Wednesday, June 15, 2016

Cessna 320E Executive Skynight, registered to Left Hand Financial Inc and operated by Rocky Mountain Aerial Surveys under contract with the United States Department of Agriculture as a Title 14 Code of Federal Regulations Part 91 aerial photography flight, N777GY: Fatal accident occurred June 15, 2016 near Mineral County Memorial Airport ( C24), Creede, Colorado

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Denver, Colorado

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/N777GY 

Location: Creede, CO
Accident Number: CEN16FA224
Date & Time: 06/15/2016, 1402 MDT
Registration: N777GY
Aircraft: CESSNA 320E
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Aerial Observation

HISTORY OF FLIGHT

On June 15, 2016, about 1409 mountain daylight time, a Cessna 320E airplane, N777GY, was destroyed when it impacted terrain near Mineral County Memorial Airport (C24), Creede, Colorado. The commercial pilot and two passengers were fatally injured. The airplane was registered to Left Hand Financial, Inc., and was being operated by Rocky Mountain Aerial Surveys (RMAS) under contract with the U.S. Department of Agriculture (USDA) as a Title 14 Code of Federal Regulations Part 91 aerial photography flight. Day visual meteorological conditions prevailed, and no flight plan had been filed for the flight, which departed Central Colorado Regional Airport (AEJ), Buena Vista, Colorado, about 1307.

According to an RMAS employee, about 1240, the pilot called the RMAS base in Longmont, Colorado, to provide a mid-day briefing. The pilot reported that the airplane had performed "fine" for the first 2.5 hours of surveying. However, he added that, after they had lunch at AEJ and departed about 1307, the airplane experienced an engine vibration that felt like it was coming from the right side and that the airplane seemed slow. According to the AEJ manager, about 15 minutes after takeoff, the pilot called AEJ to report that he had an issue and would be returning to the airport. After the pilot landed the airplane at AEJ, he and a local mechanic inspected it to determine what was causing the vibration. The pilot called the RMAS base, and the RMAS employee and the pilot agreed that he would fly to Rocky Mountain Metropolitan Airport (BJC), Longmont, Colorado, for maintenance but that he would call the RMAS base to provide an update on the mechanics' findings before departing AEJ. The RMAS base received no further communications from the pilot.

A Garmin GPSMAP 396 was found near the wreckage and was submitted for examination by the NTSB Vehicle Recorders Division for pertinent data for the accident flight. The data started at 1307:41 and ended at 14:09:27. The data showed that the airplane departed AEJ about 1307 and followed highways, first traveling south away from the operator's base (93 miles northeast), then turning west over Del Norte, Colorado, and then turning northwest toward Creede. Approaching C24, the airplane overflew one aerial survey point just north of the airport. The airplane was between 11,300 to 13,000 ft above mean sea level (msl) and at a groundspeed of between 120 to 169 knots for much of the approximate 1-hour flight. However, during the last 2 minutes of the flight, the airplane passed north of C24, then circled around to the south side of the airport. During this time, the airplane was descending, and the groundspeed decreased from 141 knots to 119 knots to 98 knots, before increasing to 128 knots and then rapidly decreasing to 99 knots during a sharp, 90º left turn to the north. The last recorded data were at 1409:27, at which time the airplane was at a GPS altitude of 8,665 ft with a ground speed of 99 knots. Due to data buffering on the GPS unit, the data recording may have ended before the accident event. Figures 1 and 2 are graphical overlays showing about the first hour and the last 3 minutes of the airplane's flightpath, respectively.


Figure 1. A graphical overlay showing the accident flightpath. (GPS Time recorded in UTC (MDT +6 hours))



Figure 2. A graphical overlay showing the last 3 minutes of the airplane's flightpath. (GPS Time recorded in UTC (MDT +6 hours))



One witness reported seeing the airplane making a left base turn for approach to runway 25 at C24. Another witness stated that the airplane was at a "very low altitude for his position in the pattern," that the propellers were turning, and that the airplane then yawed, returned to a wings-level position, and continued to descend until impacting the ground. Another witness stated that the airplane did not appear to be "far enough out to line up appropriately with the runway." Two witnesses stated that the landing gear were up. One witness, who lived near the accident location, reported that the airplane flew about 10 ft above her house, that it then veered left, and that it was making "loud revving noises." However, two other witnesses located about 1/4 mile west of the accident site reported that they did not hear engine noise.

The accident site was located 0.7 miles from east of runway 25 at C24; which was southwest of AEJ, while BJC was located northeast of AEJ.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with airplane single- and multiengine land and instrument ratings. The pilot's most recent Federal Aviation Administration (FAA) second-class medical certificate was issued on June 22, 2015, with the limitation that he "must have available glasses for near vision." On his medical certificate application, the pilot reported that he had about 1,591 total hours of flight experience, with 230 hours in the previous 6 months. The pilot reported no significant medical conditions and no use of medications to the FAA.

According to the pilot's logbook, his first flight in a Cessna 320 was in the accident airplane on August 20, 2015. The pilot accumulated 28.9 hours of experience in the airplane between August 20 and September 16, 2015. He accumulated an additional 71.5 hours in the airplane between April 12 and May 5, 2016, for a total of 100.4 hours of experience in the Cessna 320. The pilot had 1,985.1 hours total flight experience, with 295.1 hours in multi-engine airplanes. His last flight review was completed on July 7, 2014, in a Cessna 182.

AIRCRAFT INFORMATION

According to FAA records, the low-wing, turbocharged, twin-engine airplane, serial number 320E0027, was issued its original airworthiness certificate on September 3, 1966, and was registered to the operator on September 6, 2011. The airplane had been reconfigured from its original six-seat configuration to a three-seat configuration to allow space for the use of an aerial camera and survey equipment.

According to the airplane's maintenance records, Western Plains Aviation, LLC (WPA), completed the last annual inspection on March 23, 2016, at a recorded Hobbs time of 572.7 hours. The last maintenance entry for the airframe was on June 6, 2016, at a Hobbs time of 789.6, after the operator reported a vibration in the airplane during flight. WPA found the left and right main gear doors were loose and repaired the gear doors and engine nacelle lower skins. Also completed during this maintenance was installation of a Heli-Coil in the left engine oil drain pan, as described below, and replacement of an inoperative left-hand gear indicator switch.

On March 21, 2016, at a time since major overhaul (TSMOH) of 1,059.3 hours and a Hobbs time of 572.7 hours, Aircraft Cylinders & Engines, Inc. (ACE), disassembled and repaired the right engine after the mechanic found spalled lifters during a top overhaul. The engine was reinstalled on the airplane using the existing engine mounts, hoses, and turbocharger components. The last maintenance entry for the right engine was dated April 1, 2016, at a Hobbs time of 573.5 hours and indicated that the right engine cowl flaps had been adjusted.

On June 19, 2013, at a Hobbs time of 2,698.1 hours and a TSMOH of 1,703.7 hours, ACE removed, repaired, and then reinstalled the left engine's Nos. 2 and 4 cylinders. According to the records, a new Hobbs meter was installed sometime in 2014; an entry dated December 12, 2014, listed the Hobbs time as 0, the engine total time as 6,698.5 hours, and the TSMOH as 2,051.5 hours. On March 15, 2016, at a Hobbs time of 572.7 hours, ACE overhauled the left engine and installed overhauled turbocharger components. The engine was installed in the left nacelle with new hoses and new engine mounts on March 23, 2016. The last maintenance entry was dated June 6, 2016, at a Hobbs time of 789.6, and it reported WPA installed a Heli-Coil in the left engine oil drain pan. The airplane was equipped with two Hobbs meters (one that recorded total flight operations and another that recorded revenue flight operations). The airplane Hobbs meter was missing after the accident, only the revenue Hobbs meter was observed after the accident; it indicated 770.6 hours.

After the right and left engine were overhauled in March 2016, an RMAS pilot ferried the airplane back to its base at BJC. During the ferry fight, the pilot noticed a vibration in the airplane, which he later determined was coming from the left side after landing. The pilot ferried the airplane back to WPA the following day where maintenance personnel determined that the fuel manifold valve was leaking. The fittings on the fuel divider were tightened, and according to the RMAS pilot, the return ferry flight to BJC on June 13, 2016, was "smooth and vibration free." Two days later, on the day of the accident, after takeoff from BJC, an RMAS pilot asked the accident pilot how the airplane was performing. The accident pilot reported that it was operating "real smooth."

WRECKAGE AND IMPACT INFORMATION

The airplane struck willow bushes and then the ground about 3,500 ft east-southeast of runway 25 at C24. Based on airplane deformation and impact signatures, the airplane impacted in a slightly nose-low, left-wing-low attitude. The outboard 5 ft of the left wing separated from the inboard wing during impact. The fuselage had slid right and came to rest with the right wing folded underneath the fuselage. The aft fuselage was observed compromised just forward of the empennage section. No fire was observed at the wreckage site.

Airframe


Flight control and trim continuity were established from the control surfaces to the forward cabin and cockpit controls. The rudder balance weight had separated from the top of the rudder and was found at the initial ground contact location. The rear flap actuator chain remained on the sprocket and was observed with eight pins on the lower chain, which indicated that the flaps were extended about 15°. The elevator trim actuator indicated a 10º tab-down position, the rudder trim actuator indicated a neutral position, and the aileron trim actuator indicated a 10º tab-up position. The landing gear actuator was found in the retracted position, and the landing gear was stowed.

The fuel tank system in the Cessna 320F consist of the 2 each main fuel tanks (tip tanks), 2 each auxiliary tanks (in the wing), 2 each fuel valves located outboard of the left and right engines respectively and 2 each fuel selector valve handles located in the cockpit between the pilots and copilots seats. The fuel selector handle for the left engine has 4 positions; Left Main, Left Aux, Right Main, or Left Engine Off. The fuel selector handle for the right engine also has 4 positions; Left Main, Right Aux, Right Main, or Right Engine Off. The fuel selector handles are connected to the fuel selector valves, located outboard of the engines in the wings, by a push-pull cable. The fuel selector valve handles for both the left and right engines, were found in the "Left Main" position. Both fuel selector valves in the wings were found positioned between the main tank position and the auxiliary tank position. The right fuel selector handle position is consistent with the push-pull cable being compromised during impact. The deformation to the left wing would have also compromised the left fuel selector valve position. The left main fuel tip tank remained largely intact and attached to the outboard section of the wing. The baffle installed at the fuel tank attachment fitting was found displaced forward, and the fuel cap was in place. The left auxiliary wing fuel tank exhibited impact damage to the outboard section, and the fuel cap was in place. The right main fuel tip tank had separated from the wing into three sections: the area forward of the fuel tank attachment fitting, the section aft of the fuel tank fitting, and the aft fairing. The baffle installed in the fuel tank attachment fitting was found displaced forward. The fuel cap was in place. The displacement of the fuel baffles in both main fuel tanks is indicative of the fuel tank containing fuel at the time of the impact. The right auxiliary wing fuel tank was intact, and the fuel cap was in place. Fuel was observed draining from both wings in the area of the auxiliary fuel tanks during the airplane recovery. The fuel strainer screens were free of debris, and the fuel strainer bowl appeared lightly corroded with no blockages present.

The ELT was removed from the aircraft and found to be in the "OFF" position. None of the first responders indicated that they had turned the ELT "OFF".

Left Engine

The left engine remained in the engine nacelle attached to the airframe and engine mounts. The throttle, propeller, and mixture control cables remained attached to their respective control levers.

The magnetos remained attached to their mounting pads, and the ignition harness remained secured to the magnetos, and the lead terminals remained attached to their respective sparkplugs. The fuel lines remained secured to their respective fittings with no signs of leakage noted. The oil lines remained attached to the engine, their controllers, and the turbocharger wastegate actuator with no signs of preaccident leakage noted. The manifold pressure and upper deck reference lines remained in place and intact. The left engine examination revealed no preimpact mechanical malfunctions or failures that would have precluded normal operation.

Right Engine

The right engine remained in the engine nacelle but was separated from all four engine mounts. The throttle, propeller, and mixture control cables remained attached to their respective control levers; however, the throttle and mixture control levers were deformed.

Most of the oil had drained from the engine. Both magnetos were separated from their mounting pads, and portions of their flanges remained secured under the mounting hardware.

The fuel lines remained secured to their respective fittings, but two of the fuel fittings were fractured, with no signs of preaccident staining or leakage. The oil lines remained attached to the engine, their controllers, and the turbocharger wastegate actuator with no signs of preaccident leakage noted. The manifold pressure and upper deck reference lines remained secured to their fittings, but some of the fittings were fractured. The right engine examination revealed no preimpact mechanical malfunctions of failures that would have precluded normal operation.

Propellers

The left three-bladed variable-pitch propeller remained attached to the crankshaft propeller flange. The propeller spinner remained in place over the propeller hub and exhibited deformation and crushing damage on one side. All three propeller blades remained attached to the hub; however, one propeller blade was rotated about 180° in the hub, consistent with a pitch change link fracture. That blade was bent aft near its shank with paint erosion on the leading and trailing edges in a chordwise orientation, accompanied by spanwise gouges and scrapes overlying the chordwise erosion. The other two blades were also bent aft and exhibited chordwise paint erosion and scrapes near the tip along with a deep leading-edge gouge, and the other exhibited chordwise paint erosion on the leading and trailing edges and spanwise scrapes and paint erosion in the bent area.

The right three-bladed variable pitch propeller remained attached to the crankshaft propeller flange by one bolt. The other bolts were stripped form the backside of the propeller hub. The propeller flange was fractured on one side. The propeller spinner remained in place, but it was fractured and deformed over all sides of the propeller hub. The three propeller blades remained attached to the hub; however, one blade was rotated within the hub consistent with a pitch change link fracture. All three blades exhibited chordwise paint erosion and scraping, and one blade exhibited spanwise scrapes and paint erosion overlying the chordwise erosion. One blade was twisted toward low pitch and exhibited deep leading-edge gouges.

MEDICAL AND PATHALOGICAL INFORMATION


The El Paso County Coroner, Colorado Springs, Colorado, conducted an autopsy of the pilot and determined that the cause of death was "multiple blunt force injuries." Additionally, the autopsy noted that the pilot had an enlarged heart and moderate two-vessel coronary artery disease. However, there was no evidence of scarring or inflammation of the heart muscle. Additionally, toxicology testing detected tetrahydrocannabinol carboxylic acid (THC-COOH), which is one of the inactive metabolites of tetrahydrocannabinol carboxylic (THC), marijuana's primary impairing psychoactive drug, in the urine and less than 50 ng/ml of the sedating antihistamine diphenhydramine in femoral blood.

The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, also conducted toxicology testing on the pilot. The testing detected diphenhydramine in urine but not at reportable levels in cavity blood. Additionally, THC was detected in liver and lung but not at reportable levels in cavity blood.

THC-COOH was detected at 20 ng/ml in urine, 12.4 ng/g in liver, and 17 ng/ml in cavity blood and lung. The detected levels of diphenhydramine and THC would likely not have caused impairment.

ADDITIONAL INFORMATION


The USDA contract specified flight altitude and orientation for survey photographs. It stated that for sites of 500 acres or less, the photography flights shall be flown at flight altitudes "designed to achieve a nominal photographic scale of 1:7,920, with a nominal flight altitude above ground of 3,960 ft with a 6 ft focal lens." For sites more than 500 acres, "the nominal photographic scale is 1:12,000, with the nominal flight altitude above ground elevation of 6,000 ft." It added that deviation from the specified flight altitude shall not exceed 2% low or 3% high and that the flight orientation could either be north-south or east-west and that the allowable horizontal deviation from the site center was 356 ft.


Figure 3. Photograph survey locations near accident flight path


Engine Test Runs


Both engines were removed from the wreckage at the recovery facility and sent to the Continental Motors Inc (CMI) factory in Mobile, Alabama for engine examinations and test runs in an engine test cell under National Transportation Safety Board (NTSB) oversight.

Left Engine


The left engine was placed in a test cell, and it started without hesitation but would not produce full power. When the engine was shut down, it was noted that the left cylinder's upper deck reference line b-nut was stripped and would not seal. Review of photographs taken at the recovery facility revealed that the b-nut was in place and that the torque putty was intact following the accident. The b-nut had to be removed to facilitate the removal of the cooling baffle, and the b-nut was likely damaged during this time. The upper deck reference line b-nut was replaced to complete the run.

The engine was started again and run throughout various power settings, including full power, for 30 minutes. Throughout the test-run, the engine accelerated normally without hesitation, stumbling, or interruption in power and produced rated horsepower.

Curled metal shavings were found in the oil sump and oil filter before the engine test-run. Following the test-run, curled metal shavings were found in the oil filter and in the area of the oil pressure relief valve. The source of the curled metal shavings could not be determined during the engine test-run, but the metal shavings did not appear to affect the engine operation.

Right Engine

Due to a bent throttle interconnecting link rod and a fractured upper deck reference fitting, the throttle body/fuel metering unit from the left engine was used during the test-run of the right engine. The propeller flange was fractured during the accident sequence, so a replacement flange was welded to the crankshaft just forward of the nose seal.

The right engine was placed in a test cell, was started, and ran throughout various power settings, including full power, for 30 minutes. The engine accelerated normally without hesitation, stumbling, or interruption in power and produced rated horsepower.

Following the engine test-run, the original fuel metering unit was placed on the left engine's throttle body after the throttle cam was removed and reinstalled, and the throttle interconnecting link rod was replaced due to deformation damage sustained in the accident sequence. The throttle body and metering unit were reinstalled on the right engine for a second test-run. The engine operated normally with the original metering unit installed during the test run. The engine was held at full power for 5 minutes. Following the engine test-run, the oil filter was removed, and no abnormal contamination or metal production was found.

Following the engine test runs, the oil filter was removed, and the filter element was inspected. There were no signs of abnormal contamination or metal production.

Propeller Exams


The left and right propellers and spinners were packaged by the recovery facility and sent to McCauley Propeller Systems for teardown under NTSB oversight.

Both LH and RH propellers sustained impact damage. The bending, twisting, paint scuffing, and overall propeller assembly damage was typical of that associated with rotation at low to no engine power. The exact engine power levels at impact were not able to be determined.

Both propellers had indications consistent with operating near the low pitch position (~13-14 degrees reference angle measured at the 30" blade spanwise station) at impact. These indications included; 1) witness marks in the LH and RH propeller blade butts consistent with contact with adjacent pitch change hardware, and 2) the position of the blade counterweight imprints in the crushed LH and RH propeller spinners.,

Neither propeller had impact signature markings or component positions indicating their blades were feathered at impact.

Electronic Devices

In addition to the Garmin GPSMAP 396 discussed above, 5 additional electronic devices were found at the accident scene and sent to NTSB Vehicle Recorder Division for examination for pertinent accident-related data:

Device 1: Dell Laptop - The hard drive was removed from the Dell laptop and the drive was imaged using forensic software. No accident pertinent data was found.

Device 2: NovAtel DL-4-RT2W - The data extracted included five different flights. The data included position data (latitude, longitude, height above mean sea level, gps week, and gps seconds), raw ephermis data, and compressed range measurements. The receiver firmware was old so the timestamp could not be correlated to the time of the accident. The flights were then mapped to see if the position data could be correlated to the accident flight. None of the five flights recorded were near the accident flight. The accident flight was not recorded on the Novatel device.

Device 3: Apple iPhone 5s #1 - The Apple iPhone 5s #1 was able to be powered on normally. The phone required a passcode that prevented further data from being downloaded from the device.

Device 4: Apple iPhone 5s #2 (Pilot's Phone) - The device was powered on normally and imaged using forensic software. Prior to the accident on June 15, 2016, the user checked the Aviation Weather Center (aviationweather.gov). At 11:11:00 the user checked the wind and temperature on the website. From 11:11:47 through 11:12:59 the user looked at the satellite imagery. At 11:13:23 the user returned to the Aviation Weather Center homepage. At 11:13:29 the user looked at the Aviation Digital Data Service (ADDS) Terminal Aerodrome Forecast (TAF). At 11:15:00 the user looked at the wind and temperature. The user made an outgoing phone call at 13:00:10 that was a minute in duration. An incoming text that arrived at 13:53:19 was left unread.

Device 5: Samsung Galaxy Note 3 - The micro SD card located on the phone was removed and imaged using forensic software. No accident pertinent data was found.

Pilot Information

Certificate: Commercial
Age: 51, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 06/22/2015
Occupational Pilot: Yes
Last Flight Review or Equivalent: 07/07/2014
Flight Time:  1985 hours (Total, all aircraft), 100.4 hours (Total, this make and model)

Pilot-Rated Passenger Information

Certificate: Student
Age: 17, Male
Airplane Rating(s): None
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 08/06/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N777GY
Model/Series: 320E E
Aircraft Category: Airplane
Year of Manufacture: 1968
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 320E0027
Landing Gear Type: Retractable - Tricycle
Seats: 3
Date/Type of Last Inspection: 03/23/2016, Annual
Certified Max Gross Wt.: 5300 lbs
Time Since Last Inspection:
Engines: 2 Reciprocating
Airframe Total Time: 11967.7 Hours as of last inspection
Engine Manufacturer: CONT MOTOR
ELT: Installed, not activated
Engine Model/Series: TSIO-520 SER
Registered Owner: LEFT HAND FINANCIAL INC DBA
Rated Power: 285 hp
Operator: Rocky Mountain Aerial Surveys
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: K04V, 7826 ft msl
Distance from Accident Site: 39 Nautical Miles
Observation Time: 1955 UTC
Direction from Accident Site: 64°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 7 knots / 17 knots
Turbulence Type Forecast/Actual: /
Wind Direction: 180°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.2 inches Hg
Temperature/Dew Point: 25°C / -2°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Buena Vista, CO (AEJ)
Type of Flight Plan Filed: None
Destination:
Type of Clearance: None
Departure Time: 1307 MST
Type of Airspace:

Wreckage and Impact Information


Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 2 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude: 37.822222, -106.906111

NTSB Identification: CEN16FA224
14 CFR Part 91: General Aviation
Accident occurred Wednesday, June 15, 2016 in Creede, CO
Aircraft: CESSNA 320E, registration: N777GY
Injuries: 3 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 June 14, 2016 about 1405 central standard time (CST), a Cessna 320E, N777GY, was destroyed when it impacted terrain near Creede, Colorado. The airplane departed from Central Colorado Regional Airport (KAEJ), Buena Vista, to conduct aerial photography under contract with the United States Forest Service. The commercial pilot and two passengers on board were fatally injured. The airplane was registered to Left Hand Financial, Inc and operated by Rocky Mountain Aerial Surveys under the provisions of 14 Code of Federal Regulations Part 91 as an aerial observation flight. Visual meteorological conditions prevailed and no instrument flight plan had been filed.

According to witnesses, the airplane was flying what appeared to be a left base turn for approach to runway 25 at Mineral County Airport. The airplane was approximately 1,000 feet above-ground level when "suddenly" the airplane nose dropped and entered a steep left-hand descending turn. The airplane returned to a wings level position and continued to descend until impacting the ground. Witness stated the landing gear was up and the propellers were turning during this sequence, however, two witnesses said they did not hear the sound of an engine.




David M. Louwers

David M. Louwers passed away June 15, 2016 as a result of an airplane accident near Creede, CO.  He was 17 years old.  David was born February 19, 1999 in Littleton, Colorado to Robert and Christina (Faissal) Louwers. He was a gregarious, bright boy who was homeschooled with his four sisters, two older and two younger. He began his public high school education at Twin Peaks Charter Academy his sophomore year, then Niwot High School his junior year. The family moved to Longmont in 2004 from Littleton. David is a member of St. Luke Orthodox Church and had served as an acolyte. He was a member of Boy Scout Troop #161 working on his Eagle Scout merit badge; Dawson School Lacrosse team; and Niwot High School Football. He was an aircraft pilot, he enjoyed archery hunting, snow skiing and weight lifting. His passions were football and flying. He is survived by his mother and father, Robert and Christina, four sisters; Marie, Sophia, Catherine and Natalie. His grandparents Joseph and Kathleen Faissal, and Robert and Joan Louwers, and numerous aunts, uncles and cousins. Visitation with family present 1:30 to 4:30 PM, Saturday, June 18 at St. Luke Orthodox Church, 722 Austin Ave. Erie, CO. Funeral service will be 2 PM, Sunday, June 19 also at St. Luke Orthodox Church. Burial will be 10:30 AM, Monday, June 20, 2016 at Mt. Pleasant Cemetery, Erie, CO. Contributions can be made to St. Luke Orthodox Church Memorial Fund and sent to the church. To share condolences at www.ahlbergfuneralchapel.com


Jere Ferrill


Mykhayl Wolfegang Sutton

Mykhayl Wolfegang Sutton, 28 of Longmont, Colo., formerly of Kannapolis, died Wednesday, June 15, 2016, from injuries resulting from a plane crash in Creede, Colo. Mykhayl was born in Cabarrus County, a son of Rodrick and Catrinia Neal Sutton of Kannapolis. Raised in Kannapolis, Mykhayl graduated with Honors from A. L. Brown H.S., Class of 2005. He attended NC State and was a brother of CHI PSI Fraternity of which he was very proud. While in Kannapolis, Mykhayl was an active member of First Baptist Church and participated in the youth mission trips. Learning to be a surveyor by working for the family business, Mykhayl moved to Longmont, Colo. 3 years ago to work for Rocky Mountain Aerial Surveyors. He loved his job and being outdoors. Mykhayl also loved to hunt, fish and hike. His family and friends will remember him as a very lovable, outgoing young man. He will be dearly missed. Mykhayl was preceded in death by his maternal grandparents, Elmo Ray and Thelma Neal of Bickmore, W. Va. Those left behind to cherish his memories include his parents, Rodrick and Catrinia Sutton; and his brother, Aristotle Sutton, all of Kannapolis; the love of his life, Aubrey Pieters; his paternal grandparents, Glen W. and M. Frances Sutton of Maysel, W. Va., and many other loving relatives. Online condolences may be left at www.whitleysfuneralhome.com and in lieu of flowers memorial donations may be made to First Baptist Church Youth Ministry, 101 N Main St, Kannapolis, NC 28081.


David Louwers

Mykhayl Sutton


The Longmont teen killed in a small-plane crash in southwestern Colorado this week was a warrior on the field, one of his football coaches said Friday.

David Louwers, 17, brought strength, humility and positive energy to Niwot High School's varsity football team, according to Scott Thomas, football coach and high school health and physical education teacher.

"As a player, he was the kind of kid that coaches get into coaching for," Thomas said. "He was just an awesome player that would really fill your tank as a coach."

A candlelight vigil is planned for 8:30 p.m. Friday at Niwot High School's practice football field, 8989 Niwot Road, Niwot, where people who knew him can share memories and photographs, he said.

Thomas said Louwers was easily excited by success and teachable in times of defeat. He said Louwers was one of the team's leading linemen and the coaches planned to have him anchor the offensive line next season during his senior year.

"When you'd just see him... his eyes were a little bit of a twinkle. He was always an extremely positive kid," Thomas said. "It didn't take but more than a couple seconds and he'd flash that giant smile that he had... and as soon as that smile came, he'd kind of give a little laugh."

Thomas said he first met Louwers when he transferred from Twin Peaks Charter Academy to Niwot High School. Everyone was aware his other passion aside from football was aviation, Thomas said.

On Wednesday, Louwers was a passenger in a Cessna 320 twin-engine aircraft that crashed under unknown circumstances around 2:40 p.m. in Mineral County near Colorado 149 and Rio Grande National Forest Road 801.

Following the news Thursday, J.B. Hall, Boulder County representative for the Fellowship of Christian Athletes, said he spoke to Niwot High School FCA players that knew Louwers through his involvement with the organization. He said not only did Louwers have great values, he impacted lives and was loved by his teammates and community.

"He's going to be missed," Hall said. "As we walk this journey and this life, which is short we just want to remember to never forget those who have impacted our lives.

The Federal Aviation Administration and National Transportation Safety Board are investigating the cause of the crash, according to FAA spokesman Allen Kenitzer.

Jere Ferrill, 51, the plane's pilot, and Mykhayl Sutton, 28, of Longmont, the only other passenger, also were killed in the crash, Mineral County coroner Charles Downing said previously.

He said the plane, owned by Rocky Mountain Aerial Survey, based at the Vance Brand Airport in Longmont, was being used to take aerial photographs.

The company specializing in airborne imagery acquisition is co-owned by Christina and Robert Louwers. They are David Louwers' parents, according to the high school's player profile.

Sutton had been the company's data acquisition manager responsible for film and digital mission planning for one year, according to the company's website.

Facebook posts about the crash came from the victims' family and friends, including Shelton Fisher, whose profile said he lives in Littleton.

"Mykhayl Sutton and I spent many hours working together in various planes when he and his brother worked for us," Fisher wrote. "He was a great guy, a friend, and a professional to work with. I have received sad news like this more than a handful of times during my aviation career and it's always a shocking and numbing experience. God rest their souls."

Michael Raaber, an employee with Rocky Mountain Aerial Survey, said Thursday that employees were not yet ready to talk about the incident.


Source:  http://www.timescall.com

MINERAL COUNTY - Authorities say three people were onboard a plane that crashed Wednesday afternoon near Creede.

Allen Kenitzer with the Federal Aviation Administration Office of Communications says a Cessna 320E Executive Skynight aircraft crashed under unknown circumstances at Mineral County Highway 149 and Forest Road 801.

The pilot, 51-year-old Jere Ferrill of Castle Rock was killed in the crash. Two passengers were killed also. They were 17-year-old David Louwers of Longmont and Mykhayl Sutton. Sutton's age and hometown are unknown at this time, but he did work for Rocky Mountain Aerial Surveys which is based in Longmont.

The crash was reported at about 2:40 p.m.

Both the Federal Aviation Administration and the National Transportation Safety Board are investigating.

Story and video:  http://www.9news.com

Cortez council endorses Boutique Air’s bid for service: Opponent criticizes plane, supports former airline

Kathryn's Report: http://www.kathrynsreport.com

Cortez City Council members on Tuesday endorsed Boutique Air’s bid to serve the city and unanimously voted to authorize Mayor Karen Sheek to sign a letter waiving the city’s guarantee for twin-engine service.

The council last month authorized Sheek to sign a letter recommending the Essential Air Service (EAS) bid to the U.S. Department of Transportation. The bid includes three Denver flights and one Phoenix flight, though the Department of Transportation could opt for another flight configuration, according to airport manager Russ Machen.

Essential Air Service is a subsidized U.S. program that seeks to guarantee airline service to small towns. Under the service rules, municipalities can throw out airline bids that include only single-engine planes.

If the Department of Transportation awards Boutique Air’s bid, after 60 consecutive days of the airline’s single-engine service to Cortez, the city no longer will be guaranteed twin-engine service. However, the city could endorse twin-engine bid in the future, Hale said.

Pilot doubts plane’s safety


The city endorsement drew criticism from retired pilot Garth Greenlee, who doubted that the Pilatus PC-12, which Boutique Air utilizes, would be reliable flying to Denver over 14,000-foot peaks during winter. If the plane’s engine failed, there would be no backup, he said.

“You’re making a terrible mistake” by endorsing Boutique Air, he said.

Machen said that he didn’t know of a Boutique Air accident involving the Pilatus PC-12, but that the last accident involving a single-engine plane at Cortez Municipal Airport occurred more than 20 years ago. The PC-12 is one of the most common planes at the airport, he said.

Machen pointed out that the Federal Aviation Administration hasn’t outlawed the PC-12 or other single-engine planes.

“If all of (Greenlee’s) fears were true, there would be no single-engine aircraft,” he said.

City Manager Shane Hale said city officials did not consider the plane’s accident record in discussions about air service. However, the FAA’s vetting of the plane model confirms its safety, he said. Air accidents are rare, and an incident involving a PC-12 seems to be extremely unlikely, he said.

“We have every confidence in the PC-12,” Hale said.

History of the PC-12

The PC-12 has been in production by Pilatus Aircraft since 1991. According to the National Transportation Safety Board, there have been 17 incidents or accidents involving the aircraft in the U.S. since 2002. Out of those, six resulted in a total of 29 fatal injuries to passengers or crew members, according to NTSB reports.

The most recent incident took place Jan. 26 in Lawrenceville, Georgia, according to the NTSB. During takeoff, a plane was damaged after hitting a deer on the runway.

In March 2009, 13 passengers and a pilot died in a PC-12 crash near Butte, Montana, according to the NTSB. That crash was attributed to ice in the fuel system and the pilot’s failure to control the left wing when landing.

In December 2004, no injuries were reported after a Pilatus PC-12/45 lost engine power and hit two utility poles during a forced landing. Consequently, the entire fleet was fitted with a corrective unit to ensure a minimum fuel flow.

Great Lakes’ struggles

Boutique Air won the council’s confidence over Great Lakes Airlines, which has served Cortez for decades and has been the only airline to bid for the service for many years, according to Machen.

Greenlee said he had 23,000 hours of professional piloting experience in Cortez and Farmington, New Mexico. He chastised the council for their lack of faith in Great Lakes Airlines. A 2014 FAA regulation increased the number of hours pilots needed for certification from 500 to 1,500. That law made recruiting pilots more difficult for Great Lakes Airlines, which forced them to cut service and cancel flights at the Cortez airport, Machen said.

Greenlee acknowledged Great Lakes’ struggles, but said they are “trying hard” to get back to where they were before the new law. He chalked up the airline’s hardships to the “stupidity of the government,” referring to the new law. He accused the council of overlooking safety and choosing Boutique Air based on costs.

Machen said the EAS program was created to provide communities with quality air service, not to cut corners based on expenses.

Hale said Great Lakes’ loss of pilots, dwindling consumer confidence in Cortez and other issues contributed to the council’s endorsement of a different airline. Sheek said the council discussed the decision at length in multiple workshop sessions, and the endorsement wasn’t just about money.

“There were a lot of other things that came into play,” Sheek said. “We went with the airline that we think will give the citizens the best and safest service.”

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

Air traffic control shouldn’t model Metro

Kathryn's Report: http://www.kathrynsreport.com

By Paul Rinaldi - The Washington Times

ANALYSIS/OPINION:


Both transportation systems require new technology and staffing

The Metro subway system in Washington, D.C., is a national disgrace. The U.S. secretary of transportation has even threatened to shut it down unless its safety problems are repaired. Thousands of commuters and tourists would be disadvantaged if that happened.

Sadly, Metro’s problems aren’t di
fferent in kind than the woes of a much bigger and more important transit system, the air traffic control (ATC) system that guides millions of passengers to their destinations each year. No one is thinking of shutting down U.S. airspace, but unless improvements in technology and staffing are implemented soon, the nation’s capital could have a second disgrace on its hands.

The ATC system is at a crossroads. It has been subject to stop-and-start funding for years. As a result, air traffic control facilities are chronically understaffed. In addition, long-overdue technological upgrades known as NextGen have been delayed, stifling the air traffic expansion that is vital to economic growth. If these twin problems of staffing and technology continue unabated, the consequences could be dire.

The worst setback occurred in 2013, when automatic, across-the-board spending cuts called sequestration halted the hiring of new air traffic controllers for a year. Even worse, the Federal Aviation Administration (FAA), which oversees and operates the ATC system, had to furlough controllers. The result: extensive delays across the country in passenger and cargo flights.

The consequences of sequestration still ripple through the system. The hiring freeze has left many air traffic control towers and radar facilities critically understaffed. In fact, the ATC system has the lowest number of fully certified professional controllers in more than a quarter-century. On top of that, the FAA has missed its air traffic controller hiring goals for seven years in a row, and staffing has fallen nearly 10 percent over the last five years. Air traffic controllers are working longer hours and additional days to make up for the shortage. This has led, inevitably, to exhaustion and controller fatigue on the job.

The ATC system is also technologically behind. It’s running on World War II-era radar technology with information being passed around on slips of paper.

 NextGen, a series of technology upgrades that are slowly being integrated, would track planes from satellites, not the ground. This would not only be more effective, it would also be more efficient. Because it’s an entirely new system, everything would be monitored digitally — as it should be these days.

The ATC system’s parallels to Metro’s decline are eerie. The Washington Metro’s biggest problem is deferred maintenance due to chronic underfunding. In addition, the system’s funding was inconsistent and unreliable. Management didn’t insist otherwise. For example, Metro failed to fix the tracks that were found to be unsafe in July 2015. These particular problems ultimately caused a train to derail the following month, according to The Washington Post.

Unlike most transit agencies, Metro gets nearly half of its budget from different jurisdictions and the federal government. This means its budget isn’t consistent from year to year. By one estimate, Metro would need $25 billion over the next 10 years to maintain its service as well as fix its operations and meet safety standards.

The federal government can’t afford to allow the air traffic control system to go the way of Metro. The United States has the safest and most efficient air system in the world. It can never be endangered or compromised. The ATC system’s funding can’t be interrupted or reduced again. Investments in both the controller workforce and the technology that controllers use must be stable and predictable moving forward.

No one wants the air traffic control system to become the Metro of the skies. Congress must act now.

Paul Rinaldi is president of the National Air Traffic Controllers Association.

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

Zenith/Zenair STOL, CH-701, N701JN: Engine lost power; attempted a landing on a grass runway that was soft due to recent rain; nose wheel collapsed on landing























AIRCRAFT:   2011 Zenith/Zenair STOL, CH-701, N701JN, s/n:  7-7461

Total Time Airframe 298, Hobbs Time 308. 

The last Annual Condition Inspection was performed 08/22/2015 at Hobbs time 293

ENGINE:  Corvair Model GO-140, 100HP Manufactured by Chevrolet                           

Total Time Since New is approximately 308.  

The last Annual Condition Inspection was performed 08/22/2016 at Engine Total Time 293

PROPELLER:  Warp Drive, HP HUB N17917,2 Blade Carbon Fiber TTSN 298. Last Annual 08/22/2016

Total Time Since New is approximately 298.  The last Annual Condition Inspection was performed 08/22/2015 at 293.6. 

EQUIPMENT:  1 Flt Com 403, Transponder KT 76A TSO.
           
DESCRIPTION OF ACCIDENT:  Engine lost power. Attempted a landing on a grass runway that was soft due to recent rain. Nose wheel collapsed on landing.

DESCRIPTION OF DAMAGES:  Damage includes but may not be limited to the following:      

Both wing tips and wings damaged
Nose wheel torn off
Firewall
Fuselage
Spinner
Motor mount
Cowling

LOCATION OF AIRCRAFT:  Marion County Airport 15070 SW 111th Street, Dunnellon, FL 34432.

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

Lancair IV, JFT Enterprises LLC, N441JH: Incident occurred June 14, 2016 in McKinney, Collin County, Texas

Kathryn's Report: http://www.kathrynsreport.com

Date: 14-JUN-16
Time: 19:48:00Z
Regis#: N441JH
Aircraft Make: LANCAIR
Aircraft Model: IV
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
FAA Flight Standards District Office: FAA Dallas FSDO-05
City: MCKINNEY
State: Texas

AIRCRAFT ON LANDING NOSE GEAR COLLAPSED, MCKINNEY, TEXAS

JFT ENTERPRISES LLC:   http://registry.faa.gov/N441JH

Bell 206L-1 LongRanger 1, N1076Y, : Premier Rotors LLC: Accident occurred June 14, 2016 in Bishop, Inyo County, California

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

NTSB Identification: WPR16LA125 
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 14, 2016 in Bishop, CA
Probable Cause Approval Date: 09/06/2017
Aircraft: BELL 206, registration: N1076Y
Injuries: 3 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.

The private pilot departed on a cross-country flight with two passengers onboard the helicopter, which had been filled with 110 gallons of fuel (88 gallons of which were in the aft tank) before departure. The pilot reported that, after encountering headwinds that were about 15 knots greater than anticipated and turbulence for more than 2 hours, he saw that the helicopter was low on fuel and decided to land at a nearby airport. He began a descent from 12,000 ft mean sea level (msl), but as he passed through 10,000 ft msl, he heard a “violent explosion in the engine compartment,” followed by the illumination of the engine-out indication light. The pilot immediately initiated an autorotation and made two unsuccessful attempts to restart the engine during the descent. He flared the helicopter at 2,000 ft to avoid settling into a crater, and it subsequently impacted terrain hard. Paint transfer signatures on one of the main rotor blades indicated that they likely contacted and severed the tailboom during landing. 

The pilot stated that he did not pull the fuel pump circuit breakers before or during the accident flight; however, the unbreeched aft fuel tank was void of fuel when first responders examined it shortly after the accident, and the fuel pump circuit breakers were found in the “off” position. Further, operational tests of the fuel system and engine did not reveal any blockages or mechanical malfunctions. Fuel computations showed that the engine consumed 88 gallons of fuel, the quantity that would have been in the aft tank at the time of departure, and the pilot reported that he customarily disengages the fuel pumps after each flight. It is likely that the pilot’s improper fuel management, possibly from departing with the fuel pumps in the “off” position, prevented fuel trapped in the forward tanks from reaching the engine and resulted in fuel starvation. 

The pilot had planned the flight around 15-knot winds despite multiple weather forecasts issued before his departure that indicated the presence of about 30-knot headwinds along his flight route. It is likely that the pilot’s poor preflight weather and fuel planning resulted in greater-than-anticipated fuel consumption, which led to the low fuel state and the pilot’s decision to divert to a closer airport. 

The pilot did not experience any control issues throughout the long autorotation from 10,000 ft, and weather reports indicated that he would not have encountered any visibility restrictions during the descent, so he should have had sufficient time to properly flare the helicopter and land. However, he chose to initiate a flare at 2,000 ft, which likely reduced the rotor rpm and led to hard impact with terrain. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s improper preflight weather planning, fuel planning, and fuel management, which resulted in fuel starvation and a loss of engine power. Contributing to the severity of the accident was the pilot's initiation of the landing flare at a high altitude, which led to a subsequent hard landing.


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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Reno, Nevada
Rolls Royce; Indianapolis, Indiana 
Bell Helicopter; Fort Worth, Texas

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

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

***This report was modified on August 1, 2017. Please see the docket for this accident to view the original report.*** 


Premier Rotors LLC: http://registry.faa.gov/N1076Y

NTSB Identification: WPR16LA125 
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 14, 2016 in Bishop, CA
Aircraft: BELL 206, registration: N1076Y
Injuries: 3 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 June 14, 2016, about 1550 Pacific daylight time, a Bell 206L-1 helicopter, N1076Y, was substantially damaged during an autorotative landing attempt near Bishop, California, following a loss of engine power during cruise flight. The private pilot and two passengers were not injured. The helicopter was owned by a private company and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the cross-country flight that departed Corona Municipal Airport (AJO), Corona, California, about 1320. The personal flight was destined for Mammoth Yosemite Airport (MMH), Mammoth, California.

According to the pilot, the flight departed AJO with 110 gallons of fuel on board and flew direct to General Wm. J. Fox (WJF), Lancaster, California to avoid restricted airspace. He planned the flight around a forecasted headwind of approximately 15 knots. Once he reached WJF, the pilot then flew a direct course to MMH, but after more than 2 hours of flight in 30 knot headwinds and turbulence the pilot decided to land at Bishop Airport to service the helicopter, which only had 110 lbs (about 16 gallons) of fuel remaining. He began a descent from his cruising altitude, 12,000 feet mean sea level (msl), but as he passed below 10,000 feet msl, the pilot heard a "violent explosion in the engine compartment" and immediately felt the helicopter vibrate. He then observed an engine out light indication and quickly initiated an autorotation. During the helicopter's descent to land, the pilot made two attempts to restart the engine, but was unsuccessful. The pilot reported that he observed that he was "too high" in the last 2,000 feet of his descent. He subsequently pulled the collective early to avoid landing in a crater; however, the helicopter impacted the ground hard, which resulted in substantial damage to the tail boom. 

A review of photographs supplied by the Federal Aviation Administration (FAA) showed the accident was surrounded by flat terrain and terrain suitable for landing. Further, images from an online mapping tool showed flat topography near the accident site. 

According to FAA records, the helicopter was manufactured in 1980, and registered to Premiere Rotors, LLC on February 19, 2008. The helicopter was powered by a Rolls Royce M250 C30P, 650 shaft horsepower turboshaft engine, which was installed in 1992 in accordance with supplemental type certificate SH5695SW. A review of the aircraft logbooks revealed that the helicopter's most recent 100 hour inspection was completed on July 1, 2015 at which time the airframe had accumulated 34,947 total flight hours and the engine had accumulated 17,261 total flight hours. According to the registered owner, the accident pilot had entered into a lease-to-buy contract a few months prior to the accident with the intent of purchasing the helicopter. 

According to a National Transportation Safety Board (NTSB) weather study, multiple weather forecasts that had been issued prior to the time of the pilot's departure, showed a probability of high winds throughout his route of flight. A National Weather Service Surface Analysis Chart depicted a thermal low pressure system over southern Nevada with a trough of low pressure extending northward. The chart showed a 12-hectopascal pressure gradient across southern California and supported strong wind gusts over the mountainous regions of eastern California. The winds aloft forecast for the area that had been issued about 6 hours prior to the pilot's time of departure and was valid beginning at 1400 indicated winds from the west-southwest at approximately 17 to 30 knots. An area forecast issued at 1245 forecasted southwesterly winds at 20 knots gusting to 30 knots. Further, multiple Terminal Aerodrome Forecasts that were issued on the morning of the accident flight indicated up to 30 knot wind gusts along the pilot's route of flight. 

The weather at Bishop Airport (BIH), Bishop, California near the time of the accident indicated winds from 280 degrees at 7 knots, clear skies, temperature 32 degrees C, dewpoint -2 degrees C, and a barometric altitude of 29.76 inches of Hg. 

The helicopter came to rest in a slight nose up attitude approximately 4 nautical miles from Bishop Airport, Bishop, California. The helicopter was subsequently transported to a secure facility in Rancho Cordova, California where an airframe examination was completed by representatives of the airframe and engine manufacturers under the supervision of the NTSB and FAA. 

An initial inspection of the airframe revealed that the empennage had separated from the aft tailboom. The aft section of the tail rotor drive shaft at the tailboom displayed rotational scoring consistent with rotation at impact. The top half of the left end plate on the horizontal stabilizer was separated. One tail rotor blade was bent, but remained attached to the tail rotor hub and its opposing blade was separated at the blade root. Both tail rotor blades displayed paint transfer markings at the leadings edges and the separated blade exhibited a gouge mark near the outboard tip of the blade. Paint transfer markings similar in color to the color scheme of the accident helicopter were found on the outboard leading edges of one of the main rotor blades, which displayed bending opposite the direction of rotation. 

According to the Bell 206L-1 flight manual, the helicopter's total fuel system capacity was 99.4 gallons. According to the owner, the helicopter was equipped with a fuel range extender that expanded the fuel tank size to accommodate a total of 110 gallons of usable fuel. The helicopter fuel system included two interconnected forward fuel tanks with a capacity of 11 gallons each. The remaining fuel quantity was contained within the main fuel tank, located below the aft cabin. 

A fuel system diagram furnished by the helicopter manufacturer shows that fuel is transferred from the forward tanks to the main fuel tank using right and left boost pumps located in the main tank and an ejector pump located between the two forward tanks. Fuel is then pumped from the aft tank to the engine through an airframe mounted fuel filter. After the helicopter is started, the fuel boost pumps engage to begin directing fuel from the forward tanks to the aft tank. The fuel boost pumps can only be deactivated through two circuit breakers that control each pump. 

Fuel line continuity was observed from the forward fuel tank to the inlet port of the engine driven fuel pump. Both the right and left fuel boost pumps operated normally and continuously when tested using the cockpit circuit breakers; the left fuel boost pump measured 8 psi and the right boost pump measured 5 psi. A representative of the FAA stated that he noted the fuel boost pump circuit breakers were extended, indicating that the pumps were OFF when he arrived at the accident site. The pilot reported that he flew with the fuel boost pumps ON, but subsequently pulled the fuel boost pump circuit breakers after the accident when the helicopter came to rest. An inspection of fuel recovered from the fuel pump inlet line appeared free of contaminants.

The fuel gauge, which monitors the fuel quantity from the left forward tank and the main fuel tank, indicated approximately 40-50 lbs. of fuel (5.88 – 7.35 gallons) during the postaccident examination. Subsequently, a representative of the FAA drained approximately 20 gallons of fuel from the helicopter's fuel sump. A sample submitted to a laboratory for analysis revealed that it displayed the same specifications as JET A fuel.

A fuel consumption of approximately 35 gallons per hour, furnished by the helicopter manufacturer, was used to compute the approximate fuel burn during the accident flight. Based on the pilot's reported fuel quantity of 110 gallons at the time of his departure, the helicopter would have burned about 88 total gallons of fuel during the 2 hour and 30 minute long flight. 

Approximately 1 teaspoon of fuel was drained from the fuel feed line that was connected to the fuel spray nozzle and considered normal by the engine manufacturer. The fuel was clear in appearance and free of contamination. The fuel spray nozzle tip displayed a black soot pattern with no indications of carbon deposits, blockage or streaking. 

Collective and cyclic control continuity was verified from the cockpit to the main rotor assembly. Tail rotor pedal continuity was traced from the tail rotor pedals to the tailboom. 

A subsequent engine examination/test run was performed at the engine manufacturer's facility with oversight from the NTSB.

An initial engine examination revealed that the N1 and N2 tach-generator drive gears rotated freely by hand using a speed handle. 

Both the upper and lower magnetic chip detectors were free of ferrous debris.

The compressor inlet was free of debris, but exhibited a build-up of black residue around the back edge of the compressor front support. 

A leak test was performed after a soap solution was applied to all fittings, connections and air lines. Approximately 50 PSI of pressurized air was directed through the Pc pneumatic line, which revealed no presence of leaks as the soap solution was not excreted. 

During the three test runs, the engine functioned normally at ground-idle, flight-idle, max-continuous power and take-off power. Additionally, during subsequent transient tests, when the power was reduced to flight-idle and rapidly advanced to take-off power, the engine responded normally and produced maximum power without hesitation. Further, the vibration measurements were within the prescribed limitations of the manufacturer. 

According to the manufacturer, the engine performance was 4.8% below new engine production standards at maximum take-off power, which was attributed to a faulty anti-ice solenoid valve that had failed in the open position, as designed. 

NTSB Identification: WPR16LA125
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 14, 2016 in Bishop, CA
Aircraft: BELL HELICOPTER TEXTRON 206L 1, registration: N1076Y
Injuries: 3 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 June 14, 2016, about 1550 Pacific daylight time, a Bell 206 L1 helicopter, N1076Y, was substantially damaged during an autorotative landing attempt near Bishop, California, following a loss of engine power during cruise flight. The private pilot and two passengers were not injured. The helicopter was owned and operated by a private company under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the cross-country flight that departed Corona Municipal Airport (AJO), Corona, California, at approximately 1320. The personal flight was destined for Mammoth Yosemite Airport (MMH), Mammoth, California. 

According to the pilot, the flight departed AJO with 98 gallons of fuel on board. After more than 2 hours of flight in headwinds the pilot decided to land at a local airport to refuel. While the helicopter descended through 9,000 feet mean sea level, the pilot heard an explosion in the engine compartment and immediately felt the helicopter vibrate. He then observed an engine out indication and quickly initiated an autorotation. During the helicopter's descent to land, the pilot made two attempts to restart the engine, but was unsuccessful. He pulled the collective early to avoid landing in a ditch, but the helicopter impacted the ground hard, which resulted in substantial damage to the tail boom. 

The wreckage was retained for further examination.