were unable to find any problem.

The flight was one of three emergency landings at the Pinellas airport in June and July, and one of the earliest in a string of summer-long incidents at Allegiant that raised questions of airline safety at the low-fare carrier.

A passenger on that flight, Pinellas County resident Claudia Trejo, filed suit against Allegiant last week in Pinellas-Pasco circuit court. The lawsuit said Trejo was injured when she was "trampled by other passengers who were directed down" an evacuation slide by the crew.

Trejo's Pinellas attorney, Peter Tragos, said his client would not comment about the lawsuit.

Wells said the pilot received reports of smoke from several flight attendants and possibly from passengers, though Wells said flight attendants would be considered the most-convincing authority of any report.

"The pilot didn't rely on a report from some nervous Nellie," Wells said. "He confirmed it with multiple people. There is only one thing you can do in that case, which is exactly what he did — evacuate the airplane."

Wells said the management official who fired the pilot was Greg Baden, vice president of Allegiant flight operations. Baden was the pilot of an Allegaint aircraft in July that declared an emergency while trying to land at Fargo, N.D., telling the control tower he was "bingo fuel," meaning he was too low on fuel to land elsewhere.

The tower told him the airport was closed because of an air show, something the tower told the pilot Allegiant should have known beforehand. The airline later said it had been told by the FAA the airport would be open for commercial aircraft.

Allegiant has said the aircraft had 43 minutes of fuel left upon landing and was not actually close to running out. But Baden indicated otherwise to air traffic controllers, according to the recording of his conversation with the tower.

Wells said the firing happened the same day as the Fargo flight.

Baden "fires him by phone," Wells said, "and then he flies and almost runs an airplane out of gas."

Source:  http://www.tampabay.com

Cessna T310Q, N301JA, registered to Celestial Knights LLC and operated by the pilot: Fatal accident occurred September 25, 2015 near Wichita Dwight D. Eisenhower National Airport (KICT), Wichita, Kansas

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

NTSB Identification: CEN15FA425 
14 CFR Part 91: General Aviation
Accident occurred Friday, September 25, 2015 in Wichita, KS
Probable Cause Approval Date: 11/13/2017
Aircraft: CESSNA T310Q, registration: N301JA
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 commercial pilot was departing on a personal cross-country flight in the airplane. During initial climb after takeoff, witnesses saw the airplane suddenly pitch down into a rapid descent that continued to ground impact. Postaccident examination revealed that the elevator trim pushrod was attached to the trim tab but not attached to the trim tab actuator. The bolt, nut, and cotter pin securing the elevator trim tab pushrod to the actuator were missing and not recovered. Examinations of the elevator and the pushrod revealed that the pushrod became jammed aft of the forward elevator spar creating an abnormally large trim tab up (nose down) condition.

Measurements taken from an exemplar airplane of the same make and model as the accident airplane indicated that the elevator trim tab deflection with the pushrod jammed aft of the forward elevator spar would be over three times the normal maximum trailing-edge-up deflection. The airplane nose-down pitching moment at this increased deflection would create a forward force on the control yoke that a pilot would likely not be able to overcome.

Following the accident, the manufacturer issued a service bulletin that required the hardware securing the elevator trim pushrod be replaced and specified the hardware to be used. Subsequently, the Federal Aviation Administration issued an airworthiness directive that required compliance with the service bulletin.

Although the pilot's toxicology results were positive for ethanol in muscle tissue, when detected only in the muscle tissue, ethanol is likely from a source other than ingestion. No medications or illicit drugs were found that could pose hazards to flight safety.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The separation of the attachment hardware connecting the elevator trim tab pushrod to the elevator trim actuator, which resulted in the elevator trim tab jamming in a position outside the limits of normal travel and a subsequent loss of airplane control.

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Wichita, Kansas
Continental Motors Inc; Mobile, Alabama
Textron Aviation; Wichita, Kansas

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

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

http://registry.faa.gov/N301JA






NTSB Identification: CEN15FA425 
14 CFR Part 91: General Aviation
Accident occurred Friday, September 25, 2015 in Wichita, KS
Aircraft: CESSNA T310Q, registration: N301JA
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.

HISTORY OF FLIGHT

On September 25, 2015, about 1550 central daylight time, a Cessna T310Q airplane, N301JA, experienced a flight control malfunction during takeoff initial climb and impacted the ground near Wichita, Kansas. The commercial pilot was fatally injured, and the airplane was destroyed. The airplane was registered to Celestial Knights, LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, and an instrument flight rules (IFR) flight plan had been filed. The flight originated at Wichita Dwight D Eisenhower National Airport (ICT), Wichita, Kansas, and was destined for Centennial Airport (APA), Denver, Colorado.

According to witnesses, the airplane appeared to be flying normally, and then it suddenly pitched down and entered a rapid descent. The descent angle was described by witnesses as "greater than 45 degrees" and "50 to 70 degrees." The witnesses reported hearing both engines at "full throttle" during the descent. The airplane impacted the ground on the east side of Cowskin Creek about 2 nautical miles northeast of ICT.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with airplane multi-engine land, airplane single-engine land, glider, and instrument airplane ratings. No pilot logbooks were recovered during the investigation. The pilot's most recent Federal Aviation Administration (FAA) second-class medical certificate was issued on June 23, 2015, with the limitation: "must wear lenses for distant, have glasses for near vision." On his medical certificate application, the pilot reported that he had about 470 total hours of flight time.

AIRCRAFT INFORMATION

According to FAA records, the six-seat airplane, serial number T310Q0611, was manufactured by the Cessna Aircraft Company (now Textron Aviation). The FAA issued its original airworthiness certificate on October 16, 1972, and the airplane was registered to the pilot on September 26, 2014. According to aircraft maintenance records, the last annual inspection was completed on May 8, 2015, at a recorded tachometer time of 187.7 hours.

METEOROLOGICAL INFORMATION

The 1553 recorded weather observation at ICT, included calm winds, visibility 10 miles, scattered clouds at 6,000 ft , broken ceiling at 8,000 ft, broken ceiling at 12,000 ft, broken ceiling at 15,000 ft, temperature 29ºC, dew point 14ºC; barometric altimeter 30.06 inches of mercury.




WRECKAGE AND IMPACT INFORMATION

Impact marks at the accident site were consistent with a steep nose-down, right-wing-low attitude, with the right wingtip striking the ground first. The fuselage and wings came to rest on the west side of the creek in an inverted position with the right wing folded under the fuselage section. The fuselage from the aft baggage compartment through the tail section was intact but exhibited substantial impact damage. The fuselage forward of the aft baggage compartment through the cabin compartment was substantially damaged. The right and left engines were underwater, imbedded in the soil at the bottom of the creek. The right and left propeller assemblies, a section of the left wing including the left main landing, and the nose landing gear were found underwater in the creek bed. The landing gear actuator was found in the fully retracted position.

The right elevator remained partially attached to its attachment points. The elevator was separated spanwise outboard of the elevator trim tab, and the inboard portion of the elevator was distorted. The trim tab remained attached to the elevator at its hinge. The elevator trim pushrod was found attached to the trim tab but not attached to the trim tab actuator. The bolt, washer, castellated nut, and cotter pin securing the elevator trim tab pushrod to the actuator were missing. The elevator trim actuator remained attached to its attachment point on the horizontal stabilizer and was extended about 5/8 inch, which corresponded to a position outside its normal limits.

Flight control cable continuity was established for the rudder, right aileron, and elevators. The left aileron, all trim systems, and the right and left flaps exhibited control cable overload separations.

The engines were recovered from the creek bed, rinsed with water, and examined on-scene. The engine examinations revealed no evidence of preimpact anomalies or malfunctions.

The left engine's propeller flange was distorted. All six of the propeller bolts remained with the propeller flange, and the bolt threads contained remnants of the propeller hub threads. The propeller flange was manually rotated, and crankshaft and camshaft continuity were confirmed to the pistons. The left engine's magnetos were separated from their respective mounting pads but remained attached to the engine via the ignition harness. All of the ignition terminal ends remained attached to their respective sparkplugs. The magnetos and ignition harness were removed as were the top sparkplugs for each cylinder. The top sparkplugs were covered with mud, water, and oil. After being rinsed with freshwater, each electrode displayed a normal worn condition when compared to the Champion Aviation Service Manual (AV6-R). No internal, pre-accident anomalies were observed with the magnetos. The cylinders were photographed internally with a borescope. Each cylinder contained mud and water from the creek and exhibited normal combustion deposits. No preaccident anomalies were noted with the cylinders, valves, valve seats, rockers, or springs.

The engine-driven fuel pump was attached to the back of the engine and its drive coupling remained intact. Manual rotation of the drive coupling while installed in the driveshaft resulted in rotation of the driveshaft with a gritty feel to the rotation, but no binding was noted. The fuel pump was disassembled, and no preaccident anomalies were noted with any of the internal components. The throttle body/fuel metering unit remained attached to the engine via the fuel line between the fuel pump and the metering unit. The metering unit fuel inlet filter was removed and no obstructions or blockage were noted, but mud and dirty water were observed. The metering unit was disassembled, and no preaccident anomalies were noted with the internal components. The fuel manifold valve was disassembled, and aviation gasoline, mud and water were noted in the manifold. No pre-accident anomalies were noted with the diaphragm, plunger, spring, or screen.

The left propeller hub was fractured, and only two of the three blades were recovered with remnants of the hub remaining attached to one of the blades. The two blades displayed S-bending, and both were twisted toward low pitch.

The right engine's propeller flange was distorted; five of the six propeller bolts remained with the propeller flange; and the bolt threads contained remnants of the propeller hub threads. The propeller flange was manually rotated, and crankshaft and camshaft continuity were confirmed out to each piston. The right engine's magnetos were separated from their respective mounting pads and only the right magneto was recovered from the creek bed. No internal, preaccident anomalies were observed with the right magneto. All of the ignition terminal ends remained attached to their respective sparkplugs. The ignition harness remnants were removed as were the top sparkplugs for each cylinder. The top sparkplugs were covered with mud, water, and oil. All electrodes displayed a normal worn condition when compared to the Champion Aviation Service Manual (AV6-R). The cylinders were photographed internally with a borescope. Mud, water, and combustion deposits consistent with normal operation were noted within each of the cylinders. No preaccident anomalies were noted with the cylinders, valves, valve seats, rockers, or springs.

The engine-driven fuel pump was attached to the backside of the engine. The drive coupling was intact, and rotation of the drive coupling while installed in the driveshaft resulted in rotation of the driveshaft with no binding noted. The fuel pump was disassembled, and no preaccident anomalies were noted with any of the internal components. The throttle body/fuel metering unit remained attached to the engine nacelle. The metering unit fuel inlet filter was removed, and no obstructions or blockage was noted, but mud and dirty water were observed. The metering unit was disassembled, and no preaccident anomalies were noted with the internal components. The fuel manifold valve was disassembled, and aviation gasoline, mud and water were noted in the manifold. No preaccident anomalies were noted with the diaphragm, plunger, spring, or screen.

The right propeller hub was fractured, and two of the three blades remained attached to the hub. The separated blade was recovered. All of the blades' pitch change links were fractured. All three blades were twisted toward low pitch. One blade displayed heavy S-bending, leading edge gouging, and was bent into a U-shape.

MEDICAL AND PATHOLOGICAL INFORMATION

The Regional Forensic Science Center, Sedgwick County, Kansas, conducted an autopsy of the pilot. The cause of death was attributed to "multiple blunt force injuries."

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on specimens from the pilot. The toxicology results were negative for carbon monoxide, cyanide, and drugs. The toxicology was positive for ethanol detected in muscle tissue, and no ethanol was detected in the liver.

TESTS AND RESEARCH

On September 28, 2015, the right elevator, trim tab, and trim actuator were taken to Textron Aviation's laboratory in Wichita, Kansas, where they were examined under the supervision of National Transportation Safety Board (NTSB) investigators. A portion of the elevator's upper skin was removed to examine witness marks on the elevator's leading-edge spar, the trim tab pushrod, and the trim actuator. Witness marks were found on the pushrod, the actuator, and the elevator spar that were consistent with the pushrod moving both fore and aft relative to the actuator. Scrape marks on the aft side of the elevator spar below the guide hole for the trim tab pushrod were consistent with the pushrod's forward (disconnected) end hitting against the spar's aft side after the pushrod separated from the actuator and became trapped behind the elevator spar.

Measurements taken from an exemplar Cessna 310 indicated that, if the pushrod is disconnected from the actuator, the elevator trim tab deflects 39° trailing edge up (TEU) when the forward end of the pushrod is positioned aft of the spar. Additional measurements indicated that, if the pushrod is properly connected, the elevator trim tab deflects about 12° TEU when the actuator is fully extended. The TEU elevator trim tab position pushes down on the elevator's trailing edge, which produces an airplane nose-down pitching moment.

ADDITIONAL INFORMATION

On August 10, 1973, Cessna Aircraft Company issued multi-engine service letter ME73-15, "Inspection and Replacement of Self-Locking Fasteners," which was applicable to the accident airplane. This service letter recommended the replacement of self-locking nuts used in primary and secondary control systems with a self-locking castellated nut and cotter pin.

On February 13, 1978, Cessna Aircraft Company issued multi-engine service letter ME77-34 (Supplement #1), "Trim Control System," which was applicable to the accident airplane. This service letter provided information for conducting a general inspection of the aileron, elevator, and rudder trim systems. The letter specified an inspection procedure that "places particular emphasis on the mounting and security of the trim tab actuator and associated linkage" and stated that the inspection should be completed at the next 100 hour or annual inspection, whichever came first, and repeated every 100 hours thereafter. The inspection items included "inspect push rod attach bolt at the actuator and trim tab horn for proper safetying of nut with cotter pin."

On August 1, 1979, Cessna Aircraft Company issued multi-engine service letter ME79-28, "Trim Tab Actuator Inspection," which was applicable to the accident airplane. This service letter changed the inspection/lubrication interval for the aileron, elevator, and rudder trim actuators from every 1,500 hours to every 1,000 hours or 3 years, whichever comes first. Inspection/lubrication of a trim actuator requires that it be removed from the airplane, which requires removal of the bolt, nut, and cotter pin that attaches the pushrod to the actuator.

Given the 3-year or 1,000-hour overhaul cycle specified in ME79-28, an overhaul of the elevator trim actuator on the airplane would have been due no later than 2014 . A review of the aircraft logbook of maintenance actions performed from February 2006 through August 2015 revealed no entries of an elevator trim actuator overhaul. Manufacturers' service letters are not mandatory for Part 91 operators; only FAA issued airworthiness directives (AD) require mandatory compliance.

In response to this accident, on February 29, 2016, Textron Aviation issued multi-engine service bulletin MEB-27-02, "Flight Controls – Elevator Trim Push-Pull Rod Hardware Replacement," that required the hardware securing the elevator trim pushrod be replaced in airplane models including the accident airplane model. The service bulletin stated that the hardware replacement "must be accomplished at the next 100-hour or 12-month (annual-type) inspection, whichever occurs first." The service bulletin specified that use of the correct cotter pin (part number MS24665-132)was critical to the installation and warned that the use of a different cotter pin could result in the hardware becoming loose. The attachment hardware of the elevator trim pushrod to the elevator trim tab is visible during preflight inspections, however, inspection of the attachment hardware is not included in Textron Aviation's preflight inspection checklist.

Subsequently, the FAA issued AD 2016-07-24 that required replacement and repetitive inspections of the hardware securing the elevator trim pushrod per MEB-27-02. Initial replacement of the hardware was required within 90 days of the publication of the AD with repetitive inspections of the hardware at every 100-hour or annual maintenance check. The AD explained that, following the loss of the attachment hardware connecting the elevator trim tab actuator to the elevator trim tab pushrod, the elevator tab may jam in a position outside the normal limits of travel and create an unsafe condition that could result in a loss of ability to control the airplane.

Shortly after AD 2016-07-24 was issued, it was superseded by AD 2016-17-08 due to comments received from industry professionals indicating difficulties with the specified bolt installation and requesting revision to the repetitive inspection intervals to coincide with established inspection intervals. Textron Aviation issued Revision 1 to MEB-27-02 to modify the hardware specified. No other changes were made to the service bulletin.

Similar Accidents

On May 25, 1988, in West Columbia, South Carolina, a Cessna 402B, N8493A, was involved in a fatal accident after the pilot radioed shortly after takeoff that he was having a problem with the elevator that required "full back pressure" to keep the nose up (NTSB accident number ATL88FA186). While attempting to return to land, the airplane pitched 70-80° nose down and descended into terrain. A postaccident examination revealed that the bolt securing the elevator trim tab push rod to the actuator was missing. The rod had become wedged inside the elevator, which led to an "extreme tab up" (nose down) condition.

On July 28, 1995, in Wenatchee, Washington, a Cessna 402B, N51816, experienced a "greater than normal" nose-down trim and impacted terrain during an attempted emergency landing, resulting in substantial damage (NTSB accident number SEA95LA159). The operator reported that the elevator trim actuator rod failed during takeoff. A postaccident examination by FAA investigators found the elevator trim pushrod jammed behind the elevator spar. The elevator was in the extreme nose-down position, and the cockpit trim wheel was found in the extreme nose-up trim position. The trim wheel was tested with no effect.

On April 26, 2001, in Del Rio, Texas, a Cessna 402B, N80Q, was involved in a fatal accident after the pilot reported that he would circle the airport a few times "because he was having trouble with his autopilot" (NTSB accident number FTW01FA104). A witness observed the airplane turn onto final and stated that the airplane "suddenly stalled and slammed into the ground from about two hundred feet." During the investigation, the elevator trim tab was found to be in the 28° tab-up position (airplane nose-down). According to the airplane manufacturer's specifications, the maximum tab-up travel limit (when connected) is 5°. The trim tab would not move freely by hand forces and appeared to be jammed. The elevator skin was cut open to observe the trim tab connecting hardware. The clevis end of the trim tab pushrod was wedged against the front spar of the elevator's internal structure. Additionally, the bolt that connected the clevis end of the pushrod to the actuator was missing. After further inspection, neither the bolt nor the nut were found in the cavity of the elevator structure or the surrounding area. The clevis end of the pushrod and the actuator were not damaged, and no impact damage was apparent on the trim tab. The operator's maintenance records showed that the right elevator had been replaced 10 flight hours before the accident.

On November 7, 2001, in Winston Salem, North Carolina, a Cessna M310Q, N7648Q, was involved in a fatal accident after the pilot radioed that he was experiencing oscillations in the airplane's controls (NTSB accident number ATL02FA010). He then radioed that the problem was under control, but shortly after he radioed that he was experiencing a lot of down pressure on the yoke. The airplane crashed shortly after this transmission. The elevator trim tab assembly, the elevator trim tab pushrod, and part of the elevator were cut from the airplane at the crash site and brought back to Cessna's laboratory for examination. The forward end of the pushrod had separated from the actuator. The following observations were made during the examination: (1) the dry, oxidized condition of the pushrod's forward end was consistent with the attaching bolt likely being missing for some time before the crash; (2) rub marks on the opening in the forward elevator spar corresponded to rub marks found on the underside of the pushrod; and (3) the geometry of the disconnected pushrod allowed it to pass behind the forward elevator spar. The observed damage was consistent with the elevator trim tab being in the full TEU position at the time of the crash.

Textron Aviation personnel stated that the company is working with the FAA on a design change to prevent the elevator trim tab pushrod from jamming behind the forward elevator spar in the event that the pushrod becomes disconnected from the actuator. Textron Aviation personnel further stated that, when the design change is completed, the company plans to issue a service bulletin.

NTSB Identification: CEN15FA425 
14 CFR Part 91: General Aviation
Accident occurred Friday, September 25, 2015 in Wichita, KS
Aircraft: CESSNA T310Q, registration: N301JA
Injuries: 1 Fatal.

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


On September 25, 2015, about 1550 central daylight time, a Cessna T310Q airplane, N301JA, was destroyed after declaring an emergency and subsequent impact with the ground in Wichita, Kansas. The commercial multi-engine instrument rated private pilot was fatally injured. The airplane was registered to Celestial Knights, LLC and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight and an instrument flight plan had been filed. The flight originated at Wichita Dwight D Eisenhower National Airport (KICT), Wichita, Kansas and was enroute for Centennial Airport (KAPA), Denver, Colorado.
The National Transportation Safety Board traveled to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Wichita, Kansas
Continental Motors Inc; Mobile, Alabama
Textron Aviation; Wichita, Kansas

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

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

http://registry.faa.gov/N301JA


NTSB Identification: CEN15FA425 
14 CFR Part 91: General Aviation
Accident occurred Friday, September 25, 2015 in Wichita, KS
Aircraft: CESSNA T310Q, registration: N301JA
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.

HISTORY OF FLIGHT

On September 25, 2015, about 1550 central daylight time, a Cessna T310Q airplane, N301JA, experienced a flight control malfunction during takeoff initial climb and impacted the ground near Wichita, Kansas. The commercial pilot was fatally injured, and the airplane was destroyed. The airplane was registered to Celestial Knights, LLC, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, and an instrument flight rules (IFR) flight plan had been filed. The flight originated at Wichita Dwight D Eisenhower National Airport (ICT), Wichita, Kansas, and was destined for Centennial Airport (APA), Denver, Colorado.

According to witnesses, the airplane appeared to be flying normally, and then it suddenly pitched down and entered a rapid descent. The descent angle was described by witnesses as "greater than 45 degrees" and "50 to 70 degrees." The witnesses reported hearing both engines at "full throttle" during the descent. The airplane impacted the ground on the east side of Cowskin Creek about 2 nautical miles northeast of ICT.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with airplane multi-engine land, airplane single-engine land, glider, and instrument airplane ratings. No pilot logbooks were recovered during the investigation. The pilot's most recent Federal Aviation Administration (FAA) second-class medical certificate was issued on June 23, 2015, with the limitation: "must wear lenses for distant, have glasses for near vision." On his medical certificate application, the pilot reported that he had about 470 total hours of flight time.

AIRCRAFT INFORMATION

According to FAA records, the six-seat airplane, serial number T310Q0611, was manufactured by the Cessna Aircraft Company (now Textron Aviation). The FAA issued its original airworthiness certificate on October 16, 1972, and the airplane was registered to the pilot on September 26, 2014. According to aircraft maintenance records, the last annual inspection was completed on May 8, 2015, at a recorded tachometer time of 187.7 hours.

METEOROLOGICAL INFORMATION

The 1553 recorded weather observation at ICT, included calm winds, visibility 10 miles, scattered clouds at 6,000 ft , broken ceiling at 8,000 ft, broken ceiling at 12,000 ft, broken ceiling at 15,000 ft, temperature 29ºC, dew point 14ºC; barometric altimeter 30.06 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

Impact marks at the accident site were consistent with a steep nose-down, right-wing-low attitude, with the right wingtip striking the ground first. The fuselage and wings came to rest on the west side of the creek in an inverted position with the right wing folded under the fuselage section. The fuselage from the aft baggage compartment through the tail section was intact but exhibited substantial impact damage. The fuselage forward of the aft baggage compartment through the cabin compartment was substantially damaged. The right and left engines were underwater, imbedded in the soil at the bottom of the creek. The right and left propeller assemblies, a section of the left wing including the left main landing, and the nose landing gear were found underwater in the creek bed. The landing gear actuator was found in the fully retracted position.

The right elevator remained partially attached to its attachment points. The elevator was separated spanwise outboard of the elevator trim tab, and the inboard portion of the elevator was distorted. The trim tab remained attached to the elevator at its hinge. The elevator trim pushrod was found attached to the trim tab but not attached to the trim tab actuator. The bolt, washer, castellated nut, and cotter pin securing the elevator trim tab pushrod to the actuator were missing. The elevator trim actuator remained attached to its attachment point on the horizontal stabilizer and was extended about 5/8 inch, which corresponded to a position outside its normal limits.

Flight control cable continuity was established for the rudder, right aileron, and elevators. The left aileron, all trim systems, and the right and left flaps exhibited control cable overload separations.

The engines were recovered from the creek bed, rinsed with water, and examined on-scene. The engine examinations revealed no evidence of preimpact anomalies or malfunctions.

The left engine's propeller flange was distorted. All six of the propeller bolts remained with the propeller flange, and the bolt threads contained remnants of the propeller hub threads. The propeller flange was manually rotated, and crankshaft and camshaft continuity were confirmed to the pistons. The left engine's magnetos were separated from their respective mounting pads but remained attached to the engine via the ignition harness. All of the ignition terminal ends remained attached to their respective sparkplugs. The magnetos and ignition harness were removed as were the top sparkplugs for each cylinder. The top sparkplugs were covered with mud, water, and oil. After being rinsed with freshwater, each electrode displayed a normal worn condition when compared to the Champion Aviation Service Manual (AV6-R). No internal, pre-accident anomalies were observed with the magnetos. The cylinders were photographed internally with a borescope. Each cylinder contained mud and water from the creek and exhibited normal combustion deposits. No preaccident anomalies were noted with the cylinders, valves, valve seats, rockers, or springs.

The engine-driven fuel pump was attached to the back of the engine and its drive coupling remained intact. Manual rotation of the drive coupling while installed in the driveshaft resulted in rotation of the driveshaft with a gritty feel to the rotation, but no binding was noted. The fuel pump was disassembled, and no preaccident anomalies were noted with any of the internal components. The throttle body/fuel metering unit remained attached to the engine via the fuel line between the fuel pump and the metering unit. The metering unit fuel inlet filter was removed and no obstructions or blockage were noted, but mud and dirty water were observed. The metering unit was disassembled, and no preaccident anomalies were noted with the internal components. The fuel manifold valve was disassembled, and aviation gasoline, mud and water were noted in the manifold. No pre-accident anomalies were noted with the diaphragm, plunger, spring, or screen.

The left propeller hub was fractured, and only two of the three blades were recovered with remnants of the hub remaining attached to one of the blades. The two blades displayed S-bending, and both were twisted toward low pitch.

The right engine's propeller flange was distorted; five of the six propeller bolts remained with the propeller flange; and the bolt threads contained remnants of the propeller hub threads. The propeller flange was manually rotated, and crankshaft and camshaft continuity were confirmed out to each piston. The right engine's magnetos were separated from their respective mounting pads and only the right magneto was recovered from the creek bed. No internal, preaccident anomalies were observed with the right magneto. All of the ignition terminal ends remained attached to their respective sparkplugs. The ignition harness remnants were removed as were the top sparkplugs for each cylinder. The top sparkplugs were covered with mud, water, and oil. All electrodes displayed a normal worn condition when compared to the Champion Aviation Service Manual (AV6-R). The cylinders were photographed internally with a borescope. Mud, water, and combustion deposits consistent with normal operation were noted within each of the cylinders. No preaccident anomalies were noted with the cylinders, valves, valve seats, rockers, or springs.

The engine-driven fuel pump was attached to the backside of the engine. The drive coupling was intact, and rotation of the drive coupling while installed in the driveshaft resulted in rotation of the driveshaft with no binding noted. The fuel pump was disassembled, and no preaccident anomalies were noted with any of the internal components. The throttle body/fuel metering unit remained attached to the engine nacelle. The metering unit fuel inlet filter was removed, and no obstructions or blockage was noted, but mud and dirty water were observed. The metering unit was disassembled, and no preaccident anomalies were noted with the internal components. The fuel manifold valve was disassembled, and aviation gasoline, mud and water were noted in the manifold. No preaccident anomalies were noted with the diaphragm, plunger, spring, or screen.

The right propeller hub was fractured, and two of the three blades remained attached to the hub. The separated blade was recovered. All of the blades' pitch change links were fractured. All three blades were twisted toward low pitch. One blade displayed heavy S-bending, leading edge gouging, and was bent into a U-shape.

MEDICAL AND PATHOLOGICAL INFORMATION

The Regional Forensic Science Center, Sedgwick County, Kansas, conducted an autopsy of the pilot. The cause of death was attributed to "multiple blunt force injuries."

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on specimens from the pilot. The toxicology results were negative for carbon monoxide, cyanide, and drugs. The toxicology was positive for ethanol detected in muscle tissue, and no ethanol was detected in the liver.

TESTS AND RESEARCH

On September 28, 2015, the right elevator, trim tab, and trim actuator were taken to Textron Aviation's laboratory in Wichita, Kansas, where they were examined under the supervision of National Transportation Safety Board (NTSB) investigators. A portion of the elevator's upper skin was removed to examine witness marks on the elevator's leading-edge spar, the trim tab pushrod, and the trim actuator. Witness marks were found on the pushrod, the actuator, and the elevator spar that were consistent with the pushrod moving both fore and aft relative to the actuator. Scrape marks on the aft side of the elevator spar below the guide hole for the trim tab pushrod were consistent with the pushrod's forward (disconnected) end hitting against the spar's aft side after the pushrod separated from the actuator and became trapped behind the elevator spar.

Measurements taken from an exemplar Cessna 310 indicated that, if the pushrod is disconnected from the actuator, the elevator trim tab deflects 39° trailing edge up (TEU) when the forward end of the pushrod is positioned aft of the spar. Additional measurements indicated that, if the pushrod is properly connected, the elevator trim tab deflects about 12° TEU when the actuator is fully extended. The TEU elevator trim tab position pushes down on the elevator's trailing edge, which produces an airplane nose-down pitching moment.

ADDITIONAL INFORMATION

On August 10, 1973, Cessna Aircraft Company issued multi-engine service letter ME73-15, "Inspection and Replacement of Self-Locking Fasteners," which was applicable to the accident airplane. This service letter recommended the replacement of self-locking nuts used in primary and secondary control systems with a self-locking castellated nut and cotter pin.

On February 13, 1978, Cessna Aircraft Company issued multi-engine service letter ME77-34 (Supplement #1), "Trim Control System," which was applicable to the accident airplane. This service letter provided information for conducting a general inspection of the aileron, elevator, and rudder trim systems. The letter specified an inspection procedure that "places particular emphasis on the mounting and security of the trim tab actuator and associated linkage" and stated that the inspection should be completed at the next 100 hour or annual inspection, whichever came first, and repeated every 100 hours thereafter. The inspection items included "inspect push rod attach bolt at the actuator and trim tab horn for proper safetying of nut with cotter pin."

On August 1, 1979, Cessna Aircraft Company issued multi-engine service letter ME79-28, "Trim Tab Actuator Inspection," which was applicable to the accident airplane. This service letter changed the inspection/lubrication interval for the aileron, elevator, and rudder trim actuators from every 1,500 hours to every 1,000 hours or 3 years, whichever comes first. Inspection/lubrication of a trim actuator requires that it be removed from the airplane, which requires removal of the bolt, nut, and cotter pin that attaches the pushrod to the actuator.

Given the 3-year or 1,000-hour overhaul cycle specified in ME79-28, an overhaul of the elevator trim actuator on the airplane would have been due no later than 2014 . A review of the aircraft logbook of maintenance actions performed from February 2006 through August 2015 revealed no entries of an elevator trim actuator overhaul. Manufacturers' service letters are not mandatory for Part 91 operators; only FAA issued airworthiness directives (AD) require mandatory compliance.

In response to this accident, on February 29, 2016, Textron Aviation issued multi-engine service bulletin MEB-27-02, "Flight Controls – Elevator Trim Push-Pull Rod Hardware Replacement," that required the hardware securing the elevator trim pushrod be replaced in airplane models including the accident airplane model. The service bulletin stated that the hardware replacement "must be accomplished at the next 100-hour or 12-month (annual-type) inspection, whichever occurs first." The service bulletin specified that use of the correct cotter pin (part number MS24665-132)was critical to the installation and warned that the use of a different cotter pin could result in the hardware becoming loose. The attachment hardware of the elevator trim pushrod to the elevator trim tab is visible during preflight inspections, however, inspection of the attachment hardware is not included in Textron Aviation's preflight inspection checklist.

Subsequently, the FAA issued AD 2016-07-24 that required replacement and repetitive inspections of the hardware securing the elevator trim pushrod per MEB-27-02. Initial replacement of the hardware was required within 90 days of the publication of the AD with repetitive inspections of the hardware at every 100-hour or annual maintenance check. The AD explained that, following the loss of the attachment hardware connecting the elevator trim tab actuator to the elevator trim tab pushrod, the elevator tab may jam in a position outside the normal limits of travel and create an unsafe condition that could result in a loss of ability to control the airplane.

Shortly after AD 2016-07-24 was issued, it was superseded by AD 2016-17-08 due to comments received from industry professionals indicating difficulties with the specified bolt installation and requesting revision to the repetitive inspection intervals to coincide with established inspection intervals. Textron Aviation issued Revision 1 to MEB-27-02 to modify the hardware specified. No other changes were made to the service bulletin.

Similar Accidents

On May 25, 1988, in West Columbia, South Carolina, a Cessna 402B, N8493A, was involved in a fatal accident after the pilot radioed shortly after takeoff that he was having a problem with the elevator that required "full back pressure" to keep the nose up (NTSB accident number ATL88FA186). While attempting to return to land, the airplane pitched 70-80° nose down and descended into terrain. A postaccident examination revealed that the bolt securing the elevator trim tab push rod to the actuator was missing. The rod had become wedged inside the elevator, which led to an "extreme tab up" (nose down) condition.

On July 28, 1995, in Wenatchee, Washington, a Cessna 402B, N51816, experienced a "greater than normal" nose-down trim and impacted terrain during an attempted emergency landing, resulting in substantial damage (NTSB accident number SEA95LA159). The operator reported that the elevator trim actuator rod failed during takeoff. A postaccident examination by FAA investigators found the elevator trim pushrod jammed behind the elevator spar. The elevator was in the extreme nose-down position, and the cockpit trim wheel was found in the extreme nose-up trim position. The trim wheel was tested with no effect.

On April 26, 2001, in Del Rio, Texas, a Cessna 402B, N80Q, was involved in a fatal accident after the pilot reported that he would circle the airport a few times "because he was having trouble with his autopilot" (NTSB accident number FTW01FA104). A witness observed the airplane turn onto final and stated that the airplane "suddenly stalled and slammed into the ground from about two hundred feet." During the investigation, the elevator trim tab was found to be in the 28° tab-up position (airplane nose-down). According to the airplane manufacturer's specifications, the maximum tab-up travel limit (when connected) is 5°. The trim tab would not move freely by hand forces and appeared to be jammed. The elevator skin was cut open to observe the trim tab connecting hardware. The clevis end of the trim tab pushrod was wedged against the front spar of the elevator's internal structure. Additionally, the bolt that connected the clevis end of the pushrod to the actuator was missing. After further inspection, neither the bolt nor the nut were found in the cavity of the elevator structure or the surrounding area. The clevis end of the pushrod and the actuator were not damaged, and no impact damage was apparent on the trim tab. The operator's maintenance records showed that the right elevator had been replaced 10 flight hours before the accident.

On November 7, 2001, in Winston Salem, North Carolina, a Cessna M310Q, N7648Q, was involved in a fatal accident after the pilot radioed that he was experiencing oscillations in the airplane's controls (NTSB accident number ATL02FA010). He then radioed that the problem was under control, but shortly after he radioed that he was experiencing a lot of down pressure on the yoke. The airplane crashed shortly after this transmission. The elevator trim tab assembly, the elevator trim tab pushrod, and part of the elevator were cut from the airplane at the crash site and brought back to Cessna's laboratory for examination. The forward end of the pushrod had separated from the actuator. The following observations were made during the examination: (1) the dry, oxidized condition of the pushrod's forward end was consistent with the attaching bolt likely being missing for some time before the crash; (2) rub marks on the opening in the forward elevator spar corresponded to rub marks found on the underside of the pushrod; and (3) the geometry of the disconnected pushrod allowed it to pass behind the forward elevator spar. The observed damage was consistent with the elevator trim tab being in the full TEU position at the time of the crash.

Textron Aviation personnel stated that the company is working with the FAA on a design change to prevent the elevator trim tab pushrod from jamming behind the forward elevator spar in the event that the pushrod becomes disconnected from the actuator. Textron Aviation personnel further stated that, when the design change is completed, the company plans to issue a service bulletin.

NTSB Identification: CEN15FA425 
14 CFR Part 91: General Aviation
Accident occurred Friday, September 25, 2015 in Wichita, KS
Aircraft: CESSNA T310Q, registration: N301JA
Injuries: 1 Fatal.

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


On September 25, 2015, about 1550 central daylight time, a Cessna T310Q airplane, N301JA, was destroyed after declaring an emergency and subsequent impact with the ground in Wichita, Kansas. The commercial multi-engine instrument rated private pilot was fatally injured. The airplane was registered to Celestial Knights, LLC and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight and an instrument flight plan had been filed. The flight originated at Wichita Dwight D Eisenhower National Airport (KICT), Wichita, Kansas and was enroute for Centennial Airport (KAPA), Denver, Colorado.








Aaron Wesley Waters

September 26, 1968 - September 25, 2015


Resided in Parker, CO

Aaron Wesley Waters was a great man, amazing husband and father, faithful servant of the Lord and ultimately a hero. Aaron was born September 26, 1968 in San Diego, California to Wesley Grear Waters and Nola Christensen. He was the 4th of 5 children with 3 older sisters and 1 younger sister. He later said it was like having 4 mothers telling him what to do.

At the age of 6, his family moved to Orem, Utah. Aaron loved the scouting program where he earned his Eagle Scout Award. He also loved building model airplanes, flying with his dad, and working his paper route. Aaron's love of flying motivated him to get his private pilot's license at the age of 17. He ran on the cross-country team in high school and graduated from Mountain View High School in 1986. During his teen years, he started a lawn mowing business and discovered his mechanical talents while repairing lawn mowers. He saved enough money to pay for a mission for The Church of Jesus Christ of Latter-day Saints. He served honorably in Sydney, Australia from 1987 until 1989.

Aaron attended Brigham Young University and earned a Bachelor's and Master's Degree in Mechanical Engineering. As an engineer, he worked for Dow Corning in Michigan, Cessna Aircraft in Wichita, Kansas, and the FAA in both Wichita and Parker, Colorado.

Aaron met Kate on a blind date arranged by her aunt and his mother when he was visiting family in Orem. Aaron flew home to Utah weekly from Wichita in order to spend time with Kate. They married on September 1, 2000 in the Salt Lake Temple and started their married life together in Wichita, Kansas where their three children were born.

In 2009, Aaron and his family moved to Parker, Colorado. He started his own company, Aircraft Certification and Systems Engineering, which helped companies meet FAA regulations in mechanical systems.

Aaron's love of flying permeated his personal and professional life. He took cross-country flying trips with his father, helped his dad build his own airplane and shared this love with his family and friends.

Church and family meant everything to Aaron. He loved his children--he played with them, coached their soccer teams, taught them wood shop skills, played games, helped them with their homework, and on and on. Kate and the kids were always his priority. Together, Kate and Aaron created a gospel-centered home. He made sure their family read the scriptures, had family prayer, family home evening and taught his kids the gospel. He dedicated his life to God and family.

Aaron Waters passed from this life on September 25, 2015 in a plane crash. News media called him a hero for the way he was able to maneuver his damaged twin engine Cessna plane away from homes and crash in a wooded area protecting lives and property.

He is survived by his wife, Kate, and three children, Curtis (13), Michael (9), and Kerilynn (7), his parents, Wes and Nola Waters, three sisters, Julie Smith (Wayne), Shelly Brailsford (David), and Jennilyn Woods (Brad). He was preceded in death by his sister, Kerie Jean Waters.

Aaron, thank you for your great example and dedication to family and church. We love and miss you!

A visitation will be held on Thursday, October 1, 2015 from 6:00 - 8:00 PM, at the County Line Road Horan & McConaty Family Chapel, 5303 E. County Line Rd., in Centennial, Colorado 80122. Funeral Service will be held on Friday, October 2, 2015 at 10:00 AM, at The Church of Jesus Christ of Latter-day Saints, 11755 Tara Ln., in Parker, Colorado 80134. The family will be receiving friends and family prior to the service from 9:00 - 9:45 AM. Interment will follow at Golden Cemetery, Hwy. 6 and Ulysses St., in Golden, Colorado 80401.

In lieu of flowers, the family asks that you make a donation to the "Aaron Waters Memorial Fund" at any Wells Fargo Bank. The proceeds will go directly to his children. Thank you.

 - See more at: http://horancares.com

















WICHITA, Kansas – We’ve learned new details about Friday’s deadly plane crash. The Wichita Fire Department has identified the pilot as Aaron Waters of Parker, Colorado. We’ve been taking a closer look into what happened in the moments just before the tragedy. 

Wichita Fire chief, Ron Blackwell, says Waters spoke with Wichita airport towers about an unspecified issue. He was given permission to return to the airport, but he didn’t make it back. The Wichita Fire Department is no longer investigating the case, but they are calling him a hero for avoiding several homes.

“We could smell av gas and I knew as hard as that thing hit that nobody survived,” said spectator Pat Knutson.

It’s a sight Knutson will never forget.

Chief Blackwell says before crashing, the pilot made a choice that ultimately saved lives.

“We’re in a densely packed neighborhood here where there are a number of neighborhood structures, had the aircraft hit one of those, the potential loss of life was certainly significant,” Blackwell said.

The fire department continued its investigation Saturday morning on the city’s west side where a Cessna 310 plane crashed into the Cowskin Creek, just yards from homes. The case was taken over by the National Transportation Safety Board.

“I would expect that over the course of the next 48 to 72 hours, they’ll be working to identify aircraft parts, get those labeled and packaged and sent off for analysis,” said Blackwell.

“We’re in the initial stages, so as far as safety record of the airplane we’re looking at all aspects of the investigation the airplane,” said NTSB investigator, Courtney Liedler.. “We’ll be looking at the environment, the pilot. We’re just collecting initial data at this point.”

Although NTSB investigators will be here for a couple of days, they say, it will take some time before we know all the details. They expect to be on scene until Sunday, likely leaving Monday afternoon. Investigators say they’ll release a preliminary report in about seven days once they’re done collecting evidence on scene, but they say it could be six months before the investigations is done.


Aaron Waters, 47, was killed when his plane crashed into a West Wichita neighborhood September 25, 2015. 

Wichita, Kansas — The pilot killed in a crash that narrowly missed several West Wichita homes has been identified by family members as Aaron Waters, 47, of Parker, Colorado.

Waters was the owner and president of Aircraft Certification and Systems Engineering, LLC based in Parker, but spent about 9 years as an engineer for Cessna in Wichita.

According to the company’s website:

“ACSE’s mission is to assist our clients in efficiently and effectively obtaining required FAA Certification of Aircraft Products and to develop safe and compliant design and engineering documentation.” 


Waters had lived in Colorado since 2008, when he reportedly began working for the Federal Aviation Administration as an Air Safety Engineer and had completed numerous training courses with the FAA over the last 15 years, according to his resume.

Friends of the family, who knew him during his time in Wichita, called him a “very talented young man.”

The Cessna 310 he was piloting on Friday afternoon went down just minutes after takeoff. Waters had radioed the tower saying he needed to come back to the airport, but then quickly issued an emergency call.

Witnesses at the scene said they heard what sounded like mechanical problems with the plane, before seeing it crash into a wooded area just yards from a Wichita home. No one on the ground was hurt.

Waters leaves behind a wife and several children.

Source:  http://ksn.com


WICHITA, Kan. -- One person has died after a small plane crashed near a west Wichita neighborhood.

The crash happened around 3:45 Friday afternoon near Cowskin Creek in the area of Maple and Maize Road. Wichita Fire Chief Ron Blackwell said the Cessna T310 took off from Eisenhower National Airport, and the pilot reported trouble.

While in the process of turning around to head back to the airport, the plane crashed behind a home in a heavily wooded area near Cowskin Creek. The pilot was pronounced dead at the scene.

"The aircraft is significantly damaged," Chief Blackwell said. "The scene does include a significant odor of aviation fuel. We've had contact with state environmental officials about that. We feel, at this point, that there is no threat from the fuel."

Donna Stegman is a 737 pilot who witnessed the crash. She was driving in the area when she saw the plane in the air directly in front of her. She said she knew it was going to crash.

"The upper wing was straight up in the air," she said. "It was coming down. He hadn't went completely vertical at that time, but I knew just shortly he would be going down."

Pat Knutson tells KAKE News as soon as the explosion happened, he ran to the crash site.

"I knew it was too late," he said. "It was totally, totally demolished. We looked around and we could see some things, and we knew that there were no survivors."

Knutson said the pilot saved many lives.

"The guy knew what he was doing," he said. "He directed the airplane so that it wouldn't cause casualties to others."

The plane was en route to Colorado. It was built in 1972 and was registered out of Parker, Colorado.

Crews are working to reconstruct the scene. Officials with the National Transportation Safety Board should be on scene Saturday, Blackwell said.

The pilot's identity was not released.

Story, video and photo:  http://www.kake.com


Federal aviation investigators are expected to arrive Saturday morning at the scene of a fatal plane crash in west Wichita.

Wichita fire officials say a Cessna T310Q crashed shortly before 4 p.m. on Friday. It went down in the neighborhood near the intersection of Maple and Maize roads.

The unidentified pilot was killed. He was the only person on board.

Witnesses say the plane did a nosedive straight into a creek between two houses.

 Wichita Fire Chief Ron Blackwell says the crash came within 25 feet of a garage.

"We were very fortunate that that did not happen. We've received witness reports that the aircraft, as it crashed, came straight down, and those things will be determined as the investigation moves forward," he told reporters Thursday.

Blackwell says there was significant damage to the plane, and the debris field is compact.

Blackwell says the plane left the Wichita Dwight D. Eisenhower National Airport and was headed to Colorado at the time of the crash.

An official with Dwight D. Eisenhower National Airport in Wichita said the twin-engine Cessna took off from the airport and crashed southeast of Maple and Maize Road around 4 p.m.

Wichita Police have confirmed the pilot died in the crash. Wichita Fire Chief Ron Blackwell said the man was headed toward Colorado when his plane went down. He has not been identified.

The plane went down in the backyard of a home on Wagon Wheel road just west of Maize Road. Homeowner Amy Martin was not home at the time and said she saw the plane having trouble above, but didn’t know it had crashed until she got home and found it in her backyard.

Martin says the wreckage is scattered throughout her yard in pieces. She says it also took down trees and power lines but didn’t hit any houses.

Source:  http://kmuw.org



WICHITA, Kan. - We are continuing to gather details about a plane that crashed in west Wichita this afternoon. 

As soon as the plane went down, around 3:47 p.m., eyewitnesses went to Twitter to say they saw the plane go down.

Wichita Fire Chief Ron Blackwell said the call of the crash came in at 4 p.m. from the 400 block of Wetmore. 

When crews arrived on the scene, they were able to locate the wreckage of a twin engine Cessna 310. Blackwell said only one person was on board, and that person died in the crash.

Blackwell said it was reported that the plane's pilot radioed in saying that there were problems with the plane. He was then told to return to the airport. Upon trying to return is when the plane crashed.

Eyewitness News has confirmed the plane is registered to Celestial Knights, LLC based out of Parker, Colorado.

Anne Meyer reports acting Wichita Police Chief Nelson Mosley and several police captains are out on the scene.

Story and video:  http://www.kwch.com





Fire Chief Ron Blackwell briefs the media 
Chief Ron Blackwell, Wichita Police Department, briefs the media Friday afternoon from the scene of deadly plane crash. 



Witness describes scene 
Witness Patrick Knutson described what he saw. 'I was so shocked. The goosebumps ran all over me.' 


Scene of plane crash 
 Emergency crews coming from the backyard of a home in west Wichita where airplane crashed Friday afternoon. 

Scene of plane crash
 Emergency officials on scene of plane crash in west Wichita.

WICHITA, Kansas — Emergency officials have confirmed to KSN that a twin-engine plane has crashed in west Wichita near Maple and Maize Road with one fatality.

Chief Ron Blackwell, Wichita Fire Department, said the plane was a Cessna T310Q that had just taken off from Wichita Dwight D. Eisenhower National Airport, but had experienced mechanical problems and was turning around when it went down in the 400 block of South Wetmore St.

Landon Grams, Director of Operations for the Rolling Hills Country Club, told KSN, “I was with members out on the golf course when the airplane flew over us and made a change of sound. At that point, it started to veer off to one side and you could tell that it was losing altitude. A few seconds later, you heard the noise down the street.”

Grams described what he was thinking when he saw the plane descend.

He said, “It was a surreal feeling, knowing that the plane was up in the air and then you knew that it had had a crash landing… when you’re not quite sure what it went into, you just hope that it wasn’t into anybody or anything serious.”

Representatives with Sedgwick County tell KSN News that the only county entities handling the fatal crash are, for right now, dispatchers. County officials say at last report, this crash is under the jurisdiction of the city of Wichita.

KSN crews on the scene are reporting that the plane is down behind a home. We will have more information as soon as available.

Patrick Knutson witnessed the crash and described what he saw:

I was so shocked. The goosebumps ran all over me. I took off running right away to it, and like I said, we could smell avgas and I knew as hard as that thing hit that nobody survived.

The engines were running, and because of the attitude that he was coming in at, he was speeding up the rpm’s making a lot of rpm and it came in, just pow.

I knew it was wrong, the attitude it was coming in at. I knew he was doing it directly. If he would’ve lost power to that engine, to that airplane or something, it would’ve come more straight down. He wasn’t trying to flatten it out. He knew he had a target. He was going right to it. Something went wrong before that, when he started falling out of the sky he looked for a place to hit it and that’s what he did.


Story, video and photo gallery:  http://ksn.com