Tuesday, February 23, 2016

Columbia LC41-550FG, N1058S: Fatal accident occurred October 09, 2015 on Buffalo Mountain, Johnson City, Washington County, Tennessee

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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Nashville, Tennessee
Textron Aviation; Wichita, Kansas
CMI; Mobile, Alabama

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

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


William S. Gibbons, Jr: http://registry.faa.gov/N1058S  

NTSB Identification: ERA16FA006
14 CFR Part 91: General Aviation
Accident occurred Friday, October 09, 2015 in Erwin, TN
Aircraft: COLUMBIA AIRCRAFT MFG LC41 550FG, registration: N1058S
Injuries: 2 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 October 9, 2015, about 1919 eastern daylight time, a Columbia Aircraft Manufacturing LC41-550FG, N1058S, impacted the ground in an uncontrolled descent after encountering a thunderstorm near Erwin, Tennessee. The private pilot and the passenger were fatally injured, and the airplane was destroyed. The airplane was owned and operated by the pilot. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight originated from the Tyson Airport (TYS) Knoxville, Tennessee, about 1830 and had an intended destination of Monroe County Airport (BMG), Bloomington, Indiana. Night visual meteorological conditions prevailed, and an instrument flight rules (IFR) flight plan had been filed. 

The flight originated earlier in the day from the Kissimmee Gateway Airport (ISM), Orlando, Florida. Prior to departing ISM, the pilot's login credentials were used to access weather information via DUAT (Direct User Access Terminal). The information provided included weather along the planned route of flight in textual form The terminal area forecasts along the route of flight predicted showers and thunderstorms in the TYS area and north beginning about 1700. The weather report also included a "Severe Weather Outlook," which stated in part "There is a marginal risk of severe thunderstorm from southern New England to the Tennessee Valley. Scattered thunderstorms should occur today in a corridor from New York and parts of New England Southwestward to the Tennessee Valley region. A few of these storms may produce damaging gusts near severe limits and a tornado cannot be ruled out over the northeast." 

While en route, the pilot diverted to TYS as he wanted to "check the weather." The flight landed at TYS about 1745. DUAT records indicated that about 1750 the pilot's login credentials were used to access the system and obtain a weather briefing. The weather briefing included a textual description of weather reports along the intended route of flight, and spanning as far as Florida and the New England area. About 1830, the airplane departed TYS and was observed on radar climbing to 15,000 ft mean sea level (msl) on an easterly heading, paralleling an east-west line of convective weather to the north. During the flight, the pilot was in communication with air traffic control (ATC) personnel.

At 1836:02 the TYS controller contacted an air carrier flight descending into TYS and stated in part, "…i got a Columbia that's trying to get towards uh Bloomington Indiana uh would you say going up to like sixteen thousand uh would be a good idea through that area or should i take him somewhere else." 

At 1836:13 the air carrier flight stated "absolutely no he needs to go somewhere else."

At 1836:21 the accident flight acknowledged the transmission.

At 1836:21 the controller stated in part "…if i take you to the north i got some areas of uh some lighter precipitation off to the north uh i can get you that way you might be able to cut through that way would you want to try that."

At 1836:37 the controller then stated "that's gonna be my lightest areas i have a few areas of heavy precipitation but it's more scattered and not as uh well us interconnect as the stuff down here towards the uh southwest…"

For the next approximate 9 minutes the controller provided clearances for the accident pilot to deviate and turn left and/or right as necessary.

At 1845:10 the controller, in communication with another ATC facility stated in part "…he's trying to get through this line that we told him he really shouldn't even have departed cause he can't get through the line."

For the next approximate 9 minutes the controller provided deviation clearances and radio frequency change for the accident flight.

At 1854:28 the controller stated "…based on the weather i'm showing um do you have any uh nexrad or anything on board."

At 1854:36 the pilot replied "i do have nexrad on board"

At 1854:41 the controller stated "…just trying to come up with a plan for you here looks like ah right around well let me see here about your ah eleven o'clock position and about forty miles forty one forty two miles um there's an area if you kinda cut north from there looks like you may be able to hang back towards the northwest its (unintelligible) precip that i'm showing but ah just keep me advised as to what youd like to do."

At 1855:08 the pilot replied "yeah i think we're looking at the same spot i was looking at either just west or just east of ah is it Greenville."

At 1911:09 the pilot requested and received clearance to turn 15° to the left.

At 1913:46 the pilot was given permission and acknowledged the clearance to climb from 15,000 ft msl to 17,000 ft msl.

At 1918:29 the pilot stated "five eight sierra", which was the last recorded transmission from the accident flight.

After the last radio transmission, radar data showed the airplane descending from approximately 17,500 ft to ground level, in approximately one minute, in the vicinity of the accident location.

Multiple witnesses observed the airplane descending, turning to the right, and then exploding on ground impact. One witness reported that, at the time of the accident, the area was receiving a "hard rain." 

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) records, the pilot, age 45, held a private pilot certificate with airplane single-engine land and instrument airplane ratings, which was issued December 28, 2013. He held an FAA third-class medical certificate, issued April 18, 2014, with a limitation that he "must wear corrective lenses." At the time of the medical examination, the pilot reported 279 total hours of flight experience with 73.9 hours in the previous 6 months. At the time of this writing, no pilot logbooks were provided to the.

AIRCRAFT INFORMATION

According to FAA records, the airplane was issued an airworthiness certificate in 2007 and registered to the pilot in January 2015. The most recent recorded annual inspection was on April 15, 2015, and, at that time, the airplane had 1,098.7 total flight hours. The most recent maintenance was recorded on June 24, 2015, and, at that time, the airplane had 1,113.1 total flight hours. 

The airplane was powered by a Continental Motors TSIO-550-C20B engine that, at the time of the airplane's most recent annual inspection, had accrued 37.5 flight hours since major overhaul. The most recent engine maintenance occurred on August 17, 2015, which was an oil change; at that time the engine had accrued 76.3 hours since major overhaul. 

The airplane was not equipped with on-board weather radar; however, it was equipped to receive XM Satellite Weather. The airplane was also equipped with a Garmin G1000 avionics suite, which was capable of displaying the aviation weather data provided through Sirius XM Satellite Weather services. According to information provided by Sirius XM Satellite Radio, the pilot had established an account for aviator pro aviation weather and Sirius XM Select audio services on July 6, 2011, and the account was current at the time of the accident.

According to Sirius' website the aviator pro service provided the following products: High-Resolution NEXRAD Radar, High-Resolution Radar, Severe Weather Storm Tracks, Lightning, Winds Aloft (at Altitude) SPC Aviation Weather Watches, PIREPs, METARs, TAFs, Turbulence, Satellite Mosaic, AIRMETs, SIGMETS, as well as various other aviation weather services.

METEOROLOGICAL INFORMATION

The 1937 special recorded weather observation at Tri-Cities Regional Airport (TRI), Bristol, Tennessee, located about 13 miles to the northwest of the accident location, included variable wind at 3 knots, visibility 6 miles due to thunderstorms and rain, scattered cumulonimbus clouds at 2,300 ft above ground level (agl), broken at 6,000 feet agl, overcast at 11,000 feet agl, temperature 19°C, dew point 17°C, and barometric altimeter 30.05 inches of mercury. The remarks section of the special weather observation stated that a thunderstorm began at 1931 with occasional lighting in cloud and cloud to ground at the airport. The thunderstorms in the vicinity were moving east.

The 1915 recorded weather observation at Elizabethton Airport (0A9), Elizabethton, Tennessee, located about 10 miles to the northeast of the accident location, included calm winds, 10 miles visibility, few clouds at 6,000 feet agl, scattered clouds at 7,500 feet agl, broken clouds at 9,000 feet agl, and barometric altimeter 30.03 inches of mercury.

Weather radar data indicated that the line of convectively contained cells from 5 dBZ (decibels of equivalent reflectivity) to greater than 55dBZ, and the weather cell around the time and vicinity of the accident indicated greater than 55 dBZ.

At 1855, a convective SIGMET was issued advising of a line of thunderstorms 50 miles wide along a line that went through the accident region. The line was reported to be moving from 260° at 30 knots, with cloud tops to FL440 (44,000 feet msl).

Lightning data between 1900 and the time of the accident for the area surrounding the accident location showed lightning activity in the area; however, there was no lightning activity associated with the cell that coincided with the location of the airplane at the time of the accident.



Figure 1: KRMX Reflectivity Product initiated at 1915, White Line was Accident Flight Path at 1917

Geostationary Operational Environmental Satellite (GOES)-13 infrared cloud-top temperatures varied between about -20°C and -53°C in the accident region, corresponding to heights of about 22,600 ft msl and greater than 35,000 ft msl, respectively.

According to the United States Naval Observatory, official sunset was at 1902, and the end of civil twilight was at 1923. Moonset occurred at 1725, and 10% of the moon disc would have been visible had the moon been above the horizon.

WRECKAGE AND IMPACT INFORMATION

The airplane wreckage was found in the Cherokee National Forest, in the vicinity of the accident flight's last radar return, at an elevation of 2,825 ft msl. The slope around the accident site varied between 20° and 30°. The airplane impacted two 27-ft-tall trees. The debris path was fairly compact, and a considerable amount of debris was located within an impact crater that was about the length of the airplane's wingspan. The airframe was impact-damaged, segmented, and thermally destroyed. The engine was found in a 4-ft-deep crater and remained attached to the firewall. The engine mounts were impact-separated and were located with the main wreckage. The propeller was impact-separated at the crankshaft propeller flange. 

The attitude indicator was located within the debris field; it exhibited impact damage and displayed a nose-down, inverted right-wing-low attitude. No other instruments were readable. The nose landing gear wheel was impact-separated and located about 45 ft downhill from the main wreckage. The nose landing gear strut was impacted-separated and was located in the impact crater. The main wing spar was located in the impact crater. It was composed of composite material, was thermally destroyed, and exhibited some impact splintering. 

Left Wing

The left wing was thermally destroyed. The left wing navigation light was located at one end of the impact crater. The left wing speed brake was found in the stowed position. The left main wheel assembly was impact-separated. The aileron and flap were thermally destroyed, and an accurate flap position could not be conclusively determined.

Right Wing

The right wing was thermally destroyed. The right wing navigation light was located at the opposite end of the impact crater from the left wing navigation light. The right wing speed brake was found in the stowed position. The right main wheel assembly was thermally destroyed. The aileron and flap were thermally destroyed, and an accurate flap position could not be conclusively determined.

Empennage

The empennage assembly, which included the vertical and horizontal stabilizers, was thermally damaged. The rudder remained attached to the vertical stabilizer but exhibited thermal damage on its leading edge. The rudder cables remained attached to their respective rudder horns. 

Engine

The engine remained attached to the firewall, which had become impact separated from the airframe. The engine was an TSIO-550- C, 310-hp. The propeller was separated at the propeller flange. The No. 6 cylinder was impact separated from the engine. The oil pan was thermally damaged. The camshaft was visible, and all of the connecting rods were visible and remained attached to the crankshaft. The crankshaft exhibited torsional twist, 45° lip faces, and radial cracking.

The fuel pump was thermally destroyed. The fuel manifold valve was impact separated; it was disassembled and found to contain soot and debris but was otherwise unremarkable. The magnetos were impact separated, fragmented, and thermally destroyed. The oil pump was impact damaged.

Propeller

The Hartzell 3-bladed propeller was impact separated at the propeller crankshaft flange. The spinner was located within the impact crater, exhibited extensive torsional twisting, and was fragmented. All three blades remained attached. Two of the blade tips were impact separated, one about 31 inches from the hub and the other about 31 1/8 inches from the hub. The third blade was intact. All 3 propeller blades were bent aft and formed around the hub. All 3 blades also exhibited leading edge gouging and slight twisting, and the outboard edge of 2 of the blades exhibited forward bending. The damage to the propeller assembly was consistent with it being under power at the time of impact. 

MEDICAL AND PATHOLOGICAL INFORMATION

The Quillen College of Medicine, East Tennessee State University, Division of Forensic Pathology, performed an autopsy on the pilot. The report listed the cause of death as "multiple blunt force injuries."

Toxicological testing on the pilot's muscle tissue was performed at the FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. 

TheFAA Bioaeronautical Research Sciences Laboratory toxicology testing was limited by the absence of available blood or body fluids; only muscle tissue was available. Testing detected 0.01 g/dl of ethanol as well as citalopram and its metabolite N-desmethylcitalopram in muscle. 

According to the FAA, ethanol is a powerful central nervous system depressant that distributes evenly throughout tissues based on the water content of that tissue. In the United States, a blood level of 0.08 g/dl is considered impairing, and current laws prohibit operating a motor vehicle at this level but impairment has been documented at levels as low as 0.02 g/dl. Ethanol may also be produced in the body after death by microbial activity.

Citalopram is a prescription antidepressant also named Celexa. The pilot's medical records documented that the pilot's depression had improved significantly on citalopram, and his personal physician noted on the last visit on July 14, 2015, the pilot was doing well on medication, had no significant depressive symptoms, no difficulty concentrating, and no suicidal thoughts or wishes. According to the FAA's Guide for Aviation Medical Examiners, pilots treated for depression with citalopram may be considered for special issuance of a medical certificate if the pilot has been clinically stable as well as on a stable dose of medication without any aeromedically significant side effects and/or an increase in symptoms. For further information, reference the NTSB Medical Officer's Factual Report in the public docket for with this investigation.

ADDITIONAL INFORMATION

The FAA publication "General Aviation Pilot's Guide to Preflight Weather Planning, Weather Self-Briefings, and Weather Decision Making" states, in part: "Datalink does not provide real-time information. Although weather and other navigation displays can give pilots an unprecedented quantity of high quality weather data, their use is safe and appropriate only for strategic decision making (attempting to avoid the hazard altogether). Datalink is not accurate enough or current enough to be safely used for tactical decision making (negotiating a path through a weather hazard area, such as a broken line of thunderstorms). Be aware that onboard weather equipment can inappropriately influence your decision to continue a flight. No matter how "thin" a line of storms appears to be, or how many "holes" you think you see on the display, it is not safe to fly through them."

The FAA's Pilot Handbook of Aeronautical Knowledge, Chapter 10, "Weather Theory" states, in part: "…if an aircraft enters a thunderstorm, the aircraft could experience updraft and downdraft that exceed 3,000 feet per minute…a good rule of thumb is to circumnavigate thunderstorms by at least 5 nautical miles…if flying around a thunderstorm is not an option, stay on the ground until it passes."

FAA Advisory Circular (AC) 00-24, "Thunderstorms," dated February 19, 2013, Section 8, "Ground-Based Weather Radar" states the following with regard to "Echo Intensity (Reflectivity);"

The colors on radar images represent different echo intensities (also called reflectivity) measured in decibels of Z (dBZ) (equivalent reflectivity). The dBZ values increase based on the strength of the return signal from targets in the atmosphere. Each image includes a color scale that represents a correlation between intensity value and color on the radar image…Reflectivity is correlated to intensity of precipitation. When the dBZ value reaches 15, light precipitation is present. The higher the reflectivity value, the higher the rainfall rate. Reflectivity is also correlated with intensity terminology (phraseology) for air traffic control purposes…" Figure 2 shows the correlation between reflectivity and ATC terminology.

Figure 2: ATC Phraseology Chart

Radar dBZ Scale

Review of WSR-88D Level-II weather radar imagery from Knoxville, Tennessee, showed that the color scale used by that system used 16 various colors and shades of colors. The color scale is shown in Figure 3:

Figure 3: WSR-88D Level II Color Scale

Review of the XM satellite reflectivity color bar showed that XM used 7 different colors to display weather radar echo intensities. The color scale was coded from "light" to "heavy" as shown in Figure 4:

Figure 4: XM Satellite Reflectivity Color Scale

Review of the color bar used in the Garmin G1000 for display of XM weather radar imagery showed that it used 6 different colors to display weather radar echo intensities. The color scale was coded as shown in Figure 5.

Figure 5: Garmin G1000 Reflectivity Color Scale


NTSB Identification: ERA16FA006
14 CFR Part 91: General Aviation
Accident occurred Friday, October 09, 2015 in Erwin, TN
Aircraft: COLUMBIA AIRCRAFT MFG LC41 550FG, registration: N1058S
Injuries: 2 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 October 9, 2015, about 1919 eastern daylight time, a Columbia Aircraft Manufacturing LC41-550FG, N1058S, was destroyed following a collision with terrain near Erwin, Tennessee. The private pilot and one passenger were fatally injured. The flight originated from the McGhee Tyson Airport (TYS), Knoxville, Tennessee, about 1832, and was destined for Monroe County Airport (BMG), Bloomington, Indiana. Night visual meteorological conditions prevailed and an instrument flight rules (IFR) flight plan had been filed. The airplane was owned and operated by a private individual. The personal flight was conducted under the provision of Title 14 Code of Federal Regulations Part 91.

The flight initially departed earlier in the day from the Kissimmee Gateway Airport (ISM), Orlando, Florida, at 1306, with an intended destination of BMG. While enroute, the pilot requested to divert to TYS due to a "significant amount of thunderstorms." That flight landed at 1558.

Preliminary radar data provided by the Federal Aviation Administration, indicated that the accident flight departed TYS about 1832, on a ground track of about 080 degrees. About 18 minutes later, the flight leveled off about 15,000 feet above mean sea level (msl). Then, about 16 minutes later, the airplane turned left to a ground track of about 330 degrees, and began a climb to about 17,000 feet. About 3 minutes after leveling off at 17,000 feet, the flight began descending. The last radar return, recorded at 1919, was in the vicinity of the accident location, at an altitude of 3,400 feet msl.

Several eyewitnesses reported seeing the lights of the airplane as it descended downward. Some of the witnesses also reported seeing lightning and heavy rain in the vicinity about the time of the accident.

The airplane impacted trees and terrain located within the Cherokee National Forest, at an approximate elevation of 2,880 feet. The debris path was compact and the ground and tree scars were consistent with a near vertical descent, and a nose down impact angle. The wreckage was fragmented and thermally destroyed.

The 1853 recorded weather at the Tri-Cities Regional Airport (TRI), Blountville, Tennessee, located 16 miles to the north of the accident location, included light rain and wind from 250 degrees at 6 knots. A special recorded weather observation, at 1937, included thunderstorms with occasional lighting in the cloud as well as cloud to ground lighting. The observation further indicated that thunderstorms were in the vicinity of the airport and moving to the east.




WASHINGTON COUNTY, TN (WJHL) – A deadly plane crash on Buffalo Mountain inspired one first responder to build a memorial to honor the victims. 

On October 9th, 2015 William “Bill” Gibbons and his daughter Abbey died in a plane crash in Washington County, TN on Buffalo Mountain.

“The storm had hit, when we got here there was still a fire going smoke was pouring out everywhere, it’s usually rescue mode but in this situation there was nothing to rescue,” said Lt. Doug Gregg with the Washington County, TN Sheriff’s Office, one many emergency workers who responded to the crash.

“We did everything we could for 3 days to try to get everything that we could out of here and send it back home but there are still things here that need to be remembered,” said Gregg.

For two weeks, Lt. Gregg, hiked a mile and a half to the secluded area where the crash happened and built a memorial.

“I worked off and on my off time for probably two weeks then I had about two weeks to sit and think about it,” said Gregg.

Gregg told News Channel 11’s Micah Smith, building the memorial helped him process the incident.

“When officers work scenes like this there’s always a piece of you that stays at the scene. I feel more at peace and it’s not just a memorial for them, it’s for the officers [who] worked this — the EMS guys and the Unicoi County Sheriff’s Office — everybody who had a part in this,” said Gregg.

Although the memorial was a part of Gregg’s healing process, he told News Channel 11, he will be happy if it also brings peace to others.

Gregg said he hasn’t told many people about the memorial, including the family of the victims, but he does keep in contact with friends of the family.

Original article can be found here: http://wdtn.com

William "Bill" Gibbons with his daughter Abbey



Bill Gibbons, vice president of engineering at Cook Medical.


Abbey Hardison Gibbons

William S. "Bill" Gibbons Jr. 



William S. "Bill" Gibbons Jr. 


















Piper PA-34-220T, Hanseo USA LLC, N5268C: Incident occurred February 22, 2016 in Chino, San Bernardino County, California

Date: 22-FEB-16
Time: 19:38:00Z
Regis#: N5268C
Aircraft Make: PIPER
Aircraft Model: PA34
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Instruction
Flight Phase: LANDING (LDG)
FAA Flight Standards District Office: FAA Riverside FSDO-21
City: CHINO
State: California

AIRCRAFT ON FINAL STRUCK A LARGE BIRD, LANDED WITHOUT INCIDENT, CHINO, CA

HANSEO USA LLC: http://registry.faa.gov/N5268C

Eurocopter AS 350 B3, November 717JP Inc., N718MD: Incident occurred February 22, 2016 at Tri-Cities Regional Airport (KTRI), Tennessee

Date: 22-FEB-16
Time: 23:00:00Z
Regis#: N718MD
Aircraft Make: EUROCOPTER
Event Type: Incident
Highest Injury: None
Damage: Unknown
Activity: Other
Flight Phase: LANDING (LDG)
FAA Flight Standards District Office: FAA Nashville FSDO-19
City: BRISTOL
State: Tennessee

N718MD EUROCOPTER AS350 LANDED AND BECAME DISABLED ON THE RUNWAY, TRI-CITIES AIRPORT, BRISTOL-KINGSPORT, TN

NOVEMBER 717JP INC: http://registry.faa.gov/N718MD

Rainbow SkyReach BushCat, N321WL: Accident occurred July 04, 2016 in Cairo, Hall County, Nebraska and incident occurred February 22, 2016 in West Palm Beach, Palm Beach County, Florida

Wings to Lease LLC: http://registry.faa.gov/N321WL

FAA Flight Standards District Office: FAA Lincoln FSDO-65


NTSB Identification: GAA16CA355
14 CFR Part 91: General Aviation
Accident occurred Sunday, July 03, 2016 in Cairo, NE
Aircraft: Rainbow Sky Reach Bushcat, registration: N321WL
Injuries: 2 Uninjured.

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 reported that he took off in meteorological conditions after being weathered in for two days. He further reported that while en route to the destination he encountered deteriorating weather conditions and opted to land at a nearby field to allow the weather to pass. The pilot reported that the terrain looked "manageable and smooth enough to land on", he landed using a soft field landing technique, but during the landing roll the nose wheel dug into the grassy terrain which resulted in a nose over. The airplane sustained substantial damage to the left wing.

The pilot reported that there were no pre impact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

A review of the recorded data from the automated weather observation station located about 14 miles south east of the accident, revealed that, within about 10 minutes of the crash, the wind was 080 degrees true at 5 knots, visibility 5 statute miles, and overcast at 800 feet. The pilot reported that the lowest ceiling he encountered was 300 feet AGL. 

As a safety recommendation the pilot reported that he should not have let peer pressure allow him to change his own personal weather minimums.

Flight Standards District Office:  FAA Miami FSDO-19

Date: 22-FEB-16
Time: 21:20:00Z
Regis#: N321WL
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: TAKEOFF (TOF)
City: WEST PALM BEACH
State: Florida

AIRCRAFT, LSA RAINBOW SKY REACH BUSHCAT, ON TAKEOFF NOSE GEAR COLLAPSED, WEST PALM BEACH, FLORIDA.

Cessna 560 Encore, Bridgeway Enterprises Inc., N774SB: Incident occurred February 09, 2016 in Dallas, Texas

BRIDGEWAY ENTERPRISES INC: http://registry.faa.gov/N774SB

NTSB Identification: CEN16IA103
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Incident occurred Tuesday, February 09, 2016 in Dallas, TX
Aircraft: CESSNA 560, registration: N774SB
Injuries: 5 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 used data provided by various sources and may not have traveled in support of this investigation to prepare this aircraft incident report.

On February 9, 2016, about 0800 central standard time (CST), a Cessna 560 Encore, N774SB, experienced a flight control malfunction during the takeoff from Dallas Love Field Airport (KDAL), Dallas, Texas. The two flight crewmembers and three passengers on-board were not injured. The airplane was registered to Bridgeway Enterprises, Inc. and operated by SevenBar Aviation under the provisions of 14 Code of Federal Regulations Part 135 as an on-demand air taxi. Visual meteorological conditions prevailed for the flight, which operated on an instrument flight rules flight plan. The flight was destined for Mc Curtain County Regional Airport (4O4), Idabel, Oklahoma.

During takeoff rotation, the First Officer stated he had difficulty maintaining runway heading and the airplane experience a tendency to roll right. As speed was increased, the pressure required on the control yolk to maintain level attitude increased. The first office transferred control to the Captain who experienced the same flight control difficulty. The Captain attempted to adjust the aileron trim however the trim control knob would not move, the trim indicator appeared centered. The flight crew requested to return to KDAL from air traffic control and declared an emergency. When the airspeed was decreased during approach the right roll control pressure decreased and the flight crew was able to free the aileron trim control. The flight crew landed the airplane at KDAL without further incident.

RUTO ROGUE PILOT: COURT GRANTS SH250K BAIL



A court in Kinangop has granted suspended bail to Deputy President William Ruto’s pilot charged with causing disturbance and assault.

Captain Alistair Patrick Llewelyn was arraigned at Engineer Law Courts in Kinangop, Nyandarua County, last Wednesday where he denied both charges.

Mr Llewelyn was given suspended bail term of sh 700,000 or alternative cash bail of sh 250,000 as courts waits for him to surrender his travel documents.

He had flown Deputy President William Ruto to a church fundraiser at Ndunyu Njeru, and was captured on video shoving and hurling abuses at Corporal Mercy Wandera.

http://nairobinews.nation.co.ke





The pilot caught on camera assaulting a police officer will stay in custody for another five days when the court will review his application for bond. 

Alistair Patrick Llewelyn was arraigned before Engineer town Senior Resident Magistrate Martin Mutegi charged with two counts of assault and causing disturbance.

The shaken and exhausted British national was charged with assaulting police corporal Mercy Wandera at Ndunyu Njeru town in Kinangop on February 21, 2016.

He faced a second charge of creating disturbance on the same day by calling the police officer "stupid" corporal. 

The prosecution led by George Mong'are objected to the release of the accused on bond saying that he was a flight risk. 

Mong'are told the court that apart from the alien card that the pilot has, he did not have a passport adding that he could flee from the country. 

The prosecutor further told the court that the accused could interfere with the State witnesses and the ongoing investigations.

"If the court grants him bond or cash bail, they should come with strict terms and conditions so that the accused doesn't flee the country," he said. 

The accused's lawyer Stanley Kang'ahi however objected to this saying that the accused though a British national, was born and brought up in Kenya. 

He told the court that being a foreigner was not a reason to deny a suspect bond adding that the accused was entitled to cash bail. 

The lawyer said that the accused had a wife and a three month old child and challenged the prosecution to prove how the pilot could flee the country. The magistrate remanded the pilot at the Engineer Police station until February 29 when he will make a ruling.

The pilot had flown Deputy President William Ruto for a function in Nyandarua when the incident happened.

Source: http://www.standardmedia.co.ke





– Disgraced pilot caught on video assaulting a woman is remanded for five days awaiting bond processing 

– Already, his employer has terminated his contract and regretted the incident 

Pilot Alistair Patrick Llewelyn who was captured on video assaulting police woman Mercy Wandera on Sunday February 21, 2016 has been charged in court.

Llewelyn, an Australian national, was on Wednesday February 24, 2016 charged with assault and creating disturbance.

He will remain in police custody until next week on Monday 29, 2016 when his bond will be delivered.

The pilot was driven by police officers from Nairobi to Kinangop where the incident happened for court charges.

He had flown Deputy President William Ruto for a church fundraiser where he confronted the police officer for apparently failing to control surging controls towards the helicopter.

On Tuesday February 23, 2016, his employer, Kwae Island Development Limited (KIDL) which operates helicopter 5Y-DSN, terminated his services terming the incident as “unfortunate.”

“KIDL respects all the service men and women of the Kenya Police and abhors the actions of Alistair Llewelyn,” Marco Brighetti of the firm said in a statement that was wired to newsrooms.
Deputy President William Ruto had earlier distances himself from the pilot, saying that he had only contracted his services on Sunday.

Through his spokesman David Mugonyi, he said that he too learned about the incident from online platforms, and condemned the pilot’s actions, calling for his prosecution.

In the amateur clip, the pilot is seen getting into a confrontation with the police officer at Ndunyu Njeru, before he pushes and curses at her.

Original article can be found here:  https://tuko.co.ke

https://tuko.co.ke








  • The pilot who assaulted a police woman in Nyandarua has received support from a Kenyan businessman 
  • The security of the deputy president was at stake at the time of the encounter 
  • Kenyans have a tendency of running towards potentially injurious zones, say like helicopters and accident scenes

Alistair Patrick Llewelyn. A pilot contracted by the deputy president to fly his private aircraft has received support after his infamous encounter with a police woman.

The pilot was recorded on video pushing a police woman while hurling expletives at her. Kenyans on social media called for his immediate arrest and prosecution. He will be appearing in court to answer to charges of assault on Wednesday, February 24,  2016.

READ ALSO: Contract of ‘Ruto’s pilot’ terminated by helicopter company after drama with policewoman

In a rather interesting twist, the disgraced pilot has received support from prominent businessman Jacob Juma. The businessman has called the tendency of Kenyans to rush at helicopters and scenes of accidents  shallow and  primitive.  It poses a security risk to both the pilot, his passenger and the people close by.

https://tuko.co.ke

Captain Alister Brown who was caught on tape assaulting Kenyan policewoman. 


The Inspector-General of Police, Mr Joseph Boinnet, has ordered the arrest of a pilot who "bullied" a policewoman in central Kenya's Nyandarua County.

"That behavior is totally unacceptable," said Mr Boinnet.

Captain Alister Brown, who was captured on video in a scuffle with the police officer, had been hired by Deputy President William Ruto to fly him on an Airbus AS350 helicopter to a Sunday church service.

Mr Ruto directed the police to investigate the incident, saying he respected Kenya’s hardworking officers.

On her phone

In the video, the pilot is seen approaching a woman police corporal, who was with her male colleague.

The woman officer is, however, seen busy on her phone as curious onlookers mill around the helicopter.

As children move closer to the helicopter, the pilot emerges, approaches the woman officer and grabs her swagger cane then shouts at her to "do her job".

Shout at him

The two walk towards the chopper as the pilot shouts at the officer.

“You are not doing anything,” he shouts.

He then attacks her and the people around shout at him to stop.

National Police Service spokesman George Kinoti said the attack was not justified and that investigations had been launched.

Provides a fine

Records indicate that the 2015 Airbus AS350, manufactured by Airbus Helicopters and with registration number 5Y-DSN, was bought last year.

According to the Eighth Schedule of the National Police Service Act Section (t), it is an offence against discipline for any police officer to "be negligent in the performance of his duty".

Section 103 of the NPS Act provides a fine not exceeding $98000 or imprisonment for a term not exceeding 10 years, or both for any person who assaults or obstructs a police officer in the due execution of the police officer’s duties.

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

Story and photo gallery: http://www.kenyan-post.com



A helicopter pilot surrendered himself to police for questioning after public outcry over a video clip which appears to show the pilot swearing at and assaulting a policewoman, police officials said Tuesday.

The video clip of the incident circulated widely on social media and many Kenyans accused the pilot, who's white, of being racist.

The incident happened Sunday in the Nyandarua area of central Kenya, Police chief Joseph Boinnet, who ordered the pilot to turn himself in, said in a statement. The pilot had flown Deputy President William Ruto to a function there.

Kwae Island Development Limited, the firm which operates the helicopter 5Y-DSN, said it had terminated its agreement with the pilot identified as Alastair Patrick Llewelyn and the company he works for Saker Resource Management Limited.

"KIDL respects the all the service men and women of the Kenya police and abhors the actions of Alistair Llewelyn," the company said.

Deputy President William Ruto asked the police to take action against the pilot, saying he has only been notified about the incident this morning.

"This incident is unacceptable, regrettable and the police have been asked to investigate the unbecoming behavior of the pilot," Ruto said.

In the clip the pilot can be heard telling the police woman to do her job as a crowd of onlookers— rural people who were fascinated by the aircraft— surges near the helicopter. In the video, the pilot grabs the police officer's cane and she takes it back. He then appears to attempt to strike her and then shoves her away. He shouts expletives at her as she walks away.

Original article can be found here: http://abcnews.go.com

Incident occurred February 23, 2016 at New Chitose Airport, Japan



More than 150 passengers used escape slides to evacuate from a Japan Airlines jet after engine trouble apparently caused smoke to flow into the cabin during a snowstorm, the airline said.

Flight 3512, a Boeing 737, was preparing to depart from New Chitose Airport serving near Sapporo to Fukuoka when the incident occurred around 3 p.m. Tuesday, the airline said.

According to a JAL spokesman, the aircraft was heading to the runway when it was ordered back to the terminal due to heavy snow.

It was then that the pilot reported engine trouble and smoke appeared in the cabin, prompting the emergency evacuation, although it was unclear if the engine problem was linked to the smoke.

“A strange odor and smoke were detected inside the cabin,” the JAL spokesman said.

Smoke was coming from the aircraft’s right engine as the aircraft was waiting to take off, according to the airline and the transport ministry.

According to police investigating the accident, the engine stalled after taking in snow and there was an explosive sound when a pilot restarted it.

All 159 passengers and six crew evacuated onto the tarmac, the airline said.

Fire department officials said three female passengers suffered pains in their lower back and wrists caused by exiting the plane on emergency chutes and a male passenger complained about health problems after the evacuation. All were taken to a hospital.

Original article can be found here: http://www.japantimes.co.jp

Monday, February 22, 2016

Piper PA-46-350P Malibu Mirage, C-GVZW: Fatal accident occurred February 22, 2015 near Felts Field Airport (KSFF), Spokane, Washington

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

NTSB Identification: WPR15LA111
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 22, 2015 in Spokane, WA
Probable Cause Approval Date: 09/06/2017
Aircraft: PIPER PA46 - 350P, registration: CGVZW
Injuries: 1 Fatal.

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

The pilot was conducting a cross-country flight from Canada to California and had landed to clear customs into the United States and to refuel his airplane. The pilot then departed to continue the flight. During the initial climb after takeoff, the engine experienced a total loss of power, and the pilot attempted to make an off-airport forced landing. The right wing struck railroad tracks at the top of a hill, and the airplane continued down an embankment, where it came to rest adjacent to the bottom of a railroad bridge. 

Postaccident interviews revealed that, when requesting fuel from the fixed-base operator (FBO), the pilot did not specify a grade of fuel to be used to service the airplane. The refueler mistakenly identified the airplane as requiring Jet A fuel, even though the fuel filler ports were placarded “AVGAS (aviation gasoline) ONLY.” The fueler subsequently fueled the airplane with Jet A instead of aviation gasoline. Additionally, the fueling nozzle installed on the fuel truck at the time of the refueling was not the proper type of nozzle. Jet A and AvGas fueling nozzles are different designs in order to prevent fueling an airplane with the wrong type of fuel. 

Following the fueling, the pilot returned to the FBO and signed a receipt, which indicated that the airplane had been serviced with Jet A. There were no witnesses to the pilot’s preflight activities, and it is unknown if the pilot visually inspected or obtained a fuel sample before takeoff; however, had the pilot done this, it would have been apparent that the airplane had been improperly fueled. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A total loss of engine power due to the refueler’s incorrect refueling of the airplane. Contributing to the accident was the fixed-base operator’s improper fueling nozzle, which facilitated the use of an incorrect fuel, and the pilot’s inadequate preflight inspection.

HISTORY OF FLIGHT

On February 22, 2015, at 1405 Pacific standard time, a Piper Aircraft, Inc., PA-46-350P airplane, Canadian registration C-GVZW, was destroyed during a forced landing following a total loss of engine power after takeoff from Felts Field Airport (SFF), Spokane, Washington. The pilot, was fatally injured. Visual meteorological conditions prevailed for the instrument flight rules (IFR) flight, which was originating at the time of the accident. The flight was destined for the Stockton Metropolitan Airport (SCK), Stockton, California.

According to family members, the pilot was traveling to SCK from Canada to participate in recurrent flight training. He had called his wife prior to departure from SFF; he said that his flight to SFF was great, and that he was in good spirits. She could hear the engine in the background as she spoke to her husband, and nothing sounded abnormal.

Air traffic control voice communication information proved by the Federal Aviation Administration (FAA) indicated that the airplane was cleared for takeoff from runway 22R, and the pilot was instructed to turn to a heading of 190° after takeoff. When the controller observed on radar that the airplane had not turned to the 190° heading, he queried the pilot. The pilot responded that he was having engine trouble. The controller cleared the pilot to return to the airport and land on any runway. The pilot stated that he was not going to make it back to the runway, and asked if the controller had any suggestions for an alternate landing site. No further radio transmissions were received from the pilot.

One set of witnesses heard the airplane engine sputtering. They saw the left-wing drop, and the nose pitch up, the right wing dropped, and they lost sight of the airplane as it passed behind a building. The second set of witnesses reported that the right wing struck a railroad track at the top of a hill and subsequently traveled down an embankment. The airplane slid across a road and came to rest inverted adjacent to the bottom of a railroad bridge.

WITNESS INFORMATION

The fixed-base operator (FBO) employee who serviced the airplane with fuel stated that the pilot contacted him on the day of the accident and requested to have his airplane fueled. The pilot did not specify what type of fuel was required, but only that he had cleared customs; he also told the fueler where his airplane was located. The fueler stated that the pilot was not present when he arrived to fuel the airplane. He stated that the majority of the Piper Malibu airplanes that he had serviced required Jet A fuel, so he fueled the accident airplane with Jet A. Once the fueling was complete, he returned to the FBO, and waited for the pilot to return to pay for the fuel. Both the written receipt and credit card receipt provided to the pilot specified that the airplane had been serviced with Jet A. The pilot paid for the fuel and left.

There were no witnesses to the pilot's preflight activities, and it is unknown if the pilot visually inspected or sumped the fuel before departing. Following the accident, an FAA inspector obtained the fueling log from the FBO; the log indicated that the accident airplane had been fueled with 52 gallons of Jet A.

PERSONNEL INFORMATION

The pilot held a Transport Canada single-engine and multiengine land certificate with night ratings. He held a third-class medical with the limitation that glasses must be worn. The pilot had received training in the accident make/model airplane, and was endorsed for proficiency in its operation in March 2012.

AIRCRAFT INFORMATION

The airplane was powered by a Lycoming TIO-540-AE2A 350-horsepower, turbocharged, reciprocating engine. According to the journey record (aircraft logbook), the last annual inspection was performed on July 23, 2014, at an airframe total time of 2,324.0 hours. The last maintenance performed included an oil and filter change on January 15, 2015, at a total airframe time of 2,388.9 hours. There were no recorded flights between January 15, and February 22, 2015.

WRECKAGE AND IMPACT INFORMATION

The airplane crashed in a commercial area near a railroad yard.

The majority of the airplane came to rest at the accident site, with additional wreckage strewn throughout the debris path. Both wings had separated from the airplane fuselage; however, they remained near the main wreckage. The fuel tanks had been ruptured during the accident sequence; however, a strong smell of Jet A fuel was present at the accident site. As a result of the ruptured fuel tanks, a fuel sample was not obtained.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed by the Spokane County Office of the Medical Examiner. The cause of death was determined to be blunt impact to the head, and the manner of death was an accident.

The FAA Bioaeronautical Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on specimens from the pilot. The results were negative for volatiles. The pilot initially survived the accident; as a result, there was positive test results for drugs that were administered to the pilot while he was in the hospital, including ephedrine detected in urine, but not detected in blood, and etomidate, lidocaine, pseudoephedrine, and salicylate detected in blood.

TEST AND RESEARCH

The airplane was equipped with its original fuel equipment, and was appropriately marked with an "AVGAS (aviation gasoline) ONLY" placard at each wings fuel port, which indicated that the airplane operated on aviation gasoline. Both fuel ports were checked by an FAA inspector, and identified as having the appropriately-sized fuel collar for AVGAS.

There were no other malfunctions that would have precluded normal operation of the airplane.
Inspection of the fuel truck after the accident revealed that the fuel hose nozzle was the round type, typically used to service helicopters with smaller fuel filler ports. When the FAA returned the next day to inspect the truck, the smaller rounder fuel nozzle that had been on the fuel truck the night before had been replaced with a flat duck-bill fuel nozzle. When the owner of the FBO was questioned about the switch, he stated that it was for safety reasons, and that he was making sure the appropriate nozzle was attached.

ADDITIONAL INFORMATION

According to the airplane's pilot operating handbook, while performing the preflight checklist, one of the items called out is for the pilot to do a visual check of the fuel supply for both wings, and assure that the fuel cap is secured.

Located at the airport is an FBO that performs turbine conversions on the accident make and model airplane.


 


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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Spokane, Washington
Piper Aircraft, Inc.; Vero Beach, Florida
Transportation Safety Board of Canada; Edmonton, AB

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

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

NTSB Identification: WPR15LA111 
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 22, 2015 in Spokane, WA
Aircraft: PIPER PA46 - 350P, registration: CGVZW
Injuries: 1 Fatal.

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

HISTORY OF FLIGHT

On February 22, 2015, at 1405 Pacific standard time, a Piper Aircraft, Inc., PA-46-350P airplane, Canadian registration C-GVZW, was destroyed during a forced landing following a total loss of engine power after takeoff from Felts Field Airport (SFF), Spokane, Washington. The pilot, was fatally injured. Visual meteorological conditions prevailed for the instrument flight rules (IFR) flight, which was originating at the time of the accident. The flight was destined for the Stockton Metropolitan Airport (SCK), Stockton, California.

According to family members, the pilot was traveling to SCK from Canada to participate in recurrent flight training. He had called his wife prior to departure from SFF; he said that his flight to SFF was great, and that he was in good spirits. She could hear the engine in the background as she spoke to her husband, and nothing sounded abnormal.

Air traffic control voice communication information proved by the Federal Aviation Administration (FAA) indicated that the airplane was cleared for takeoff from runway 22R, and the pilot was instructed to turn to a heading of 190° after takeoff. When the controller observed on radar that the airplane had not turned to the 190° heading, he queried the pilot. The pilot responded that he was having engine trouble. The controller cleared the pilot to return to the airport and land on any runway. The pilot stated that he was not going to make it back to the runway, and asked if the controller had any suggestions for an alternate landing site. No further radio transmissions were received from the pilot.

One set of witnesses heard the airplane engine sputtering. They saw the left-wing drop, and the nose pitch up, the right wing dropped, and they lost sight of the airplane as it passed behind a building. The second set of witnesses reported that the right wing struck a railroad track at the top of a hill and subsequently traveled down an embankment. The airplane slid across a road and came to rest inverted adjacent to the bottom of a railroad bridge.

WITNESS INFORMATION

The fixed-base operator (FBO) employee who serviced the airplane with fuel stated that the pilot contacted him on the day of the accident and requested to have his airplane fueled. The pilot did not specify what type of fuel was required, but only that he had cleared customs; he also told the fueler where his airplane was located. The fueler stated that the pilot was not present when he arrived to fuel the airplane. He stated that the majority of the Piper Malibu airplanes that he had serviced required Jet A fuel, so he fueled the accident airplane with Jet A. Once the fueling was complete, he returned to the FBO, and waited for the pilot to return to pay for the fuel. Both the written receipt and credit card receipt provided to the pilot specified that the airplane had been serviced with Jet A. The pilot paid for the fuel and left.

There were no witnesses to the pilot's preflight activities, and it is unknown if the pilot visually inspected or sumped the fuel before departing. Following the accident, an FAA inspector obtained the fueling log from the FBO; the log indicated that the accident airplane had been fueled with 52 gallons of Jet A.

PERSONNEL INFORMATION

The pilot held a Transport Canada single-engine and multiengine land certificate with night ratings. He held a third-class medical with the limitation that glasses must be worn. The pilot had received training in the accident make/model airplane, and was endorsed for proficiency in its operation in March 2012.

AIRCRAFT INFORMATION

The airplane was powered by a Lycoming TIO-540-AE2A 350-horsepower, turbocharged, reciprocating engine. According to the journey record (aircraft logbook), the last annual inspection was performed on July 23, 2014, at an airframe total time of 2,324.0 hours. The last maintenance performed included an oil and filter change on January 15, 2015, at a total airframe time of 2,388.9 hours. There were no recorded flights between January 15, and February 22, 2015.

WRECKAGE AND IMPACT INFORMATION

The airplane crashed in a commercial area near a railroad yard.

The majority of the airplane came to rest at the accident site, with additional wreckage strewn throughout the debris path. Both wings had separated from the airplane fuselage; however, they remained near the main wreckage. The fuel tanks had been ruptured during the accident sequence; however, a strong smell of Jet A fuel was present at the accident site. As a result of the ruptured fuel tanks, a fuel sample was not obtained.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed by the Spokane County Office of the Medical Examiner. The cause of death was determined to be blunt impact to the head, and the manner of death was an accident.

The FAA Bioaeronautical Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on specimens from the pilot. The results were negative for volatiles. The pilot initially survived the accident; as a result, there was positive test results for drugs that were administered to the pilot while he was in the hospital, including ephedrine detected in urine, but not detected in blood, and etomidate, lidocaine, pseudoephedrine, and salicylate detected in blood.

TEST AND RESEARCH

The airplane was equipped with its original fuel equipment, and was appropriately marked with an "AVGAS (aviation gasoline) ONLY" placard at each wings fuel port, which indicated that the airplane operated on aviation gasoline. Both fuel ports were checked by an FAA inspector, and identified as having the appropriately-sized fuel collar for AVGAS.

There were no other malfunctions that would have precluded normal operation of the airplane.
Inspection of the fuel truck after the accident revealed that the fuel hose nozzle was the round type, typically used to service helicopters with smaller fuel filler ports. When the FAA returned the next day to inspect the truck, the smaller rounder fuel nozzle that had been on the fuel truck the night before had been replaced with a flat duck-bill fuel nozzle. When the owner of the FBO was questioned about the switch, he stated that it was for safety reasons, and that he was making sure the appropriate nozzle was attached.

ADDITIONAL INFORMATION

According to the airplane's pilot operating handbook, while performing the preflight checklist, one of the items called out is for the pilot to do a visual check of the fuel supply for both wings, and assure that the fuel cap is secured.

Located at the airport is an FBO that performs turbine conversions on the accident make and model airplane.























NTSB Identification: WPR15LA111 
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 22, 2015 in Spokane, WA
Aircraft: PIPER PA46 - 350P, registration: CGVZW
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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On February 22, 2015, at 1405 Pacific standard time, a Piper Aircraft, Inc., PA46-350P airplane, Canadian registry CGVZW, experienced a loss of engine power during climb out from runway 22R at Felts Field Airport (SFF), Spokane, Washington. The Canadian certificated pilot, the sole occupant, succumbed to his injuries on February 24, 2015. The airplane was destroyed during the attempted emergency landing after it struck a railroad track. Visual meteorological conditions prevailed for the instrument flight rules (IFR) flight that originated shortly before the accident. The flight was destined for the Stockton Metropolitan Airport (SCK) Stockton, California. 

A National Transportation Safety Board (NTSB) investigator and a Federal Aviation Administration (FAA) inspector responded to the accident site and identified two different groups of witnesses. The first set of witnesses observed the airplane with the engine sputtering. They observed the left wing drop and the nose pitch up. The right wing then dropped, and the witnesses lost sight of the airplane as it passed behind a building. The second set of witnesses reported that the right wing struck a railroad track at the top of a hill and subsequently traveled down an embankment. The witnesses reported that the airplane slid across a road and came to rest inverted adjacent to the bottom of a railroad bridge. 

Responding investigators stated that the majority of the airplane came to rest at the accident site, with additional wreckage strewn throughout the debris path. Both of the wings had separated from the airplane fuselage; however, they remained near the main wreckage. The investigators stated that the fuel tanks ruptured during the accident sequence, and there was a strong smell of Jet fuel present. 

The FAA inspector obtained the fueling log from Western Aviation at SFF; the fuel log indicated that the accident airplane had been refueled with 52 gallons of Jet fuel prior to takeoff. SPOKANE, Wash. – The family of a pilot who died from his injuries in a Spokane plane crash after the wrong fuel was filled into his plane has filed a wrongful death lawsuit against the refueling company.

Monday marked one year since the crash at Spokane's Hamilton Street overpass.

Michael Clements, 61, from Alberta was on his way to California and stopped at Felts Field to refuel.

His plane crashed shortly after takeoff.  He died at the hospital two days later from severe injuries.

The NTSB investigation later confirmed his Piper Malibu was filled with Jet A fuel, instead of the AV gas the aircraft required.

The lawsuit claimed it was a Western Aviation employee who filled the plane full of the wrong fuel, pumping 52 gallons of Jet A into the two tanks over the wings.

The lawsuit also claimed that employee ignored and disregarded numerous safety measures designed to avoid that type of error.

Aviation experts said pump nozzles for the two types of fuel are supposed to be different, but in this case, the lawsuit stated the fuel attendant used a "rogue nozzle," allowing the plane to be filled with the wrong fuel.

The lawsuit also stated the employee ignored labels on the aircraft itself that warned to only fill the plane with AV gas.

The attorney handling the case for Clements family said the family is deeply saddened on the one year anniversary of his death.

The attorney added the family’s experts continue to independently and thoroughly investigate the accident and identify the responsible parties.

Western Aviation did not return calls seeking comment on whether the company had changed its refueling regulations.

The FAA and NTSB said the investigation into what happened is still in the preliminary stage.  Neither agency said when it expected to complete the investigation.

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

NTSB Identification: WPR15LA111
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 22, 2015 in Spokane, WA
Aircraft: PIPER PA46 - 350P, registration: CGVZW
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 may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On February 22, 2015, at 1405 Pacific standard time, a Piper Aircraft, Inc., PA46-350P airplane, Canadian registry CGVZW, experienced a loss of engine power during climb out from runway 22R at Felts Field Airport (SFF), Spokane, Washington. The Canadian certificated pilot, the sole occupant, succumbed to his injuries on February 24, 2015. The airplane was destroyed during the attempted emergency landing after it struck a railroad track. Visual meteorological conditions prevailed for the instrument flight rules (IFR) flight that originated shortly before the accident. The flight was destined for the Stockton Metropolitan Airport (SCK) Stockton, California. 

A National Transportation Safety Board (NTSB) investigator and a Federal Aviation Administration (FAA) inspector responded to the accident site and identified two different groups of witnesses. The first set of witnesses observed the airplane with the engine sputtering. They observed the left wing drop and the nose pitch up. The right wing then dropped, and the witnesses lost sight of the airplane as it passed behind a building. The second set of witnesses reported that the right wing struck a railroad track at the top of a hill and subsequently traveled down an embankment. The witnesses reported that the airplane slid across a road and came to rest inverted adjacent to the bottom of a railroad bridge. 

Responding investigators stated that the majority of the airplane came to rest at the accident site, with additional wreckage strewn throughout the debris path. Both of the wings had separated from the airplane fuselage; however, they remained near the main wreckage. The investigators stated that the fuel tanks ruptured during the accident sequence, and there was a strong smell of Jet fuel present. 

The FAA inspector obtained the fueling log from Western Aviation at SFF; the fuel log indicated that the accident airplane had been refueled with 52 gallons of Jet fuel prior to takeoff.