Sunday, July 31, 2016

Rockwell 112TC, New Rides LLC, N4605W: Incident occurred July 31, 2016 at Ashland Regional Airport (KDWU), Worthington, Greenup County, Kentucky

NEW RIDES LLC: http://registry.faa.gov/N4605W

FAA Flight Standards District Office: FAA Louisville FSDO-17

Date: 31-JUL-16
Time: 23:15:00Z
Regis#: N4605W
Aircraft Make: ROCKWELL
Aircraft Model: 112
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: ASHLAND
State: Kentucky

AIRCRAFT ON LANDING NOSE GEAR COLLAPSED, ASHLAND, KENTUCKY.

GREENUP COUNTY, Ky. (WSAZ) -- A plane has crashed at the Ashland Regional Airport in Worthington Sunday evening.

According to Greenup County 911, the plane nosedived into the runway. No one was injured.


The Raceland Police Department, Worthington Fire Department, and Kentucky State Police all responded to the scene.


Source: http://www.wsaz.com

Piper PA-28-180, N5305L: Incident occurred July 31, 2016 near Meadow Lake Airport (KFLY), Colorado Springs, El Paso County, Colorado

http://registry.faa.gov/N5305L

FAA Flight Standards District Office: FAA Denver FSDO-03

Date: 31-JUL-16
Time: 18:45:00Z
Regis#: N5305L
Aircraft Make: PIPER
Aircraft Model: PA28
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: COLORADO SPRINGS
State: Colorado

AIRCRAFT FORCE LANDED .25 MILE FROM MEADOW LAKE AIRPORT, COLORADO SPRINGS, COLORADO.



PEYTON, Colo. — Fire crews responded to a small plane that made a hard landing on Sunday afternoon.

Falcon Fire Department responded to the area near Judge Orr Road and Highway 24 around 1 p.m.

Officials said all four people aboard were able to exit the aircraft; there were no reported injuries.

Authorities are investigating.

Source:  http://fox21news.com

Fresno police’s Skywatch copter helps catch DUI suspect

The Fresno police Skywatch helicopter helped take a fleeing DUI suspect into custody early Sunday morning, Sgt. Tony Bustos reported.

The incident took place about 1 a.m. as a traffic officer near Fresno Street and Herndon Avenue tried to pull over a man for a minor traffic infraction. Bustos said the driver, identified as Alejandro Cedillo, 20, fled south on Highway 41 as one of the occupants of the car tossed away a beverage.

The officer did not pursue and instead called for help from the helicopter.

The car was followed as it left the highway at Ashlan Avenue before stopping at an apartment complex in the 3500 block of North Pleasant Avenue. Three people were detained by officers on the ground.

Cedillo was found to be the driver and he was booked on DUI charges as well as evading charges.

Read more here: http://www.fresnobee.com

Loss of Engine Power (Partial): Cessna 172F Skyhawk, N211FC; accident occurred July 31, 2016 in Newark, Kendall County, Illinois

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

Additional Participating Entities: 

Federal Aviation Administration / Flight Standards District Office; DuPage FSDO; Des Plaines, Illinois
Federal Aviation Administration / Flight Standards District Office; Nashville, Tennessee

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/N211FC



Location: Newark, IL
Accident Number: CEN16LA297
Date & Time: 07/31/2016, 1135 CDT
Registration: N211FC
Aircraft: CESSNA 172F
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 31, 2016, about 1135 central daylight time, a Cessna 172F airplane, N211FC, collided with a berm during a forced landing near Newark, Illinois. The private pilot was not injured, and the airplane was substantially damaged. The airplane was registered to the pilot and operated as a Title 14 Code of Federal Regulations Part 91 personal flight without a flight plan. Day visual meteorological conditions prevailed for the cross-country flight that departed Wittman Regional Airport (OSH), Oshkosh, Wisconsin, about 0945, and had the intended destination of Morris Municipal Airport (C09), Morris, Illinois.

The pilot reported that the airplane experienced a sudden loss of engine power about 1 hour 50 minutes into the flight at a cruise altitude of 2,500 ft mean sea level. The engine continued to run but there was an excessive vibration and a significant loss of power. The pilot reported that he increased the fuel mixture to full-rich, confirmed that the fuel selector was positioned to draw fuel from both fuel tanks, and verified that the ignition switch was selected to both. He did not engage the carburetor heat. There was no improvement to engine performance; however, the oil temperature and oil pressure gauges were indicating normal readings. The pilot reported that the engine eventually began to make a "squeaking" noise as it continued to run. The pilot stated that he made a forced landing to an open field because the engine was not producing enough power to maintain altitude. The airplane's nose landing gear collapsed when it impacted a berm during landing roll, and the airplane came to rest in a nose down attitude. The engine firewall and lower fuselage structure were damaged when the nose landing gear collapsed.

The engine was examined by a Federal Aviation Administration (FAA) Inspector after the airplane had been recovered from the field. The FAA Inspector reported that although the engine crankshaft could be rotated by hand, it could not complete a full turn. The upper spark plugs were removed and examined. The upper spark plugs for cylinder Nos. 1-3 exhibited features consistent with normal operation. The upper and lower spark plugs for the No. 4 cylinder exhibited significant impact damage. The No. 4 cylinder was removed and revealed significant impact damage to the piston face and the top of the piston chamber. The No. 4 exhaust valve was not located in its normal position in the cylinder head. A portion of the exhaust valve was found embedded in the cylinder head. Another portion of the exhaust valve and the valve stem were found in the left muffler. About ½ of the No. 4 exhaust valve was located during the examination, and the recovered portions exhibited significant impact damage.

The airplane was powered by a 145-horsepower, 6-cylinder, Continental O-300-D reciprocating engine, serial number 28231-D-3-D. The most recent annual inspection was completed on January 26, 2016. At the time of the accident, the engine had accumulated 2,146.9 hours since its last major overhaul that was completed on January 6, 1989. According to available maintenance documentation, the No. 4 cylinder exhaust valve had not been repaired or replaced since the last engine overhaul. According to the engine maintenance manual, the recommended time between overhaul (TBO) for the O-300-D engine is every 1,800 hours or 12 years, whichever occurs first. FAA regulations do not require Part 91 operators to comply with an engine manufacturer's recommended TBO interval provided the engine meets annual inspection requirements.

Pilot Information

Certificate: Private
Age: 63, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/05/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 10/22/2015
Flight Time:  1267 hours (Total, all aircraft), 1263 hours (Total, this make and model), 1136 hours (Pilot In Command, all aircraft), 21 hours (Last 90 days, all aircraft), 18 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N211FC
Model/Series:172F 
Aircraft Category:Airplane 
Year of Manufacture: 1965
Amateur Built:No 
Airworthiness Certificate: Normal
Serial Number: 17253173
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 01/26/2016, Annual
Certified Max Gross Wt.: 2300 lbs
Time Since Last Inspection: 31 Hours
Engines: 1 Reciprocating
Airframe Total Time: 5036.3 Hours at time of accident
Engine Manufacturer: Continental
ELT: C91 installed, not activated
Engine Model/Series: O-300-D
Registered Owner: On file
Rated Power: 145 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: C09, 584 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 1135 CDT
Direction from Accident Site: 149°
Lowest Cloud Condition: Scattered / 2600 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 80°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.04 inches Hg
Temperature/Dew Point: 26°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Oshkosh, WI (OSH)
Type of Flight Plan Filed: None
Destination: Morris, IL (C09)
Type of Clearance: None
Departure Time: 0945 CDT
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 41.582500, -88.542222 (est)




Sunday morning at approximately 11:39 a.m., Kendall County Sheriff’s deputies were dispatched to the 9000 Block of Millbrook Road, just north of Route 71, for a report of a small airplane crash.

Contact was made upon arrival with the pilot, Kurt Englemann, who was uninjured. Englemann was the sole occupant of the plane.

Englemann was flying from Wisconsin.  He told Kendall County Sheriff's deputies that his plane lost power, prompting him to attempt a landing in a field.

Representatives from the Federal Aviation Administration (FAA) have been notified, and will complete an investigation.

Source:  http://www.wspynews.com




A pilot made an emergency landing in a farm field in the 9000 block of Millbrook Road south of Plano at approximately 11:38 a.m. today, according to the Kendall County Sheriff's Office.

Police said the pilot, Kurt Englemann, age and address not given, was the sole occupant of the plane and was not hurt.

Englemann told police he was flying from Wisconsin when his plane lost power, prompting him to make the emergency landing.

Representatives from the Federal Aviation Administration (FAA) have been notified, and will complete an investigation, police said.

The 9000 block of Millbrook Road is located south of Silver Springs State Park.

Source: http://www.kendallcountynow.com

Trick Trikes Storm, N4367X: Accident occurred July 31, 2016 at Valkaria Airport (X59), Malabar, Brevard County, Florida

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

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

FAA Flight Standards District Office: FAA Orlando FSDO-15

http://registry.faa.gov/N4367X

NTSB Identification: ERA16CA278
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 31, 2016 in Valkaria, FL
Probable Cause Approval Date: 04/10/2017
Aircraft: TRICK TRIKES STORM, registration: N4367X
Injuries: 2 Minor.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot of the weight-shift-control aircraft reported that, during takeoff, he pitched upward excessively early for the aircraft’s weight. Several feet above the ground, the aircraft descended and bounced off the runway. The pilot tried to regain control and take off again, but the aircraft came back down and bounced on the runway. The left main landing gear collapsed, and the aircraft slid down the runway about 75 ft before coming to rest. The pilot reported there were no preimpact mechanical malfunctions or anomalies with the aircraft that would have precluded normal operation. Examination of the wreckage revealed that the fuselage was substantially damaged. 

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

The pilot’s premature rotation during takeoff, which resulted in an aerodynamic stall and a hard landing.


BREVARD COUNTY, Fla. (WOFL FOX 35) - Two people were taken to the hospital after an ultralight small plane crash Sunday morning.

John Martinez, with the Brevard County Sheriff's Office, told Fox 35's David Williams, the call about the crash at Valkaria Airport came in at 7:10 a.m., Sunday.

According to Martinez, a caller said the plane started to take off, when the plane hit the ground hard and bounced.

Martinez said the caller told authorities both male passengers were ejected from the small experimental aircraft.

Both men, one in his late 60's, the other in his mid 50's were taken to Holmes Regional Hospital. One of the men was taken by helicopter, the other taken by ambulance.

Martinez said both men had non-life threatening injuries. A sheriff's deputy on scene told Fox 35 both men are expected to be okay Sunday.

According to Martinez, the pilot of the aircraft was experienced.

A Brevard County Sheriff's Deputy on scene said the Federal Aviation Administration is en route to investigate the crash.

Story and video:  http://www.fox35orlando.com




Two people were seriously injured when an ultralight aircraft crashed early Sunday near Valkaria Airport in Grant-Valkaria.

The crash was reported just after 7:20 a.m. at the airport, which is west of U.S. 1 on Valkaria Road in Grant-Valkiria, a mostly rural community southeast of Palm Bay.

Several fire-rescue crews from Brevard County and Palm Bay responded to the site.

The type of aircraft was described by authorities as an ultralight.

The cause of the crash was not immediately known but the Federal Aviation Administration has been notified of the incident.

Paramedics initially requested two medical helicopters. One of the flights was cancelled a short time later. One of the crash victims was airlifted to Holmes Regional Medical Center in Melbourne. The second patient was taken to the hospital by ground transport.  An investigation is underway.

Saturday, July 30, 2016

Bellanca 17-30A Viking, N666RS: Incident occurred July 30, 2016 at Lawrence Municipal Airport (KLWM), North Andover, Essex County, Massachusetts

http://registry.faa.gov/N666RS

FAA Flight Standards District Office: FAA Boston FSDO-61

Date: 30-JUL-16
Time: 16:23:00Z
Regis#: N666RS
Aircraft Make: BELLANCA
Aircraft Model: 1730
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: LAWRENCE
State: Massachusetts

AIRCRAFT ON LANDING NOSE GEAR COLLAPSED, LAWRENCE, MASSACHUSETTS.



NORTH ANDOVER (CBS) — A small plane made a hard landing at a North Andover airport on Saturday afternoon.

Officials say they were called about a plane coming in for a landing at Lawrence Municipal Airport around 12:15 p.m.

The front wheel gave out and the plane landed hard on the tarmac. No one was hurt during the incident.

A pickup truck towed the green-and-white plane to Eagle Aviation Complex.


Source:  http://boston.cbslocal.com


NORTH ANDOVER, Mass. —A plane's nose gear collapsed at Lawrence Municipal Airport Saturday afternoon, officials said.

Two people were on board when the incident occurred at the North Andover airport around 2 p.m.

No injuries were reported.

It's unknown what caused the nose gear to collapse.

Source: http://www.wcvb.com

Glasair III SH-3R, N718DH: Incident occurred July 30, 2016 in Santa Clarita, Los Angeles County, California

http://registry.faa.gov/N718DH



A small plane made an emergency landing north of Santa Clarita due to engine trouble, landing on Texas Canyon Rd Saturday afternoon.

“It made an emergency landing,” said supervising fire dispatcher Art Marrujo. “No injuries and no fire were reported. There was no crash.”

The plane began to have engine trouble while it was flying, and was forced to land in an area with no residents or cars. The pilot of the plane chose Texas Canyon Rd., east of Bouquet Canyon Rd.

“He was having engine trouble and landed on a dirt road,” said Marrujo.

First responders received the call about the downed plane at 1:05 p.m. and were on scene shortly after.

“It was a hard landing,” said Sgt. Dan Peacock with the Santa Clarita Valley Sheriff’s Station. “There was some minor damage to the plane.”

Peacock added that the damage was done to the landing gear of the plane, rendering it unflyable.

Officials believe the pilot took off from Fox Field airport in Lancaster. It is unknown at this time where the intended destination of the pilot was.

Source:  http://www.hometownstation.com

Ryan Navion B, N5294K: Accident occurred July 30, 2016 at Manitowoc County Airport (KMTW), Wisconsin

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

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

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

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office;  Milwaukee, Wisconsin
Continental Motors, Inc.; Mobile, Alabama 


Rapier Aviation LLC: http://registry.faa.gov/N5294K




NTSB Identification: CEN16LA296

14 CFR Part 91: General Aviation
Accident occurred Saturday, July 30, 2016 in Manitowoc, WI
Probable Cause Approval Date: 05/01/2017
Aircraft: RYAN NAVION B, registration: N5294K
Injuries: 1 Minor, 1 Uninjured.

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

According to the private pilot, the engine run-up, taxi to the runway, and takeoff were normal. After establishing a positive climb rate, the pilot retracted the landing gear. Shortly after the gear retraction, the engine lost total power. The pilot quickly tried to restart the engine without success and then conducted a forced landing on the remaining runway. The airplane impacted the side of the runway and came to rest upright.

An examination of the engine revealed no anomalies. No fuel was found in the fuel lines from the firewall to the engine fuel system components. The fuel selector valve and gascolator were removed for further examination and testing. A vacuum test of the fuel selector valve revealed no anomalies. The gascolator exhibited fuel staining on the top of the casting. A vacuum test of the gascolator revealed that it leaked severely due to degraded rubber gaskets. It is likely that the leaks in the gascolator allowed air to enter the fuel system and resulted in the loss of engine power. The pilot stated that he typically needed to use the electric fuel boost pump in the low position to keep the engine running smoothly during the run-up and taxi until the engine reached normal operating temperature, which was contrary to the airplane checklist that was provided by the pilot.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A leak in the gascolator due to degraded rubber gaskets, which allowed air to enter the fuel system and resulted in fuel starvation and a total loss of engine power during takeoff.

On July 30, 2016, at 1230 central daylight time, a Ryan Navion B single-engine airplane, N5294K, impacted the runway during a forced landing following a loss engine power during initial climb from the Manitowoc County Airport (MTW), Manitowoc, Wisconsin. The private pilot sustained minor injuries, the passenger was not injured, and the airplane sustained substantial damage to the left wing. The airplane was registered to Rapier Aviation LLC, Lewes, Delaware, and operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident and a flight plan was not filed. The local flight was originating at the time of the accident.

According to the pilot, prior to takeoff, the engine run-up, taxi to the runway, and takeoff were normal with no anomalies noted. After establishing a positive rate of climb, the pilot retracted the landing gear. Shortly after the gear retraction, the engine lost total power. The pilot quickly tried to restart the engine without success. The pilot performed a forced landing back to the remaining runway surface. The airplane impacted the side of the runway and came to rest upright.

Post-accident examination of the airplane by a Federal Aviation Administration (FAA) inspector showed the left wing and forward fuselage were bent. The airplane was recovered to the pilot's hangar for further examination.

On August 8, 2016, the airplane and airplane records were examined at the pilot's hangar by the National Transportation Safety Board (NTSB) investigator-in-charge, a FAA inspector, and a representative from Continental Motors, Inc (CMI). During the examination, the airplane was resting on its fuselage with the landing gear retracted. Visual examination of the engine showed the fuel system throttle body and fuel metering unit, located on the underside of the engine, were damaged due to the impact. The throttle and mixture control arms were intact and operational. The engine fuel pump was removed and manually rotated with no anomalies noted. No fuel was expelled when the pump was rotated. The fuel pump drive coupling was intact. The engine fuel pump hoses were removed and no fuel was found in the inlet and outlet hoses. The fuel manifold valve was disassembled and a small amount of fuel was present. The fuel nozzles were removed and clear of contaminants. The six engine cylinders were examined with a lighted borescope. The examination did not reveal any damage or unusual wear issues in the cylinders. The engine was manually rotated and continuity of the crankshaft and valve train components was verified. Thumb compression was achieved on all cylinders. Both magnetos produced spark at the individual ignition leads when the engine was manually rotated. During the examination, the fuel selector was observed in the off position. When the fuel selector was selected to each tank position (main, left tip, right tip), fuel drained from the airplane.

During conversations with the pilot, he stated that he started the engine using normal airframe electric fuel boost pump operation (high position to fuel flow peak) and needed to leave the fuel boost pump in the "low" position to keep the engine running after start. The pilot added that the low position was necessary to keep the engine running smoothly during taxi and engine run-up. He stated that after the engine reached normal operating temperature, the fuel boost pump could be turned off and was not required for a smooth running engine. After the accident, the airplane was recovered by local airport personnel to the pilot's hangar. Fuel was noted to be leaking from the airplane and the fuel selector was turned to the off position. The position of the fuel selector prior to being turned off was not determined. The pilot stated he only used the main tank fuel selector position for takeoff and landing phases of flight.

A review the airplane checklist provided by the pilot showed the following related to the fuel boost pump:

Starting Engine:

Fuel Pump On High to Fuel Flow Peak

Fuel Pump Off

The checklist did not indicate any other uses for the fuel boost pump for airplane operation. The source of the checklist was not determined.

On September 15, 2016, the airplane was examined at the pilot's hangar by the NTSB investigator-in-charge and a FAA inspector. An airplane recovery service was used to access the underside of the airplane to examine the fuel system components. The airframe electric fuel boost pump outlet and inlet lines were removed. No fuel was found in the pump outlet line (which connected to engine fuel pump), and fuel drained from the the boost pump inlet line when the fuel selector was moved to each tank position (main, left tip, right tip). Forced air was applied to all fuel lines within the fuel system, and the lines were clear of debris and contaminants. Fuel flowed freely from all tanks to the gascolator to the electric fuel boost pump, and to the engine fuel pump. Approximately 11 gallons of fuel was drained from the main tanks, and an unmeasured amount (more than several gallons) was drained from each tip tank.

The fuel selector and gascolator were removed and vacuum tested for leaks. The gascolator exhibited fuel staining on the top of the casting. Koehler 2201B, ASSY K22 0B was cast in the top cover of the gascolator. The fuel selector vacuum test revealed no leaks or anomalies. The gascolator vacuum test revealed air leaking from the top seal and the gascolator could not achieve a vacuum of 24" (only get to 20") and the bleed down exceeded 5" in less than one minute. The top and bottom seals were comprised of rubber gaskets which were meshed to a wire screen by a glass cylinder. When assembled, the glass cylinder was tightened between two caps which each contained the rubber gaskets and wire mesh. The gascolator was disassembled and the rubber gaskets were hard and immalleable.

On October 26, 2016, at the facilities of Continental Motors, Inc., under the supervision of a NTSB investigator, the engine fuel pump was examined and functionally tested. The fuel pump had been field overhauled as indicated by the non-CMI impression on the lead seal. The fuel pump turned freely and there were no abnormalities present. The fuel pump was flowed on a CMI test bench and functioned through its full range of operation. No adjustments were made to the fuel pump during the test. At 2,600 RPMs, the specification fuel flow (PPH) and specification fuel pressure (PSI) were 149.00 - 150.00 PPH and 33.70 - 34.30 PSI, respectively. The observed PPH and PSI were 149.69 and 29.84, respectively. CMI noted the following for the functional test:

"Fuel System Component Flow/Pressure Test: The "Observed" fuel flows and/or pressures are recorded without adjustment (unless noted) of the fuel system component. The additional values in each table are engineering specifications for the original calibration of the component to insure desired performance within the full range of operation. These tests and adjustments are carried out in an environment of controlled fuel supply pressures and calibrated test equipment.

When engines are installed in aircraft, they are subjected to a different induction system, fuel supply system and operating environment and may require further adjustments to compensate for these differences. It is these differences that may be present in the following test bench recorded values and CMI flow/pressure specifications. These tests are conducted to confirm that the fuel system components will function adequately within its' designed limitations."

CMI's analytical report stated, "The fuel pump assembly was intact and demonstrated the ability to function normally on the test bench."

Sierra Hotel Aero, Inc. (SHA) currently holds the type certificate for the Ryan Navion. In May of 2007, SHA issued Navion Service Bulletin (SB) 106A - Fuel System - Inspection of the fuel system continued safe operation. The purpose of the SB was to require accomplishment of one time inspection of entire fuel system. This included from firewall aft for condition of all fuel lines installed including tip tanks, metal lines, fittings, hoses, vent system, vapor return, boost pump, and fuel strainer. The SB further states, inspect fuel strainer for evidence of fuel staining and leaking. Disassemble strainer and clean fuel screen. Inspect for damage and reassemble. Perform vacuum test of gascolator to include: connect hand operated vacuum pump and apply 24" of vacuum, verify bleed down does not exceed 4" over one minute, replace gaskets, fuel drain and/or gascolator as needed to ensure proper operation.

In April of 2008, the FAA issued an AD 2008-05-14 Sierra Hotel Aero, Inc. The purpose of the AD is to "detect and correct fuel system leaks or improperly operating fuel selector valves, which could result in the disruption of fuel flow to the engine. This failure could lead to engine power loss." The AD allows the owner/operator to follow the SB's issued by SHA or the field service bulletin number one issued by the American Navion Society.

A review of the aircraft records revealed the most recent annual inspection was completed on July 7, 2016, at a hobbs time of 88.9 hours, 3,033.0 total airframe hours, and 1,019.3 total engine hours. According to a major repair and alteration form (FAA Form 337), on June 19, 2009, the original fuel shut off valve was removed and replaced with a new ANS Ltd. fuel valve (part number 145-48000-ANS3) in accordance with the American Navion Society, Ltd, instructions ANS 201 as an alternate means of compliance for airworthiness directive (AD) 2008-05-14. There was no record of compliance with SB 106A.

NTSB Identification: CEN16LA296
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 30, 2016 in Manitowoc, WI
Aircraft: RYAN NAVION B, registration: N5294K
Injuries: 1 Minor, 1 Uninjured.

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

On July 30, 2016, at 1230 central daylight time, a Ryan Navion B single-engine airplane, N5294K, impacted the runway during a forced landing following a loss engine power during initial climb from the Manitowoc County Airport (MTW), Manitowoc, Wisconsin. The private pilot sustained minor injuries, the passenger was not injured, and the airplane sustained substantial damage to the left wing. The airplane was registered to Rapier Aviation LLC, Lewes, Delaware, and operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident and a flight plan was not filed. The local flight was originating at the time of the accident.

According to the pilot, prior to takeoff, the engine run-up, taxi to the runway, and takeoff were normal with no anomalies noted. After establishing a positive rate of climb, the pilot retracted the landing gear. Shortly after the gear retraction, the engine lost total power. The pilot quickly tried to restart the engine without success. The pilot performed a forced landing back to the remaining runway surface. The airplane impacted the side of the runway and came to rest upright.

Post-accident examination of the airplane by a Federal Aviation Administration (FAA) inspector showed the left wing and forward fuselage were bent. The airplane was recovered to the pilot's hangar for further examination.

On August 8, 2016, the airplane and airplane records were examined at the pilot's hangar by the National Transportation Safety Board (NTSB) investigator-in-charge, a FAA inspector, and a representative from Continental Motors, Inc (CMI). During the examination, the airplane was resting on its fuselage with the landing gear retracted. Visual examination of the engine showed the fuel system throttle body and fuel metering unit, located on the underside of the engine, were damaged due to the impact. The throttle and mixture control arms were intact and operational. The engine fuel pump was removed and manually rotated with no anomalies noted. No fuel was expelled when the pump was rotated. The fuel pump drive coupling was intact. The engine fuel pump hoses were removed and no fuel was found in the inlet and outlet hoses. The fuel manifold valve was disassembled and a small amount of fuel was present. The fuel nozzles were removed and clear of contaminants. The six engine cylinders were examined with a lighted borescope. The examination did not reveal any damage or unusual wear issues in the cylinders. The engine was manually rotated and continuity of the crankshaft and valve train components was verified. Thumb compression was achieved on all cylinders. Both magnetos produced spark at the individual ignition leads when the engine was manually rotated. During the examination, the fuel selector was observed in the off position. When the fuel selector was selected to each tank position (main, left tip, right tip), fuel drained from the airplane.

During conversations with the pilot, he stated that he started the engine using normal airframe electric fuel boost pump operation (high position to fuel flow peak) and needed to leave the fuel boost pump in the "low" position to keep the engine running after start. The pilot added that the low position was necessary to keep the engine running smoothly during taxi and engine run-up. He stated that after the engine reached normal operating temperature, the fuel boost pump could be turned off and was not required for a smooth running engine. After the accident, the airplane was recovered by local airport personnel to the pilot's hangar. Fuel was noted to be leaking from the airplane and the fuel selector was turned to the off position. The position of the fuel selector prior to being turned off was not determined. The pilot stated he only used the main tank fuel selector position for takeoff and landing phases of flight.

A review the airplane checklist provided by the pilot showed the following related to the fuel boost pump:

Starting Engine:

Fuel Pump On High to Fuel Flow Peak

Fuel Pump Off

The checklist did not indicate any other uses for the fuel boost pump for airplane operation. The source of the checklist was not determined.

On September 15, 2016, the airplane was examined at the pilot's hangar by the NTSB investigator-in-charge and a FAA inspector. An airplane recovery service was used to access the underside of the airplane to examine the fuel system components. The airframe electric fuel boost pump outlet and inlet lines were removed. No fuel was found in the pump outlet line (which connected to engine fuel pump), and fuel drained from the the boost pump inlet line when the fuel selector was moved to each tank position (main, left tip, right tip). Forced air was applied to all fuel lines within the fuel system, and the lines were clear of debris and contaminants. Fuel flowed freely from all tanks to the gascolator to the electric fuel boost pump, and to the engine fuel pump. Approximately 11 gallons of fuel was drained from the main tanks, and an unmeasured amount (more than several gallons) was drained from each tip tank.

The fuel selector and gascolator were removed and vacuum tested for leaks. The gascolator exhibited fuel staining on the top of the casting. Koehler 2201B, ASSY K22 0B was cast in the top cover of the gascolator. The fuel selector vacuum test revealed no leaks or anomalies. The gascolator vacuum test revealed air leaking from the top seal and the gascolator could not achieve a vacuum of 24" (only get to 20") and the bleed down exceeded 5" in less than one minute. The top and bottom seals were comprised of rubber gaskets which were meshed to a wire screen by a glass cylinder. When assembled, the glass cylinder was tightened between two caps which each contained the rubber gaskets and wire mesh. The gascolator was disassembled and the rubber gaskets were hard and immalleable.

On October 26, 2016, at the facilities of Continental Motors, Inc., under the supervision of a NTSB investigator, the engine fuel pump was examined and functionally tested. The fuel pump had been field overhauled as indicated by the non-CMI impression on the lead seal. The fuel pump turned freely and there were no abnormalities present. The fuel pump was flowed on a CMI test bench and functioned through its full range of operation. No adjustments were made to the fuel pump during the test. At 2,600 RPMs, the specification fuel flow (PPH) and specification fuel pressure (PSI) were 149.00 - 150.00 PPH and 33.70 - 34.30 PSI, respectively. The observed PPH and PSI were 149.69 and 29.84, respectively. CMI noted the following for the functional test:

"Fuel System Component Flow/Pressure Test: The "Observed" fuel flows and/or pressures are recorded without adjustment (unless noted) of the fuel system component. The additional values in each table are engineering specifications for the original calibration of the component to insure desired performance within the full range of operation. These tests and adjustments are carried out in an environment of controlled fuel supply pressures and calibrated test equipment.

When engines are installed in aircraft, they are subjected to a different induction system, fuel supply system and operating environment and may require further adjustments to compensate for these differences. It is these differences that may be present in the following test bench recorded values and CMI flow/pressure specifications. These tests are conducted to confirm that the fuel system components will function adequately within its' designed limitations."

CMI's analytical report stated, "The fuel pump assembly was intact and demonstrated the ability to function normally on the test bench."

Sierra Hotel Aero, Inc. (SHA) currently holds the type certificate for the Ryan Navion. In May of 2007, SHA issued Navion Service Bulletin (SB) 106A - Fuel System - Inspection of the fuel system continued safe operation. The purpose of the SB was to require accomplishment of one time inspection of entire fuel system. This included from firewall aft for condition of all fuel lines installed including tip tanks, metal lines, fittings, hoses, vent system, vapor return, boost pump, and fuel strainer. The SB further states, inspect fuel strainer for evidence of fuel staining and leaking. Disassemble strainer and clean fuel screen. Inspect for damage and reassemble. Perform vacuum test of gascolator to include: connect hand operated vacuum pump and apply 24" of vacuum, verify bleed down does not exceed 4" over one minute, replace gaskets, fuel drain and/or gascolator as needed to ensure proper operation.

In April of 2008, the FAA issued an AD 2008-05-14 Sierra Hotel Aero, Inc. The purpose of the AD is to "detect and correct fuel system leaks or improperly operating fuel selector valves, which could result in the disruption of fuel flow to the engine. This failure could lead to engine power loss." The AD allows the owner/operator to follow the SB's issued by SHA or the field service bulletin number one issued by the American Navion Society.

A review of the aircraft records revealed the most recent annual inspection was completed on July 7, 2016, at a hobbs time of 88.9 hours, 3,033.0 total airframe hours, and 1,019.3 total engine hours. According to a major repair and alteration form (FAA Form 337), on June 19, 2009, the original fuel shut off valve was removed and replaced with a new ANS Ltd. fuel valve (part number 145-48000-ANS3) in accordance with the American Navion Society, Ltd, instructions ANS 201 as an alternate means of compliance for airworthiness directive (AD) 2008-05-14. There was no record of compliance with SB 106A.

NTSB Identification: CEN16LA296
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 30, 2016 in Manitowoc, WI
Aircraft: RYAN NAVION B, registration: N5294K
Injuries: 1 Minor, 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 July 30, 2016, at 1230 central daylight time, a Ryan Navion B single-engine airplane, N5294K, impacted the runway during a forced landing following a loss engine power during initial climb from the Manitowoc County Airport (MTW), Manitowoc, Wisconsin. The private pilot sustained minor injuries, the passenger was not injured, and the airplane sustained substantial damage to the left wing. The airplane was registered to Rapier Aviation LLC, Lewes, Delaware, and operated by a private individual as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident and a flight plan was not filed. The local flight was originating at the time of the accident.

According to the pilot, prior to takeoff, the engine run-up, taxi to the runway, and takeoff were normal with no anomalies noted. After establishing a positive rate of climb, the pilot retracted the landing gear. Shortly after the gear retraction, the engine lost total power. The pilot quickly tried to restart the engine without success. The pilot performed a forced landing back to the remaining runway surface. The airplane impacted to the side of the runway and came to rest upright.

Postaccident examination of the airplane showed the left wing and forward fuselage were bent. The airplane was retained for further examination.

MANITOWOC COUNTY, Wis. (WBAY) – Two people were taken to a hospital after their single-engine airplane made a hard landing at the Manitowoc County Airport.

Lt. Karl Puestow, of the Manitowoc Police Department, says it happened at about Noon on Saturday.

On scene, crews found a man and his teenage daughter in the grass, conscious and alert, after they climbed out of the plane.

Their injuries appeared to be minor, but they were taken to a hospital as a precaution.

Witnesses told police they saw the plane take off and then landed hard or crashed shortly after takeoff. They told police the plane was about 40-50 feet in the air when the engine stalled.

The plane is damaged.

One runway at the airport was closed after the incident.

The FAA and NTSB have been notified of the incident.

Source:  http://wbay.com

Bell 206B, N1087N: Accident occurred July 29, 2016 in Mabton, Yakima County, Washington

J R HELICOPTERS LEASING LLC: http://registry.faa.gov/N1087N 

FAA Flight Standards District Office: FAA Spokane FSDO-13


NTSB Identification: GAA16CA405
14 CFR Part 137: Agricultural
Accident occurred Friday, July 29, 2016 in Outlook, WA
Probable Cause Approval Date: 09/12/2016
Aircraft: BELL 206, registration: N1087N
Injuries: 1 Minor.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot of a helicopter performing aerial application reported that his loader laid the water hose across the skids due to the location of the helicopter's fill port and the ground water tank. After the loading was complete, the pilot reported that during takeoff, "the helicopter felt like the skids were dragging through the dirt even though I knew I was at least 5 [feet] above the ground." The pilot further reported that he realized the water hose nozzle had snagged on the helicopter's skid and he attempted to abort the takeoff. As soon as he began the abort, the helicopter nosed down, impacted terrain, and rolled over to the right.

The pilot did not report any mechanical malfunctions or failures with the helicopter that would have precluded normal operation. 

The loader, who also witnessed the accident, reported that this was the last load of the day for this spray location. He further reported that as the helicopter entered a hover, he noticed a hose lying over the right skid and he "waved and screamed" to the pilot, but he had already turned out of view. The loader subsequently observed the "dry lock nozzle" hook onto the right skid and the helicopter "lurched to the right" and impacted terrain. 

The loader assisted the pilot in an emergency evacuation, as they both observed a post-crash fire. The nearby water truck was empty and the helicopter was destroyed by the post-crash fire.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot and ground crew's failure to visually inspect the helicopter's skids before takeoff, which resulted in a water hose becoming entangled on the right skid, a loss of control, an impact with terrain, and a post-crash fire.


YAKIMA COUNTY, Wash. - A pilot suffered minor injuries after the crop-spraying helicopter he was flying crashed within seconds of taking off and catching fire in Outlook Friday.

Yakima County Sheriff's deputies say the pilot was taking off in a JR helicopter for agricultural spraying Friday in the 100 block of Floral Lane when it crashed and caught fire. The undeveloped field the helicopter landed in also caught fire said deputies.

The pilot was able to escape the aircraft before it caught flame said deputies.

Yakima County Fire and Rescue and deputies responded to the area around 7 a.m. Friday morning and put out the fire.

The pilot was taken to Sunnyside Community Hospital for evaluation and treatment according to deputies.

The helicopter was a total loss and is estimated at around $300,000.

The Federal Aviation Administration, (FAA) is investigating the incident.

Source:  http://kimatv.com

Beechcraft A36TC Bonanza, RA-2587G: Fatal accident occurred December 13, 2015 in Suvorovskaya, Russia




NTSB Identification: ERA16WA069
14 CFR Non-U.S., Non-Commercial
Accident occurred Sunday, December 13, 2015 in Suvorovskaya, Russia
Aircraft: HAWKER BEECH A36TC, registration:
Injuries: 4 Fatal.
The foreign authority was the source of this information.

On December 13, 2015, about 0826 Universal Time Coordinated (UTC), a Beech A36TC, Russian registration RA-2587G, registered to and operated by a private individual, experienced an in-flight loss of control and collided with terrain near Suvorovskaya Village, Stavropolsky Kray, Russia. Instrument meteorological conditions prevailed in the area and no flight plan was filed for the non-U.S., non-commercial flight from Myrny Airstrip, Kislovodsk City, Russia, to Buzuluk, Russia. The airplane was destroyed by impact and a postcrash fire. The non-certificated pilot and 3 passengers were fatally injured. The flight originated about 14 minutes earlier.

Witnesses reported that after takeoff, the pilot climbed to approximately 2,500 feet above ground level then proceeded in a northerly direction towards the Bogurustan mountain range. When crossing the mountain range, the non-certificated pilot encountered instrument meteorological conditions, and was then observed descending in a nose-down pitch attitude with subsequent impact with terrain. Before ground contact, the sound of the engine was heard. The accident site was located approximately 15 nautical miles and 011 degrees from the departure airstrip.

The investigation is under the jurisdiction of the Interstate Aviation Committee of Russia.

Further information can be obtained from:

Interstate Aviation Committee
22/2/1 Bolshaya Ordynka Str.
Moscow, 119017, Russia
Tel: (495) 953-12-44
Fax: (495) 953-35-08
E-mail: mak@mak.ru
http://www.mak.ru

This report is for informational purposes and only contains information released by the Russian Government.

 The accident with A36TC (FVSP) "Bonanza" RA-2587G private aircraft occurred in the area of Suvorovsky District of the Stavropol Territory on December 13, 2015. According to the available information the pilot and 3 passengers on board were killed, the aircraft was destroyed and burnt down.

The Interstate Aviation Committee has assigned the Investigation team of this accident in accordance with the Russian Aviation Legislation. The Investigation team has started its work.
   
The Commission of the Interstate Aviation Committee completed the investigation of the accident with А36ТС «Bonanza» (FVSP) RA-2587G private aircraft occurred in the Stavropol Territory on December 13, 2015. 

Most probably the accident was caused by spatial disorientation during IFR flight in clouds resulted in unintentional aircraft intense drop entry and ground impact.

The accident was caused by combination of the following factors:


PIC's decision for departure in meteorological conditions not corresponding to VFR flight operation; 

non-compliance with FAR-128 on returning to the departure aerodrome under deterioration of meteorological conditions in flight below specified for VFR. 

icing in clouds hampering control of the aircraft not equipped for flight operations in icing conditions.

The appropriate safety recommendations based on the investigation results were developed. 

https://mak-iac.org

Сегодня, 13.12.2015, около 11 часов 40 минут примерно в 7 км.  от станицы Суворовской Предгорного района Ставропольского края потерпел крушение с последующим возгоранием легкомоторный самолет «Beechcraft Bonanza» А36ТС.

В результате авиационного происшествия пилот и трое пассажиров – жители Оренбургской области погибли от полученных телесных повреждений.

На место происшествия выехали и.о. Минераловодского межрайонного транспортного прокурора, сотрудники правоохранительных органов, следственно - оперативная группа.

В целях установления обстоятельств произошедшего правоохранительными органами проводится проверка в порядке стст. 144-145 УПК РФ, ход и результаты которой взяты прокуратурой на контроль .


Кроме того, по данному факту транспортной прокуратурой организовано проведение проверки исполнения законодательства о безопасности полетов.



Следственными органами Южного следственного управления на транспорте Следственного комитета Российской Федерации возбуждено уголовное дело по факту нарушения правил безопасности движения и эксплуатации воздушного судна - самолета «Бонанза 36 ТС» 13.12.2015 в 3,5 км от станицы Суворовской Предгорного района Ставропольского края, в результате которого погиб пилот и трое пассажиров (ч.3 ст.263 УК РФ). 


По версии следствия, 13.12.2015 около 11 часов 35 минут в 3,5 км от станицы Суворовской Предгорного района Ставропольского края произошло крушение легкомоторного самолета «Бонанза 36 ТС» с возгоранием судна. На борту судна находились 46-летний пилот и трое мужчин: 30 лет, 35 лет, 54 лет, которые от полученных телесных повреждений скончались на месте происшествия. Самолет имеет многочисленные механические и термические повреждения. По предварительным данным самолет принадлежал пилоту. Рассматривается две основные причины крушения самолета: ошибка пилота или техническая неисправность самолета.