Tuesday, August 9, 2016

American Legend Aircraft AL3, N35451: Accident occurred August 09, 2016 at Montgomery-Gibbs Executive Airport (KMYF), San Diego, California

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

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


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

http://registry.faa.gov/N35451

FAA Flight Standards District Office:   FAA San Diego FSDO-09


NTSB Identification: GAA16CA425
14 CFR Part 91: General Aviation
Accident occurred Tuesday, August 09, 2016 in San Diego, CA
Probable Cause Approval Date: 01/18/2017
Aircraft: AMERICAN LEGEND AIRCRAFT CO AL3, registration: N35451
Injuries: 1 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 of a tailwheel equipped airplane reported that during landing after the left main landing gear touched down, a gust of wind caused the airplane to veer to the left. The pilot further reported that he applied right rudder and full power to abort the landing, but the right main landing gear impacted an airport taxiway marker. The airplane spun to the right and nosed over, which resulted in substantial damage to the forward left lift strut.

According to the pilot there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation.

A review of recorded data from the automated weather observation station located on the airport, revealed that about 12 minutes before the accident the wind was 240 degrees true at 9 knots. A further review of the recorded data revealed that about 6 minutes after the accident the wind was 240 degrees true at 7 knots. The airplane landed on runway 28L.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain directional control during landing with a crosswind.






SAN DIEGO (CNS) - A private pilot escaped injury when a light plane flipped over on a runway at Montgomery Field Tuesday evening. 
   
The accident at the Serra Mesa-area general-aviation airport occurred shortly after 6 p.m., according to the San Diego Fire-Rescue Department.
   
The pilot was able to get out of the upside-down aircraft on his own and told emergency crews he needed no medical treatment, SDFRD spokesman Lee Swanson said.
   
It was not immediately clear if the man was trying to take off or was landing when the crash occurred.

Story and video:   http://www.cbs8.com

Cessna 172K Skyhawk, N251JM: Fatal accident occurred December 26, 2013 in Fresno, California

Deadly Fresno plane crash may change federal policy 




FRESNO, Calif. (KFSN) -- A deadly Fresno plane crash could change national policies for pilots. Tim Farmer crashed his Cessna 172K Skyhawk in December 2013. He and his 9-year-old nephew, Finn Thompson, both died.

Farmer tried to land at Chandler Airport on a pretty clear and calm night, but on his third pass, he clipped a tree. Investigators now believe the 72-year-old had a health issue that's common as people get older, but one that gets no mention in FAA safety brochures.

As the NTSB took Tim Farmer's Cessna away from Chandler in pieces, the plane's wreckage gave away little as to why it went down the day after Christmas. But as they dug into Farmer's medical history, they found the clue they needed.

"At night, he would've had difficulty seeing the runway and making out the runway and he had demonstrated that three weeks prior," said Dr. Nicholas Webster of the NTSB.

Earlier that month, investigators say Farmer couldn't see well enough to taxi off the runway at his home airport until someone lit it up with his truck's headlights. Farmer's corrected vision was still 20/20, but his optometrist documented a four-year progression of cataracts.

"It's a clouding of the natural lens in the eye, so instead of looking through a clear glass of water, think about a glass of milk," said Dr. Richard Moors, an ophthalmologist at Eye-Q in Fresno who's also a pilot.

The condition affects more than 20-percent of Americans older than 65, and half of everyone over 75. That means about 12,000 active pilots may have cataracts making flight riskier, especially at night.

It's a big enough concern for the National Highway Traffic Safety Administration to put out a brochure about driving with cataracts. But FAA safety brochures never bring it up. Because of Farmer's crash, the NTSB now says they should because flying with a cataract is even more dangerous than driving with one.

"There's a minimum speed they have to maintain while flying and slowing down may not be an option," said Dr. Webster. "Pulling off to the side of the road may not be an option."

A representative from the FAA tells us they take these recommendations seriously and they'll have a response within the next two months. He said pilots have periodic medical exams and should be aware of any conditions that could make flying riskier, including cataracts.

Story and video:  http://abc30.com


http://registry.faa.gov/N251JM

NTSB Identification: WPR14FA078
14 CFR Part 91: General Aviation
Accident occurred Thursday, December 26, 2013 in Fresno, CA
Probable Cause Approval Date: 12/09/2015
Aircraft: CESSNA 172K, registration: N251JM
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.

The non-instrument rated pilot was on a cross-country flight in dark night, hazy, visual flight rules conditions. As the pilot approached his intended destination airport, witnesses observed the pilot attempt to land the airplane three times. During the third attempt to land, the airplane struck a 62-ft-tall tree with the left wingtip; the tree was located about 1,400 ft from the approach end of the runway. The airplane then continued to fly over the runway and entered a left turn. Subsequently, the airplane descended rapidly into the ground. Wreckage and impact signatures were consistent with a near-vertical impact with the ground. Examination of the wreckage revealed no evidence of any preimpact mechanical malfunctions or failures. Review of the pilot’s Federal Aviation Administration medical records revealed that the pilot had not reported any medical conditions. However, according to the pilot’s personal medical records, the pilot had elevated cholesterol, gout, high blood pressure, and chronic depression that was in remission; all were adequately controlled and the medications being used were unlikely to impair the pilot’s performance.

Although the pilot’s corrected visual acuity remained 20/20 bilaterally, he had complained to his optometrist of vision problems with halos around stars. Annual exams documented progression of bilateral cataracts and vitreous opacities in the 4 years before the accident. Cataracts can cause halos around points of light (glare) and degrade night vision. A witness, who was based at the pilot’s home airport, reported that the pilot recently had problems taxiing on a familiar lighted runway and taxiway at night. The witness reported that he had to drive his truck onto the taxiway and use the truck’s headlights to allow the pilot to find his way off the runway. Based on the pilot’s 4-year history of progressive bilateral cataracts, complaints of halos around stars at night, prior difficulty operating the airplane at night on his lighted home airport runway, and his unsuccessful attempts to land on this unfamiliar runway at night, it is likely that cataracts degraded his ability to see clearly at night and resulted in his inability to safely operate the airplane during the accident sequence.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain adequate clearance from trees while on approach, which subsequently led to a loss of airplane control. Also causal was the pilot’s continued operation of the airplane at night with a diagnosed medical condition that degraded his night vision. 

 









HISTORY OF FLIGHT

On December 26, 2013, about 1820 Pacific standard time, a Cessna 172K, N251JM, was destroyed when it impacted terrain while maneuvering near the Fresno Chandler Executive Airport (FCH), Fresno, California. The airplane was registered to a private individual and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. The private pilot and his passenger sustained fatal injuries. Dark night visual meteorological conditions prevailed, and no flight plan was filed for the personal flight. The cross-country flight originated from Tehachapi, California at 1643, with an intended destination of FCH.

Information provided by the Federal Aviation Administration (FAA) revealed that the pilot was receiving Visual Flight Rules (VFR) flight following with Air Traffic Control (ATC). When the flight was about 10 miles south of the airport, the pilot notified ATC that he had the airport in sight. Subsequently, ATC canceled flight following and approved the pilot to change frequencies at 1802.

Multiple witnesses located adjacent to the accident site and airport reported observing the accident airplane enter the airport traffic pattern for runway 30. A witness located on the ramp area of the airport stated that the airplane initially captured his attention when it landed hard about midway down the runway, then proceeded to takeoff. Witnesses observed the airplane continue on a northwesterly heading and maneuver for landing on runway 12, where they observed the airplane flying at a high rate of speed about 10 to 15 feet above ground level (agl). The witnesses stated that the airplane entered a climb about three-quarters of the way down the runway and continued to the southwest where a series of turns were performed. Witnesses further stated that they then observed the airplane approach runway 30. Two witnesses located about mid-field on the airport reported observing the airplane fly along the runway about 100 feet agl, and noted that the left wing navigation light appeared to be inoperative. The witnesses stated that as the airplane neared the departure end of runway 30 at an altitude of about 400 feet agl, it rolled to the left and descended in a vertical attitude below their line of sight behind a row of hangars.

Review of airport security camera recordings revealed that 3 cameras, pointed at various locations on the airport, captured the lights of an airplane maneuvering over the runway, consistent with the accident airplane. The recordings depicted the runway lights turning on at 1811:54.

The first camera, located on the air traffic control tower, includes a view of the ramp, runway, and general area to the southeast. At 1813:44, lights of an airplane enter the right side of the cameras view angle, traveling towards the approach end of runway 30. The airplane was observed making a left turn, consistent with aligning with runway 30, and descending towards the runway. The airplane exited the view of the camera at 1814:29, at an altitude that appeared to be just above the runway surface. At 1816:58, the lights of the accident airplane traveled into view of the camera from the left, in an area consistent with runway 12, at a low altitude. The airplane appeared to enter a climb and continued on runway heading before initiating a left turn, and then traveled out of view of the camera at 1818:02. Lights of the airplane reappeared in the cameras view from the left at 1818:26. The airplane appeared to be in a descent, and in a right turn to align with runway 30. The airplane then continued to descend toward the runway. Two bright flashes from the airplane were observed 1819:23. The airplane continued to fly along the runway heading, and appeared to be in a climb until it traveled out of view of the camera at 1819:36.

A second camera, located adjacent to the airport administration building, includes a view of part of the runway, taxiway, airport administration building, and general area to the north. At 1814:24, lights of an airplane enter the camera view from the right side, at a low altitude, traveling on a heading consistent with runway 30. The lights of the airplane momentarily were blocked from view of the camera as they traveled behind the airport administration building, until they reappeared a short time later. The lights of the airplane appeared to be ascending above an area consistent with the runway, entered a right turn, followed by a left turn, until it exited the left side of the camera view at 1815:24. The airplane reappeared within the left side of the cameras view at 1816:37, and subsequently appeared to be in a right descending turn, aligned with runway 12. Lights consistent with the wing tip navigation lights (right wing) and the landing light on the left wing were observed. The airplane continued to descend out of view behind the airport administration building, and reappeared shortly thereafter in a climb from behind the administration building, until it exited the cameras view at 1817:03. At 1819:32, the airplane reentered the cameras view from the right, traveling along a heading consistent with runway 30. The airplane appeared to be in a level attitude before it entered a slight climb and a left turn. The airplane traveled out of the left side of the cameras view angle at 1820:02.

A third camera, located on the airport administration building, includes a view of the airport fuel pumps, runway, taxiway, air traffic control tower, and general area to the northwest. Review of the recorded video revealed that lights of an airplane entered the camera view at 1814:44 from the right side. The airplane's lights continued along runway 30, entered a climbing right turn, followed by a left turn, and then continued to travel outside of the cameras view at 1815:46. The airplane reappeared at 1816:04 on the left side of the cameras view. It then appeared to turn right and align with runway 12 while descending. The airplane continued traveling along runway 12 in a wings level attitude until it exited the cameras view at 1816:53. At 1819:50, the lights of the accident airplane entered the view of the camera from the right, and traveled on a heading consistent with runway 30 heading before a left turn was observed. Shortly thereafter, the lights of the airplane descended rapidly toward the ground.

PERSONNEL INFORMATION

The pilot, age 72, held a private pilot certificate with an airplane single-engine land rating. A third-class airman medical certificate was issued to the pilot on May 15, 2013, with the limitations stated "must possess glasses for near vision." The pilot reported on his most recent medical certificate application that he had accumulated 1,500 total flight hours. Review of the pilot's logbook, which was located within the wreckage, and was fire damaged, revealed that as of the most recent logbook entry, dated February 1, 2013, the pilot had accumulated a total of 1,459.34 total hours of flight time, of which 25.3 hours were at night. The pilot's most recent flight review was completed on January 22, 2013.

A witness located at the pilot's home airport reported that approximately 3 weeks prior to the accident, about 1900 local time (after sunset), he heard the pilot flying within the airport traffic pattern for about 30 minutes. The witness started his vehicle, and observed the accident pilot about 20 feet above the ground, landing on runway 11 at the Tehachapi Airport. The witness observed landing light coming towards his location on runway 29 and queried the pilot using a hand held radio if he was coming to his hangar, since his normal parking area was in the opposite direction. The pilot replied "…no, I am trying to find the taxi way." The witness stated that he asked the pilot what he meant by "…trying to find the taxiway," and the pilot responded, "I can't find the exit off the runway." The witness instructed the pilot to remain in his current location. He then utilized his vehicle headlights to illuminate the taxiway, and assisted the pilot to exit off of the runway. The witness further stated that the pilot taxied off the runway, said thanks, and continued to parking. He added that at the time, the runway and taxiway lights were illuminated.

AIRCRAFT INFORMATION

The four-seat, high-wing, fixed-gear airplane, serial number (S/N) 17259188, was manufactured in 1970. It was powered by a Lycoming O-320-E2D engine, serial number L-28066-27A, rated at 150 horsepower. The airplane was also equipped with a fixed pitch propeller.

Review of the airframe and engine logbooks revealed that the most recent annual inspection was completed on January 11, 2013, at a tachometer time of 1,050.4 hours, airframe total time of 3,706.1 hours, and an engine time since major overhaul of 876.2 hours.

METEOROLOGICAL INFORMATION

A review of recorded data from the Fresno Yosemite International Airport (FAT) automated weather observation station, located 6 miles northeast of the accident site, revealed at 1953, conditions were wind from 320 degrees at 3 knots, visibility 5 miles, haze, clear sky, temperature 10 degrees Celsius, dew point 3 degrees Celsius, and an altimeter setting of 30.24 inches of mercury.

AIRPORT INFORMATION

The Fresno Chandler Executive Airport is a non-towered airport that features a single asphalt runway, 12/30, which is 3,627 feet in length and 75 feet wide. Runway 30 was equipped with a 4-light precision approach path indicator (PAPI) light system, oriented on a 3-degree glideslope and a 438-foot displaced threshold. The edges of the runway were marked by white runway lights. Two strobe lights on either side of the runway at the threshold were observed. Red lights from the threshold to the approach end of the runway surface (the entire displaced area of the threshold) were observed. Green lights were observed at the runway threshold (marking the beginning of the actual runway). The common traffic advisory frequency (CTAF) is 123.00. The runway lighting system is controlled by the CTAF frequency after airport operation hours. The reported field elevation is 279 feet mean sea level.

The NTSB IIC, with assistance of a Fresno Police Department Helicopter, flew a visual flight rules approach to runway 30, with the PAPI indicating 2 white and 2 red lights the day following the accident. Throughout the entire approach, the descent was normal and no irregularities were noted. The IIC noted that as the helicopter passed over the tree that the accident airplane struck, the helicopter's altitude was about 100 feet above the tree.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site revealed that the airplane impacted terrain about 490 feet southwest of the departure end of runway 30. The airplane came to rest upright on an approximate heading of about 328 degrees magnetic. All major structural items of the airplane were located within about 50 feet of the main wreckage, except for a portion of the outboard left fiberglass wingtip. Two trees, located immediately to the southwest of main wreckage, were about 15 feet in height, and had numerous branches separated. Three pine trees located about 10 feet north of the main wreckage, and about 50 feet in height were not damaged. Two yard lights, about 10 feet in height and located 12 feet to the west of the main wreckage, were not damaged. A fence, about 6 feet in height, located about 2 feet east of the main wreckage, was not damaged. Two sets of power lines, located about 40 and 110 feet east of the main wreckage, were not damaged. However, a small cable, similar to a telephone or cable TV cable that extended from the farthest east set of power lines to a residential house located about 67 feet west of the main wreckage, was damaged. The orientation of the cable, from the power pole to the house, extended directly over the accident site.

In a secondary location, located about 1,406 feet southeast of the approach end of runway 30, multiple paint chips, landing light cover lens fragments, and a portion of the left fiberglass wingtip was located. A tree, about 62 feet in height, exhibited numerous broken branches about 40 to 45 feet above the ground.

Examination of the main wreckage revealed that the right wing was mostly intact and exhibited fire damage throughout. The leading edge was buckled and compressed aft throughout its span to aft of the forward wing spar. The wing chord at the wing tip was reduced to about 18 inches and 4 feet outboard of the fuel cell. The wing structure and flap from the fuel tank to the wing root was consumed by fire. The remaining portion of the flap and aileron remained attached to the wing via their respective mounts. The flap was in the retracted position.

The left wing was mostly intact and exhibited fire damage throughout. The leading edge was buckled and compressed aft throughout its span to the forward wing spar. Additional fire damage was observed at the wing root and area surrounding the fuel tank. The flap and aileron remained attached to the wing via their respective mounts. The flap was in the retracted position. The left wing tip was separated.

The fuselage, about three feet forward of the horizontal stabilizer, was mostly consumed and melted by fire. The left and right horizontal stabilizer and elevator remained attached via their respective mounts. The outboard leading edge of the left horizontal stabilizer exhibited impact damage. The right outboard portion of the right horizontal stabilizer, about 20 inches from the tip, was buckled and partially bent upwards. The vertical stabilizer was intact, and the rudder remained attached. The top portion of the rudder was partially separated.

Flight control continuity was established throughout the airframe from all primary control surfaces to the cockpit controls. The elevator trim actuator position was found to be unreliable due to the cables being pulled by first responders. The flap motor was found separated, and the flap jack screw was found in a position consistent with the flaps being in the retracted position. The flap jackscrew moved freely by hand when rotated.

The engine remained partially attached to the engine mount structure, and exhibited thermal damage to the accessory housing area. The number one and number four cylinders exhibited impact damage to the bottom part of the cylinder. The vacuum pump and both magnetos remained attached via their respective mounts. The alternator and starter were separated from the engine. The propeller and crankshaft propeller flange were separated. The area of fracture exhibited 45-degree shearlips and torsional overload signatures.

The cylinder rocker box covers, magnetos, top spark plugs, and vacuum pump were removed. The crankshaft was rotated by hand utilizing a drive tool attached to the accessory pad
from which the vacuum pump was removed. Rotational continuity was established and thumb compression was obtained on all cylinders in proper firing order. All intake and exhaust rocker arms lift action was observed. No evidence of any catastrophic mechanical malfunction was observed. All cylinders were examined internally using a lighted borescope. No evidence off foreign object ingestion or detonation was observed. The intake and exhaust valves, piston faces, and cylinder combustion domes were unremarkable.

The left magneto was intact. The magneto driveshaft was rotated by hand and impulse coupling engagement was rotated. When the driveshaft was rotated, spark was produced on all four posts. The right magneto was intact and exhibited fire damage. The magneto driveshaft was rotated by hand and no spark was produced. The magneto was disassembled, and the internal areas of the magneto exhibited fire damage. The ignition harness was fire damaged.

The top spark plugs exhibited light gray coloration within the electrode area, and were free of mechanical damage. The spark plugs exhibited signatures of normal operation.

The upper portion of the carburetor remained attached to the engine. The carburetor bowl was displaced from the carburetor assembly. The throttle and mixture control cables were secure at their respective control arms. The carburetor float assembly was impact damaged. Various fuel lines were impact and fire damaged.

The vacuum pump was intact and fire damaged. The vacuum pump was removed and the drive coupler was intact and undamaged. The vanes and rotor were undamaged.

The propeller remained attached to the propeller flange. One propeller blade was bent aft about 80 degrees along a small radius bend about 12 inches outboard of the propeller hub. The outboard 4 inches of the blade tip was curled aft about 45 degrees. Leading edge polishing was observed. The opposing blade was missing the outboard two inches of the blade tip. The remaining three inches of the blade tip was bent forward about 45 degrees. The propeller blade was bent and twisted aft about 45 degrees along a large radius bend, which started about 18 inches outboard of the blade hub. The blade exhibited leading edge polishing.

MEDICAL AND PATHOLOGICAL INFORMATION

The Fresno County Coroner conducted an autopsy on the pilot on December 28, 2013. The medical examiner determined that the cause of death was "…multiple…injuries due to blunt impact." The autopsy report revealed that evaluation of the heart was limited due to the extent of injury but identified mild to moderate coronary artery disease. The left main and left anterior descending coronary artery had up to 40% narrowing, and the right coronary artery up to 20% narrowing from atherosclerosis. The autopsy did not identify heart muscle fibrosis (scarring).

The FAA's Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology tests on the pilot. According to CAMI's report, carbon monoxide, cyanide, volatiles, and drugs were tested, and had positive results for unspecified levels of Bupropion in the muscle and liver.

Review of the autopsy, toxicology tests, FAA Medical Certification File, and the pilot's medical records by NTSB Medical Officer, revealed the pilot received his first medical certificate in April 2003. According to his most recent medical certification examination, dated May 15, 2013, he was 72 inches tall, and weighed 251 pounds. The pilot marked "NO" to all blocks in section 18 of the application for a medical certificate including, "Have you ever in your life been diagnosed with, had or do you presently have"… "c. Eye or vision trouble except glasses" and "d. Mental disorders of any sort, depression, anxiety, etc." The Aviation Medical Examiner (AME) issued the pilot a third-class medical certificate with the following limitation: Must have available glasses for near vision.

Review of personal medical records from March 2010 through November 2013, revealed that the pilot had a history of high cholesterol, gout, high blood pressure, and major depression in complete remission. Records from the pilot's last visit on November 23, 2013, identified his medications as simvastatin, allopurinol, lisinopril, hydrochlorothiazide, and bupropion. On that date, the records noted, "mood, memory and judgment normal."

Simvastatin is used to treat high cholesterol, and is marketed as Zocor. Allopurinol is used to treat gout, and is marketed as Zyloprim. Lisinopril and hydrochlorothiazide are used to treat high blood pressure, and are marketed as Prinivil and Esidrix (respectively). Bupropion is used to treat depression and help people quit smoking; it is marketed with the additional names Wellbutrin and Zyban.

According to additional records from the pilot's optometrist, he began annual visits to his optometrist in May 2010 because he was seeing halos around stars at night. That exam identified bilateral cataracts with trace nuclear sclerosis (yellowing and opacification of the central zone of the lens) in the left lens and 1+ nuclear sclerosis in the right lens. At that time, his corrected distance visual acuity was 20/20 in both eyes; his corrected visual acuity remained unchanged on all following examinations. The pilot's last eye exam was dated November 14, 2013 and the optometrist recorded bilateral cataracts with 1+ nuclear sclerosis, bilateral vitreous floaters, and a right vitreous opacity.

Update: Crews have cleared scene, no aircraft crash in Allegany County, Maryland

ALLEGANY COUNTY, Md.

Update: 10:47 Crews have cleared the scene and there was no evidence of a plane crash. 

Fire crews are currently en route to a possible aircraft crash in Allegany County, Md.

Allegany County Emergency Dispatchers say the call came in just before 8:30pm.

According to dispatchers the call came in as a report of a possible aircraft crash. Emergency responders are not on scene to verify the reports. 

They say it happened in the area of Warrior Mountain near E. Wilson Road in Oldtown, Md.

Source:  http://www.your4state.com

Peck P-1, N16NM: Fatal accident occurred May 18, 2013 at Aztec Municipal Airport (N19), San Juan County, New Mexico

Final report on Aztec plane crash inconclusive





FARMINGTON — Three years after the plane crash that killed former Aztec Mayor Michael Arnold, a final report issued in June by the National Transportation Safety Board did not pinpoint why Arnold lost control of his aircraft.

"The pilot’s loss of airplane control during takeoff for reasons that could not be determined because post-accident fire damage precluded a complete examination of the airplane," according to the June 16 report.

Arnold, 62, died May 18, 2013, when he lost control of his single-engine plane and crashed shortly after takeoff from the Aztec Airport.

Just after the plane became airborne, it struck a berm on the right side of the runway, spun 180 degrees and was engulfed in flames, according to the report.

The report indicates there is a possibility that Arnold became distracted during takeoff.

"The circumstances of the accident are consistent with the pilot becoming distracted during takeoff, possibly by a fuel leak or onboard fire," the report states. "However, neither scenario could be verified. Therefore, the reason that the pilot did not maintain airplane control during takeoff could not be determined."

Arnold bought the plane about six months prior to the crash and had complained that on a previous flight about a week earlier, fuel had been pooling on the floor of the cockpit. NTSB and Federal Aviation Administration investigators were unable to determine a possible leak source.

Arnold's body was taken the day of the crash to Albuquerque for an autopsy. Results showed that Arnold had carbon monoxide in his blood and antihistamine in his urine. No other drugs were present. The cause of death was determined "to be inhalation of products of combustion and thermal injuries," according to the report.

Visibility was clear, and the wind was light, according to the report.

NTSB spokesman Peter Knudson said about 1,300 investigations are handled by about 50 investigators across the U.S. each year, and investigations into fatal accidents like Arnold's typically take one year to 18 months to complete.

In 1988, Arnold became the airport manager and lived at the small, twin-runway airport with his wife, Patricia Arnold.

His son, Mike Arnold Jr., said in a phone interview that despite the report's lack of certainty over the cause of the crash, he is glad it was completed.

"It’s a relief to hear it's concluded and to get closure," he said.

Mike Arnold Jr., a commercial pilot who lives in Farmington, said the length of time taken to complete the report didn't surprise him.

Arnold's son said he still hears from people who share fond memories of his dad.

"He was a jack-of-all-trades, and he’s been missed in the community," he said. "I’ve heard from people in the local and aviation communities a lot since the accident. I still get people who make the correlation with our names and tell me about what he meant to them. His passing was a big vacuum in the area, for sure."

Source:  http://www.daily-times.com




http://registry.faa.gov/N16NM

NTSB Identification: CEN13LA299 
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 18, 2013 in Aztec, NM
Probable Cause Approval Date: 06/16/2016
Aircraft: PECK NORMAN O PECK P-1, registration: N16NM
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 private pilot was conducting a personal flight in the amateur-built airplane. A witness reported that he saw the pilot start up the airplane and take off. Just after becoming airborne, the airplane impacted a berm on the right side of the runway, spun 180 degrees, and then came to rest. A postcrash fire ensued, which consumed a majority of the airplane. 

Examination of the airplane wreckage did not reveal any anomalies that would have precluded normal operation; however, a complete examination could not be conducted due to extensive fire damage. The left side of the engine did exhibit more fire damage than other areas, which may indicate that a fuel leak occurred or that the fire started at that location from another source. Further, someone who knew the pilot reported that, after the previous flight, the pilot had indicated that fuel had pooled on the cockpit floor. The circumstances of the accident are consistent with the pilot becoming distracted during takeoff, possibly by a fuel leak or onboard fire; however, neither scenario could be verified. Therefore, the reason that the pilot did not maintain airplane control during takeoff could not be determined. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s loss of airplane control during takeoff for reasons that could not be determined because postaccident fire damage precluded a complete examination of the airplane. 

HISTORY OF FLIGHT

On May 18, 2013, about 1050 mountain daylight time, an amateur built Peck P-1 airplane, N16NM, was destroyed after it impacted the ground during takeoff from Aztec Municipal Airport (N16), Aztec, New Mexico. The private pilot, who was the sole occupant, sustained fatal injuries. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and the flight was being conducted without a flight plan. The flight was departing at the time of the accident.

A witness to the accident stated that he saw the pilot start up the airplane and takeoff on runway 26. Just after becoming airborne, the airplane impacted a berm on the right side of the runway, spun 180 degrees, and was engulfed in fire.

A person who knew the pilot provided information that indicated that the pilot had purchased the airplane about 6 months prior to the accident. He also stated that the pilot had complained about 7-10 days prior to the accident that fuel had been pooling on the floor of the cockpit.

PERSONNEL INFORMATION

The 62 year old pilot held a private pilot certificate (airplane, single-engine land). He reported 2,500 total hours and 50 hours in the last six months on his last application for a medical certificate. He was last issued a Class-3 medical certificate on June 29, 2012. No pilot logbooks were located during the course of the investigation.

WRECKAGE AND IMPACT INFORMATION

The airplane impacted a berm on the right side of runway 26, turned 180 degrees and came to rest. Fire consumed the majority of the airplane. A Federal Aviation Administration (FAA) inspector examined the wreckage and determined there was more fire damage to the left side of the engine, but he could not determine if there was a fuel leak there due to the fire damage. He did not identify any pre-impact anomalies with the engine or flight controls. 

METEOROLOGICAL INFORMATION

At 1153 MDT, the weather station at Farmington, New Mexico (FMN), located 11 miles southwest of the accident site, reported wind from 240 at 3 knots, 10 miles visibility, few clouds at 10,000 ft, temperature 69 degrees F, dew point 25 degrees F, and altimeter setting 29.99 inches of mercury. 

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Office of the Medical Examiner, Albuquerque, New Mexico. The cause of death was determined to be inhalation of products of combustion and thermal injuries.

Forensic toxicology was performed on specimens from the pilot by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. Diphenhydramine was detected in urine samples. Diphenhydramine was not detected in blood samples.

Piper PA-28-161 Warrior II, N8441B, operated by Golden State Flying Club: Fatal accident occurred September 03, 2015 near Gillespie Field Airport (KSEE), California

Robert C. Sarrisin and Jeffrey Michael Johnson


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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; San Diego, California
Piper Aircraft; Vero Beach, Florida
Lycoming Engines; Williamsport, Pennsylvania 

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

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

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

Registered Owner: Volar Corp 

http://registry.faa.gov/N8441B



NTSB Identification: WPR15FA256 
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 03, 2015 in Santee, CA
Probable Cause Approval Date: 09/26/2017
Aircraft: PIPER PA28, registration: N8441B
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.

The flight instructor and student pilot were conducting touch-and-go takeoffs and landings in the airport traffic pattern. While on the upwind leg of the traffic pattern following the second takeoff, the airplane entered a steep left turn and impacted a residential area; a postimpact fire ensued. One witness reported that he heard the airplane's engine "shut off," and stated that it sounded as though the engine was "trying to restart."

Investigators could not determine who was manipulating the flight controls at the time of the accident.

Examination of the airframe and flight controls revealed no mechanical anomalies that would have precluded normal operation.

The engine examination revealed no internal mechanical anomalies that would have precluded normal operation. The left magneto was not located. A teardown of the right magneto revealed that the internal components had been improperly assembled; the distributor gear electrode was not seated properly, and the distributor drive gear was stuck inside the magneto. Given the improper assembly of the right magneto it is likely that the magneto had failed to operate properly, which subsequently resulted in a rough running engine and a partial loss of engine power. It is likely that the flight instructor and student were distracted by the partial loss of engine power, and during the turn toward the open field, lost aircraft control and stalled the airplane, and subsequently hit flat terrain.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilots' failure to maintain airplane control following a partial loss of engine power after takeoff, which resulted in an aerodynamic stall. Contributing to the accident was the partial loss of engine power due to a failure of the right magneto.



HISTORY OF FLIGHT

On September 3, 2015, about 0917 Pacific daylight time, a Piper PA-28-161 airplane, N8441B, impacted a residential area in Santee, California, shortly after takeoff from Gillespie Field Airport (SEE), San Diego/El Cajon, California. The flight instructor and student pilot were fatally injured, and the airplane was substantially damaged. The instructional flight was operated by Golden State Flying Club, El Cajon, California, under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan had been filed for the local flight.

According to the Federal Aviation Administration (FAA), air traffic tower personnel at SEE reported that the airplane had been conducting touch-and-go takeoffs and landings on runway 27R. The controller stated that after completion of the second touch-and-go, he expected that the airplane would turn right onto the crosswind leg of the traffic pattern. However, the airplane turned left and descended rapidly toward terrain west of the field. There were no mayday calls received from the accident airplane.

A witness in a vehicle watched the airplane take off and follow a normal climb path. Then he saw the left-wing dip, which initially he thought was a normal traffic pattern turn. He realized that the left wing continued to dip "more severely than normal," and the left bank increased as the airplane flew toward an open field at the west end of the runway. As the airplane continued in a tight left turn, it lost altitude "very quickly," and subsequently impacted the ground.

A witness located near the accident site reported that he heard the airplane's engine "shut off," and stated that it sounded as if the engine was "trying to restart." The airplane then impacted three vehicles, and came to rest inverted in a driveway; a postaccident fire ensued.

PERSONNEL INFORMATION

AIRCRAFT INFORMATION

According to the engine logbooks, the engine was overhauled by Ly-Con Rebuilding company in Visalia, California, and installed on the accident airplane June 25, 2014. At that time, new Slick Champion Aerospace magnetos were installed. A review of the flight schools squawk sheets revealed no identified issues with the magnetos.




WRECKAGE AND IMPACT INFORMATION

The entirety of the airplane was located at the accident site; and sustained thermal damage during a postcrash fire. The left wing had separated from the airplane, and came to rest on top of the right wing.

The fuselage and cockpit area sustained ground impact damage. The flap handle was in between the zero detent and the 10° detent. The ignition switch was found with the key broken inside and the switch was positioned to the "left mag." The fuel selector was positioned to the right fuel tank position. The left-wing fuel tank was breached, but contained 13 gallons of blue-colored liquid consistent with 100-LL aviation fuel. About 23 gallons of fuel was retrieved from the right wing.

The engine remained attached to its mount; the mount was separated from the firewall. The engine assembly came to rest adjacent to the airplane. Several of the rear case accessories separated from their respective mounting pads. The left magneto separated from its mounting pad and was not located.

The propeller remained attached to the engine crankshaft with the spinner exhibiting aft crush damage. One blade was bent forward and the other blade was bent aft. Both propeller blades had minor leading edge and chordwise damage, and remained intact.

MEDICAL AND PATHOLOGICAL INFORMATION

Flight Instructor

The County of San Diego, Office of the Medical Examiner, San Diego, California, performed the autopsy of the flight instructor. The cause of death was reported as multiple blunt force injuries, with a contributing cause of traumatic asphyxia. The manner of death was listed as an accident.

The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma performed toxicology testing on submitted specimens from the pilot. The test results yielded negative findings for carbon monoxide, cyanide, ethanol, and drugs of abuse.

Student Pilot

The County of San Diego, Office of the Medical Examiner performed the autopsy of the student pilot. The cause of death was reported as blunt force head injuries. The manner of death was listed as an accident.

The FAA's Bioaeronautical Sciences Research Laboratory performed toxicology testing on submitted specimens from the student pilot. The test results yielded negative findings for carbon monoxide, cyanide, and ethanol. The results for tested drugs of abuse were positive for the following:

Anhydroecgonine Methyl Ester detected in urine
Anhydroecgonine Methyl Ester not detected in blood
0.101 (ug/ml, ug/g) Benzoylecgonine detected in urine
Benzoylecgonine not detected in blood
Ecgonine Methyl Ester detected in urine
Ecgonine Methyl Ester detected in blood
2.047 (ug/ml, ug/g) Phentermine detected in urine
0.1 (ug/ml, ug/g) Phentermine detected in blood (lliac)
0.099 (ug/ml, ug/g) Phentermine detected in serum

According to the FAA, Benzoylecgonine is the predominate metabolite of cocaine, and is used as an indicator of cocaine use. Anhydroecgonine methyl ester is a unique pyrolysis product that is formed when cocaine is smoked, and is a possible indicator of "crack cocaine" use. Ecognine methyl ester is an inactive minor metabolite of cocaine. Phentermine is a schedule IV, short-term use, prescription appetite suppressant. The FAA reported that phentermine is not an acceptable medication for use while performing airman duties.

The toxicological findings indicated that although the student had used cocaine hours to a few days before the accident, there was no parent (active) drug detected.

TEST AND RESEARCH INFORMATION

The examination of the airframe revealed no preimpact failures were noted with any flight control surface or flight control system components.

The engine was manually rotated using a drive tool at the vacuum pump drive.

The engine rotated freely, and compression was produced in all four cylinders, which also established valve and gear train continuity. The right magneto (non-impulse coupled magneto) remained attached to the engine at its mounting pad. The magneto was removed and visually examined. During manual rotation of the magneto drive, internal friction was detected and audible grinding was heard.


Further examination of the right magneto revealed no obvious signs of damage. Maintenance personnel were not able to manually rotate the magneto; however, the top gear rotated freely. When the magneto was opened, the distributor gear electrode was not seated properly, and the distributor drive gear was stuck inside the magneto. Once disassembled, the cam follower appeared to be in good condition and the points appeared to be brand new. The rotor drive lower ball bearing was frozen; however, the upper bearing rotated freely with no binding. There was rust present in the rotor drive, but it could not be determined whether it was present before the accident or formed after the accident. The internal components were all in good condition and each individual test of the capacitor, electrodes, and coil were within manufacturer specifications; and the components were in good condition.

NTSB Identification: WPR15FA256
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 03, 2015 in Santee, CA
Aircraft: PIPER PA28, registration: N8441B
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 September 3, 2015, about 0915 Pacific daylight time, a single-engine Piper PA28-161 airplane, N8441B, struck the roof of a house, and came to rest inverted in a driveway in a residential area in Santee, California. Golden State Flying Club, El Cajon, California, operated the airplane as an instructional flight under the provisions of 14 Code of Federal Regulations Part 91. The flight instructor and student pilot were fatally injured. The airplane sustained substantial damage during the accident sequence, and was also involved in a post-crash fire. Visual meteorological conditions prevailed for the local area traffic pattern flight, and no flight plan had been filed. The airplane had just departed from Gillespie Field Airport (SEE), San Diego/El Cajon, California, runway 27R; the accident site was located about a ½ mile from the airport.

According to the Federal Aviation Administration (FAA), tower personnel reported that the airplane had been conducting touch-and-go takeoffs and landings on runway 27R. After completing the second touch-and-go landing, tower personnel stated that the airplane was on the upwind, when they observed the airplane make a left turn and descend rapidly toward the terrain west of the field. There were no mayday calls made by the pilot.

Witnesses located at the accident site reported that the engine quit, and it appeared that the pilots were trying to restart the engine when the left wing struck the roof of a house. The airplane then struck three vehicles, and came to rest inverted in a driveway abut a palm tree.

A National Transportation Safety Board (NTSB) investigator responded to the accident site along with the FAA, and a Piper Aircraft air safety investigator. The entire airplane came to rest at the accident site; the left wing had separated from the airplane, but had come to rest on top of the right wing. The engine and engine mount remained attached to each other, but had separated from the airframe, and came to rest adjacent to the nose of the airplane. The airplane was recovered with an inspection scheduled for a later date.
August 9, 2016 (El Cajon) — The Federal Aviation Administration has approved a request from Gillespie Field Airport Manager Marc Baskel to permanently raise the minimum altitude for air traffic over Gillespie Field from 1,188 feet to 1,388 feet.

“This determination was made with respect to the safe and efficient use of navigable airspace by aircraft and with respect to the safety of persons and property on the ground,” says Tim Hester, airport planner with the FAA in a letter to Baskel dated July 22, 2016.

The change comes after years of complaints by neighbors who contend flight school students flying low over homes pose dangers to residents, also causing noise annoyance. 

 At least twice in recent years, planes from Gillespie have crashed into adjacent neighborhoods, including a fatal crash into a Santee home in 2015 that killed a flight school pilot and student.

“I am hoping this will provide some relief,” says Sue Strom, founder of Advocates for Safe Airport Policy, or ASAP.

Strom indicates that a staffer for Supervisor Dianne Jacob’s office has indicated the change will take effect on September 15th and that Jacob is ”very excited about this.”

A similar request to the FAA a decade ago was reportedly denied.

Source:   http://www.eastcountymagazine.org

Piper PA-28-161 Warrior II, N8441B, Golden State Flying Club: Fatal accident occurred September 03, 2015 near Gillespie Field Airport (KSEE), California





http://registry.faa.gov/N8441B

FAA Flight Standards District Office:  FAA San Diego FSDO-09

NTSB Identification: WPR15FA256
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 03, 2015 in Santee, CA
Aircraft: PIPER PA28, registration: N8441B
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 September 3, 2015, about 0915 Pacific daylight time, a single-engine Piper PA28-161 airplane, N8441B, struck the roof of a house, and came to rest inverted in a driveway in a residential area in Santee, California. Golden State Flying Club, El Cajon, California, operated the airplane as an instructional flight under the provisions of 14 Code of Federal Regulations Part 91. The flight instructor and student pilot were fatally injured. The airplane sustained substantial damage during the accident sequence, and was also involved in a post-crash fire. Visual meteorological conditions prevailed for the local area traffic pattern flight, and no flight plan had been filed. The airplane had just departed from Gillespie Field Airport (SEE), San Diego/El Cajon, California, runway 27R; the accident site was located about a ½ mile from the airport.

According to the Federal Aviation Administration (FAA), tower personnel reported that the airplane had been conducting touch-and-go takeoffs and landings on runway 27R. After completing the second touch-and-go landing, tower personnel stated that the airplane was on the upwind, when they observed the airplane make a left turn and descend rapidly toward the terrain west of the field. There were no mayday calls made by the pilot.

Witnesses located at the accident site reported that the engine quit, and it appeared that the pilots were trying to restart the engine when the left wing struck the roof of a house. The airplane then struck three vehicles, and came to rest inverted in a driveway abut a palm tree.

A National Transportation Safety Board (NTSB) investigator responded to the accident site along with the FAA, and a Piper Aircraft air safety investigator. The entire airplane came to rest at the accident site; the left wing had separated from the airplane, but had come to rest on top of the right wing. The engine and engine mount remained attached to each other, but had separated from the airframe, and came to rest adjacent to the nose of the airplane. The airplane was recovered with an inspection scheduled for a later date.

Cessna TR182 Turbo Skylane RG, M and S 182 LLC, N756FZ: Incident occurred October 02, 2017 at Hawthorne Municipal Airport (KHHR), California -and- Accident occurred August 08, 2016 at Zamperini Field Airport (KTOA), Torrance, California

Federal Aviation Administration / Flight Standards District Office; Los Angeles, California

Aircraft landed gear up.

M and S 182 LLC: http://registry.faa.gov/N756FZ


Date: 02-OCT-17
Time: 22:20:00Z
Regis#: 756FZ
Aircraft Make: CESSNA
Aircraft Model: C182
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: HAWTHORNE
State: CALIFORNIA 

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Long Beach, California

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

NTSB Identification: WPR16LA163
14 CFR Part 91: General Aviation
Accident occurred Monday, August 08, 2016 in Torrance, CA
Aircraft: CESSNA TR182, registration: N756FZ
Injuries: 2 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 August 8, 2016, at 1508 Pacific daylight time, a Cessna TR182, N756FZ, sustained substantial damage subsequent to a landing gear collapse at Zamperini Field Airport (TOA), Torrance, California. The airplane was operated by Pacific Skies Aviation under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The certified flight instructor (CFI) and commercial pilot undergoing instruction (PUI), were not injured. The local instructional flight departed Torrance, California. Visual meteorological conditions prevailed and no flight plan had been filed.

The CFI reported that during landing the right main landing gear collapsed resulting in the airplane ground looping. The airplane sustained substantial damage to the right wing and to the right horizontal stabilizer.

Witnesses reported seeing the airplane on final approach with its right main landing gear not fully extended. The airplane was recovered for further examination.