Friday, August 19, 2016

Piper PA-31-325 Navajo, Atlantic Charters, C-GKWE: Accident occurred August 16, 2014 in Manan, Canada



WorkSafe New Brunswick is suing the Grand Manan charter service, Manan Air Services Inc. and the estate of a deceased pilot, in relation to a plane crash that claimed the life of a pilot and paramedic. 

The lawsuit claims Manan Air Services Inc. and the captain of the flight were negligent. 

Court documents show the lawsuit was filed on Aug. 12, on behalf of the estate of William Dwight Mallock. William (Billy) Mallock, 60, was the paramedic who died in the crash of a Piper PA-31 aircraft along with pilot and co-owner of the flight company, Klaus Sonnenberg.

Documents claim the captain of the airplane, Sonnenberg, commenced flight with a single headset onboard, and the flight took place in weather that obscured visual references needed for landing. 

The fatal plane crash took place in an open field next to the airstrip where the plane should have landed in the early hours of Aug. 16, 2014. Both Sonnenberg and Mallock were residents of Grand Manan.

Court documents filed almost exactly two years after the crash also allege carry-on baggage, equipment and cargo were not restrained on the flight and became "dangerous projectiles in the crash." It also claims Sonnenberg installed the Air Ambulance system without proper training.

None of the allegations have been proven in court. 

The Mallock estate, represented by Mallock's widow Katherine Mallock, is seeking damages for funeral expenses, loss of financial support, loss of future income, loss of available services, loss of parental guidance, and damages for pain and suffering.

Those who filed the lawsuit are not commenting on its filing.

"I spoke to my client about that, that it might be getting some publicity and she asked me not comment," said lawyer Peter MacPhail. "Not right now." 

New Brunswick laws allow WorkSafeNB to pay out benefits and then sue employers to collect money.

Source:  http://www.cbc.ca




Aviation Investigation Report A14A0067:  http://www.tsb.gc.ca

NTSB Identification: CEN14WA531
14 CFR Non-U.S., Commercial Manan Air Service
Accident occurred Saturday, August 16, 2014 in Manan, Canada
Aircraft: PIPER PA-31, registration:
Injuries: 2 Fatal, 2 Minor.

The foreign authority was the source of this information.

On August 16, 2014, about 0830 hours universal coordinated time, a Piper PA-31, Canadian registration C-GKWE, impacted terrain during approach for landing at the Grand Manan Airport (CCN2), Manan, New Brunswick, Canada. One pilot and one paramedic were fatally injured; the second pilot and second paramedic sustained minor injuries. The departure airport was not known at the time of the notification. The intended destination was CCN2.

The accident investigation is under the jurisdiction and control of the Transportation Safety Board of Canada (TSB). This report is for informational purposes and contains only information provided by the government of Canada.

Further information pertaining to this accident may be obtained from:
Transportation Safety Board of Canada
200 Promenade du Portage
Place du Centre, 4th floor
Gatineau QC K1A 1K8
Canada

Tel: 819-994-3741
Website: http://www.tsb.gc.ca
Email: communications@bst-tsb.gc.ca

Aero Commander SR2 Thrush, N8870Q, registered to Air Care Leasing LLC and operated by Rocky Mountain Ag Inc: Fatal accident occurred August 19, 2016 in Center, Colorado

Dusty Claunch, 27

Dusty James Claunch of Monte Vista was born December 13, 1988 to Billy & Elizabeth Claunch. Dusty went to heaven on August 19, 2016 doing on of the many things he loved (crop dusting). Dusty attended and graduated from Monte Vista High School in 2008. He later went on to become an EMT Basic, Deputy Coroner, Deputy Sheriff, farmer and Private and Commercial Pilot. Dusty enjoyed the outdoors, fishing, hunting and anything that kept him around people. His smile, passion for life and high spirits will be remembered by everyone that knew him.

“The greatest accomplishment is not in never falling, but in rising again after you fall.” I believe Dusty Claunch is the true definition of this quote. Dusty accomplished anything and everything he set his mind to; and he set his mind to a lot. Just to name a few he was a combine driver, EMT, Deputy Coroner, Deputy Sheriff, Crop Duster, a Friend, Brother, Son and Grandson. He played each role to the best of his ability. He had a smile that was contagious and a laugh that brightened any room. He was so lovable he could make you smile.

August 19, 2016 will forever be a hard day to handle, but knowing Dusty he would want us to smile and think of him flying in the sky. Dusty was taken from us far too soon, but there wasn’t much that he hadn’t done. He was doing what he loved when God called him home.

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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Denver, Colorado 
General Electric Aviation; Cincinnati, Ohio

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/N8870Q

Location: Center, CO
Accident Number: CEN16FA328
Date & Time: 08/19/2016, 1053 MDT
Registration: N8870Q
Aircraft: AERO COMMANDER S2R
Aircraft Damage: Destroyed
Defining Event: Aerodynamic stall/spin
Injuries: 1 Fatal
Flight Conducted Under: Part 137: Agricultural 

On August 19, 2016, about 1053 mountain daylight time, an Aero Commander S2R airplane, N8870Q, impacted terrain near Center, Colorado, during a low-level agricultural spray flight. The commercial pilot was fatally injured, and the airplane was destroyed. The airplane was registered to Air Care Leasing LLC and operated by Rocky Mountain Ag under the provisions of Title 14 Code of Federal Regulations Part 137 as an agricultural application flight. Day visual meteorological conditions prevailed for the flight, and no flight plan was filed. The flight originated at Monte Vista Municipal Airport (MVI), Monte Vista, Colorado.

A review of the operator's agricultural application records showed that the pilot departed for his first application flight of the day at 0645. The pilot returned to base, waited while the airplane was reloaded with chemical, and departed five additional times, with the last departure about 1025. According to the pilot's cell phone records, the pilot was texting during periods of time coinciding with flight times. During the accident flight, the pilot sent text messages at 1038 and 1039 and sent a picture text message at 1053. Police dispatch records indicated that the initial call to 911 to report the accident was received at 1053.

According to witness statements, the airplane was making spray passes over a field, and the flight appeared to be "normal." One witness reported that the airplane made a turn, "pulled up to the sky," and appeared to "stall at the top of the turn." The airplane "got quiet" and then spiraled toward the ground hitting nose first.

Pilot Information

Certificate: Commercial
Age: 27, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Single
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 05/19/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 10/15/2014
Flight Time: 2000 hours (Total, all aircraft) 

The pilot, age 27, held a commercial pilot certificate with an airplane single-engine land rating. According to the pilot's logbook, he had flown about 450 hours between December 4, 2013, and July 26, 2015. Of the 450 hours, 81 hours were in an Aero Commander airplane and 53 of those hours were in the accident airplane. His most recent second-class medical certificate was issued May 19, 2016, with no limitations. On the application for this medical certificate, the pilot reported about 2,000 total hours of flight experience and 600 hours in the prior 6 months. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: AERO COMMANDER
Registration: N8870Q
Model/Series: S2R UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1969
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 1470R
Landing Gear Type: Tailwheel
Seats: 1
Date/Type of Last Inspection: 05/21/2016, Annual
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Turbo Prop
Airframe Total Time:
Engine Manufacturer: Walters Engine
ELT:
Engine Model/Series: M601E-11
Registered Owner: AIR CARE LEASING LLC
Rated Power: 740 hp
Operator: ROCKY MOUNTAIN AG INC
Operating Certificate(s) Held:
Agricultural Aircraft (137) Operator Does Business As:
Operator Designator Code: NBTG 

The 1969- model-year, single-seat, low-wing, fixed-gear airplane was designed for aerial agricultural application flights. It was powered by a Walter Engines model M601E-11 turboprop engine, serial number 894047, and equipped with an Avia V 508E-AG/106/A three-bladed propeller.

The most recent annual inspection was completed on May 21, 2016, at 11,388 hours total airframe time. The most recent 100-hour engine inspection was completed on July 16, 2016, at an hour meter reading of 4,601 hours. Maintenance records indicated that the engine was overhauled at Walter Engines on March 14, 2006. The engine was installed in the airplane on April 6, 2012, at an hour meter reading of 3,685 hours. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KALS, 7541 ft msl
Observation Time: 1052 MDT
Distance from Accident Site: 20 Nautical Miles
Direction from Accident Site: 157°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 19°C / 7°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 30.26 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: MONTE VISTA, CO (MVI)
Type of Flight Plan Filed: None
Destination: MONTE VISTA, CO (MVI)
Type of Clearance: None
Departure Time:
Type of Airspace:

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: Unknown
Total Injuries: 1 Fatal
Latitude, Longitude: 37.745000, -106.025833 

The airplane impacted the ground in a wheat field. Examination at the wreckage at accident site exhibited the nose section, fuselage, empennage, and landing gear were consumed by postcrash fire. About 75% of the outboard sections of both wings remained and exhibited impact damage with severe leading edge crushing along their wingspans. Following the on-scene examination, the wreckage was recovered to a secure storage facility.

On September 15, 2016, the National Transportation Safety Board (NTSB) investigator-in-charge and personnel from the Federal Aviation Administration (FAA) and GE Aviation (the current owner of the Walter M601 type certificate) conducted a layout of the wreckage. Flight control continuity was established from all flight control surfaces to the cockpit area. The flight controls to the control stick could not be verified due to the extensive thermal damage to the cockpit.

The engine sustained significant impact damage and was separated from the airplane. The engine mounts and mounting ring were separated. The exhaust case and exhaust nozzles were deformed and pressed inward towards the aft end of the engine. The fuel pump, fuel control unit, and starter generator were found separated from the accessory gearbox. The accessory gearbox, fuel pump, and fuel control unit showed signs of postimpact fire.

The fuel filter was removed from the fuel pump. A trace amount of fuel was found inside the fuel pump. Two nonmagnetic, metal, deformed balls were found in the fuel filter cavity. No internal, metallic engine components showed signs of wear, spalling, or deformation that would indicate the metallic balls were from a source internal to the engine. The source of these metallic balls could not be determined.

The engine generator would not rotate. The air breather valve was found in the open condition. The power turbine (PT) blades were separated at the airfoil area, consistent with the engine producing power at impact. The first stage axial compressor blade showed signs of rubbing against the stator, consistent with the engine producing power at impact. The reduction gearbox chip detector was clear of metal chips.

The oil filter was discolored; it appeared dark with small metal debris. According to GE Aviation, the condition of the filter was consistent with normal operation of the engine.

The propeller was impact-separated from the engine propeller shaft; two of the eight propeller attachment bolts were separated with the head portions still in the engine propeller shaft. The other six bolts were found on the engine propeller flange, but the threads were sheared from the bolt shanks. The propeller shaft did not rotate. Two of the three propeller blades were separated at the hub area and bent opposite to the direction of propeller rotation, consistent with the engine producing power at the time of impact.

Medical And Pathological Information

The El Paso County Coroner, Colorado Springs, Colorado, performed an autopsy of the pilot. The cause of death for the pilot was multiple blunt force injuries, and the manner of death was accident. In addition, the pathologist noted early coronary artery disease with 10% to 25% stenosis in the right coronary artery. No other significant natural disease was identified.

The FAA Bioaeronautical Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on samples taken from the pilot during the autopsy. The pilot's toxicology results were negative for carbon monoxide and alcohol; 0.013 ug/ml of diphenhydramine was detected in iliac blood. Diphenhydramine is a sedating antihistamine available over the counter in a number of cold and allergy products. It carries a warning about causing drowsiness, and it is commonly the active ingredient in over-the-counter sleep aids. Its therapeutic range is between 0.0250 and 0.1120 ug/ml, significantly above the amount found in this pilot.

According to the operator's agricultural application records, in the week prior to the accident, the pilot was applying a combination of agricultural spray products that included:

Warrior II - a lambda-cyhalothrin insecticide. (Side effects: minor skin irritation, facial paresthesias.)

Bravo Ultrex - a chlorothalonil fungicide. (Side effects: contact dermatitis, conjunctivitis.)

Bravo Weather Stik - a chlorothalonil fungicide. (Side effects: same as Bravo Ultrex.)

Reglone - diquat herbicide that produces pre-harvest desiccation and defoliation. (Side effects: upper respiratory irritation, fingernail changes, skin irritation, delayed wound healing, nosebleeds. May also cause parkinsonism days after exposure.)

Compradre - contains deposition aid product, drift control agent, antifoaming agent, and a defoaming agent (Side effects: skin irritation.)

Perm-Up - permethrin insecticide (Side effects: stinging, burning, paresthesias, skin irritation.)

Fertilizer finisher ("hot mix")

Hot Mix ingredients from Stone Chemical:

1 Gallon/Acre of 7-25-5

1 Gallon/Acre of Convert 0-0-3

10.66 liquid ounces of Defender 15-0-0

The pilot's family reported that the pilot, on occasions, managed the filling of the airplane's spray tank with chemicals. It is unknown what, if any, personal protective equipment he used on these occasions. According to the operator, on the day of the accident, the pilot did not mix or fill the airplane's spray tank with chemicals. The airplane was not equipped with a ventilation system. There were no reports that the pilot complained of anything or displayed any unusual behavior on the day of the accident.

Tests And Research

The airplane was equipped with a SATLOC M3 system that included a differential GPS receiver and had the capability to record historical information to an internal, compact flash card. The SATLOC M3 was sent to the NTSB's Vehicle Recorder Laboratory, in Washington, DC, for readout. However, examination of the device revealed that the unit had sustained severe heat damage that precluded recovery of any data.

NTSB Identification: CEN16FA328
14 CFR Part 137: Agricultural
Accident occurred Friday, August 19, 2016 in Center, CO
Aircraft: AERO COMMANDER S2R, registration: N8870Q
Injuries: 1 Fatal.

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

On August 19, 2016, about 1155 mountain daylight time (MDT), an Aero Commander S2R, N8870Q, impacted terrain near Center, Colorado during an aerial application operation under unknown circumstances. The airplane was destroyed by post-impact fire. The commercial-rated pilot, and sole occupant onboard, was fatally injured. The airplane was registered to Air Care Leasing LLC and operated by Rocky Mountain Ag under the provisions of 14 Code of Federal Regulations Part 137 as an agricultural flight. Visual meteorological conditions prevailed for the flight, and no instrument flight rules flight plan was filed. The flight originated at Monte Vista Municipal Airport (KMVI), Monte Vista, Colorado.



CENTER — A Monte Vista man flying a crop duster was killed when the plane went down in a barley field east of town Friday morning.

Dusty Claunch, 27, was pronounced dead at the scene, just south of Colorado 112, said Deputy Alamosa County Coroner Harry Alejo.

Alejo said witnesses reported that the plane stalled briefly upon making a turn and then crashed in the midst of its next pass over the field it was spraying.

The plane broke into flames upon crashing and ignited the barley field.

Alejo said two people pulled Claunch from the wreckage.

The fire was extinguished by fire departments from Center, Mosca and Hooper.

Claunch had spent the summer working as a pilot for a local agricultural company but was scheduled to return to his job as a deputy for the Alamosa County sheriff in the fall, according to a Colorado State Patrol news release.

He had previously worked for the Rio Grande County Sheriff’s office and was also the deputy coroner in that county, Alejo said.

Officials from the Federal Aviation Administration and the National Transportation Safety Board have been dispatched to investigate the accident.

Source:   http://www.chieftain.com 



ALAMOSA — A Monte Vista High School graduate died in a crop dusting accident Friday morning after his plane crash landed in a barley field just inside the Alamosa County line off Road 6 East and Highway 112.

The pilot, Dusty Claunch, 27, of Monte Vista, was deceased at the scene. Dusty had worked for Rio Grande Sheriff’s Office for several years and recently started working for Alamosa County Sheriff’s Office. He had taken the summer off to work for a local agricultural company as a pilot but was scheduled to go back with the sheriff’s office this fall.

According to the Colorado State Patrol, the call on the crash came into their dispatch center at 10:53 a.m. The crash landing also sparked a fire in the immediate area. The plane was engulfed in flames when firefighters arrived on scene. The flames from the crash also ignited the barley field that the plane had crashed into. 

Volunteer fire units from Center, Mosca-Hooper responded to the call. A CSP trooper reported the blaze was extinguished within about 15 minutes of arrival.

The Colorado State Patrol was assisted by units from the Alamosa Sheriff's Department, Rio Grande County Sheriff's Department, Saguache Sheriff's Department and the Center Police Department. The FAA and NTSB are enroute to the crash scene to conduct an investigation.

Source:  http://www.montevistajournal.com

Bellanca 17-30A Viking, N9525E: Incident occurred August 19, 2016 at Philip Billard Municipal Airport (KTOP), Topeka, Shawnee County, Kansas

http://registry.faa.gov/N9525E

FAA Flight Standards District Office: FAA Wichita FSDO-64

Date: 19-AUG-16
Time: 19:15:00Z
Regis#: N9525E
Aircraft Make: BELLANCA
Aircraft Model: 1730
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: TOPEKA
State: Kansas

AIRCRAFT LANDED WITH GEAR RETRACTED, TOPEKA, KANSAS.




A single-engine plane made emergency landing Friday afternoon at Phillip Billard Municipal Airport in northeast Topeka.

Emergency crews were called to the airport after the pilot contacted air traffic controllers to report that the plane’s front gear may not be locking. AMR and fire crews from Topeka Fire Department and Forbes Field Airport responded to the scene while the plane circled for at least an hour. Topeka police and the Kansas Highway Patrol blocked off the area around the airport.

Around 2:15 p.m., the plane landed behind a hanger on Runway 18 without its front wheel down. A loud scraping noise could be heard as the plane’s front end skidded across the runway. The plane sustained little visible damage and the pilot looked to be uninjured as he exited the aircraft 


Billard is located on the outskirts of the Oakland area. There are several homes near the airport.

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









A plane leans on its nose as crews investigate after its front wheel failed to lock into place upon landing, causing it to slide to a stop Friday afternoon at Philip Billard Municipal Airport.

After nearly two hours circling the sky above Topeka, a single-engine plane with a damaged front wheel landed safely Friday at Philip Billard Municipal Airport.

The blue-and-white plane touched down on its main back wheels, then tilted forward, loudly scraping its nose down the runway for several yards. The landing at 2:15 p.m. came two hours after emergency personnel were called to the airport on a report of a potential crash landing.

No one was injured in the landing.

After the plane landed, emergency personnel and people in civilian clothes walked around the crashed plane.

While the plane was still in the air, Eric Johnson, director of the Metropolitan Topeka Airport Authority, said the plane was a single-engine Bellanca with damage to its nose wheel. The plane circled while depleting fuel in advance of the landing. Occasionally, the plane would make a series of low passes over the runway. During that time the pilot and others researched possible ways to force the nose wheel down from inside the cockpit.

While the damaged plane was circling, at least four other planes, including a small passenger aircraft and a crop duster, were able to land and take off. In the meantime, a group of people gathered where the Topeka Police Department had blocked access to the airport runway. Some of the bystanders were pilots.

After the plane landed, all three of the engine’s propellers were clearly bent and scarred. Johnson said the damage wasn’t catastrophic, and this type of landing happens from time to time.

“This is really a best-case scenario,” Johnson said of the landing.

Based on the tail number, the plane is a 1976 Bellanca 17-30A with four seats.

A row of fire trucks, including equipment from the Air National Guard, lined a runway at the airport while the plane made passes overhead. More than a dozen Topeka Fire Department firefighters were on hand with personnel from American Medical Response and airport police. Having multiple agencies in place even for a small aircraft is protocol, airport police and fire department chief J.T. O’Grady said.

“That’s why we train together,” he said adding that the operation went smoothly. “Planes can be replaced; people can’t.”

Story and video:   http://cjonline.com

Cessna 172P Skyhawk, Amelia Reid Aviation LLC, N98485: Incident occurred August 18, 2016 in San Jose, Santa Clara County, California

AMELIA REID AVIATION LLC:   http://registry.faa.gov/N98485

FAA Flight Standards District Office: FAA San Jose FSDO-15

Date: 18-AUG-16
Time: 19:30:00Z
Regis#: N98485
Aircraft Make: CESSNA
Aircraft Model: 172
Event Type: Incident
Highest Injury: None
Damage: Minor
Activity: Instruction
Flight Phase: UNKNOWN (UNK)
City: SAN JOSE
State: California

AIRCRAFT DURING FLIGHT STRUCK A POSSIBLE DRONE, LANDED WITHOUT INCIDENT, INSPECTION REVEALED DAMAGE TO FUSELAGE AND WING, SAN JOSE, CALIFORNIA.

Cessna 152, R & R Aero Services LLC, N631TK: Accident occurred August 17, 2016 in Belle Plaine, Scott County, Minnesota

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

R & R AERO SERVICES LLC:   http://registry.faa.gov/N631TK

FAA Flight Standards District Office: FAA Minneapolis FSDO-15


NTSB Identification: GAA16CA437

14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 17, 2016 in Belle Plaine, MN
Aircraft: CESSNA 152, registration: N631TK
Injuries: 2 Uninjured.

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

The student pilot reported that during the soft field takeoff roll the airplane veered to the right, and she corrected with left rudder. She further reported that once the main landing gear lifted off the runway, she released the back pressure on the yoke and she "started to lose control" of the airplane. The flight instructor reported that after the loss of control the nose of the airplane "dropped to the ground rapidly", and the right wing impacted the ground and the nose landing gear collapsed.


The airplane sustained substantial damage to the right wing and firewall. 

The flight instructor reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

The Federal Aviation Administration has published the Airplane Flying Handbook FAA-H-8083-3A (2004). This handbook discusses pilots actions after liftoff during short field takeoff's and states in part:

After becoming airborne, the nose should be lowered very gently with the wheels clear of the surface to allow the airplane to accelerate to VY, or VX if obstacles must be cleared. Extreme care must be exercised immediately after the airplane becomes airborne and while it accelerates, to avoid settling back onto the surface. An attempt to climb prematurely or too steeply may cause the airplane to settle back to the surface as a result of losing the benefit of ground effect. An attempt to climb out of ground effect before sufficient climb airspeed is attained may result in the airplane being unable to climb further as the ground effect area is transited, even with full power. Therefore, it is essential that the airplane remain in ground effect until at least VX is reached. This requires feel for the airplane, and a very fine control touch, in order to avoid over-controlling the elevator as required control pressures change with airplane acceleration.

Cessna U206A, N8076Z: Incident occurred August 17, 2016 in Sleetmute, Alaska

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

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

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

http://registry.faa.gov/N8076Z

FAA Flight Standards District Office: FAA Anchorage FSDO-03

NTSB Identification: GAA16CA455
14 CFR Part 91: General Aviation
Accident occurred Wednesday, August 17, 2016 in Sleetmute, AK
Probable Cause Approval Date: 12/05/2016
Aircraft: CESSNA U206, registration: N8076Z
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 reported that during the landing flare at an unpublished dirt airstrip, he entered a "low level [aerodynamic] stall." He further reported that due to the aerodynamic stall, and a "small rise" on the runway, the airplane touched down hard. During the landing roll, the pilot reported that the fuel "belly tank" installed under the fuselage separated from the airplane and the fuselage sustained substantial damaged. 

The pilot did not report any mechanical malfunction or failure with the airplane that would have precluded normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's exceedance of the critical angle of attack during the landing flare, which resulted in an aerodynamic stall and a hard landing.

NTSB Identification: ANC93LA038
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
Accident occurred Sunday, February 28, 1993 in WILLOW, AK
Probable Cause Approval Date: 06/30/1994
Aircraft: CESSNA U206A, registration: N8076Z
Injuries: 2 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 PILOT IN COMMAND WAS TAXIING THE AIRPLANE FOR TAKEOFF AND DID NOT SEE THE DOUBLE SNOW MACHINE TRACKS IN THE SNOW. THE AIRPLANE'S NOSE BOUNCED UP WHEN IT CROSSED THE TRACKS AND THE PILOT PUSHED THE NOSE BACK DOWN. THE NOSE WHEEL SKI TIP DUG INTO THE SOFT SNOW AND THE AIRPLANE'S NOSE GEAR COLLAPSED.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
THE ABRUPT AIRCRAFT HANDLING BY THE PILOT IN COMMAND. FACTORS WERE THE COLLAPSE OF THE NOSE GEAR AND THE SOFT, SNOW COVERED TERRAIN.

On February 28, 1993, at 1800 Alaska standard time, a wheel ski equipped Cessna 206 airplane, N8076Z, registered to and operated by the Pilot in Command, collapsed its nose gear during taxi for takeoff on Kashwitna Lake located near Willow, Alaska. The personal flight, operating under 14 CFR Part 91, had departed Elmendorf AFB, Alaska, and the destination was Kashwitna Lake and return to Elmendorf. A visual flight rules flight plan was in effect and visual meteorological conditions prevailed. The Airline Transport certificated pilot and the one passenger were not injured, and the airplane received substantial damage.

According to the Pilot, he was taxiing at 15 to 20 knots when the airplane taxied over double snow machine tracks. He stated that the tracks were difficult to see. The nose of the airplane came off the ground and when he pushed the nose back on the ground the toe of the nose wheel ski dug into the soft snow, caused the airplane to turn to the right abruptly, and collapsed the nose gear. The airplane nosed up and struck the propeller and left wing on the snow.

Loss of Engine Power (Total): Douglas TA-4K Skyhawk, N140EM; accident occurred August 18, 2016 near Nellis Air Force Base (LSV), Las Vegas, Nevada

















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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Las Vegas, Nevada 
Pratt and Whitney; Hartford, Connecticut
Boeing; St Louis, Missouri 
Draken International Inc; Lakeland, Florida 
USAF Safety Center; Albuquerque, New Mexico

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/N140EM

Location: Las Vegas, NV
Accident Number: WPR16FA166
Date & Time: 08/18/2016, 0739 PDT
Registration:N140EM 
Aircraft: DOUGLAS TA-4K
Aircraft Damage: Destroyed
Defining Event: Loss of engine power (total)
Injuries: 1 Minor
Flight Conducted Under: Public Aircraft

HISTORY OF FLIGHT

On August 18, 2016, about 0739 Pacific daylight time, an experimental Douglas TA-4K, Skyhawk turbo-jet airplane, N140EM, was destroyed when it collided with the ground following a loss of engine power shortly after entering the traffic pattern at Nellis Air Force Base (LSV), Las Vegas, Nevada. The airline transport pilot sustained minor injuries. The airplane was registered to and operated by Draken International Inc., for the U.S. Department of Defense as a public aircraft in support of the U.S. Air Force and U.S. Navy. Visual meteorological conditions prevailed at the airport and a military flight plan was filed for the simulated combat training flight. The local flight originated about 0620.

According to the pilot, he was the lead airplane of a flight of two aggressors, returning to LSV after completion of their Weapons School support flight in the Nevada Test and Tactics Range. The flight was uneventful until the formation break-up on initial, in the traffic pattern. The pilot led the formation to the overhead pattern for runway 21R, and shortly after the break to downwind, the airplane experienced a loss of engine power. The pilot reported hearing a loud "thump," then noticed the engine's rpm decreasing, and heard the engine surging. During this time, the engine did not respond to throttle movements. The pilot at first initiated a turn towards the airport; however, he realized that he was unable to make the runway and consequently turned left towards a field. He selected manual fuel control and thought the engine might respond but the rpm continued to rapidly drop. Once assured that the airplane would impact in the field, the pilot initiated a successful ejection and sustained minor injuries. The airplane subsequently struck terrain and was consumed by fire, about 1 mile north of the approach end of runway 21R.

Witnesses reported observing the airplane on downwind, as being low and descending. Shortly thereafter, they observed the pilot eject and then the airplane descended rapidly towards the ground and upon impact, produced a large fireball outside the base perimeter.

A review of surveillance video shows the airplane flying wings level at a low altitude and descending. A few seconds later, the ejection sequence was initiated and two chutes (one from the unoccupied back seat) were observed deployed. A couple of seconds later, the airplane impacts terrain.

PERSONNEL INFORMATION

The pilot held an airline transport pilot certificate with ratings for airplane single-engine land, multi-engine land, and instrument. He also held ratings for a flight instructor certificate in airplane single-engine and instrument. Additionally, he was type rated in the Boeing 737, and held an experimental airplane authorization for the Douglas Corporation A-4 Skyhawk.

The pilot was issued a first-class airman medical certificate on August 15, 2016, without limitations or waivers. The pilot reported that he had accumulated 8,076 total flight hours, 230 hours in the accident make and model airplane, and had flown 211 hours in the last 3 months. He also had previously flown the General Dynamics (now Lockheed Martin) F-16 Fighting Falcon airplane for the United States Air Force and logged about 5,200 hours in it.

AIRCRAFT INFORMATION

The TA-4K Skyhawk was a swept-wing, two-seat jet airplane powered by a single Pratt & Whitney J52 turbojet engine that was manufactured in 1970 by the Douglas Corporation and later upgraded by Draken International Inc. The airplane was developed for the U.S. Navy and Marine Corps during the Vietnam war era.

Maintenance was accomplished by Draken International Inc. A review of the maintenance logbooks revealed that the last continuous airworthy inspection was accomplished on July 29, 2016, at an airframe time of 6,850.2 hours. The engine had a total time of 3,211.5 hours, 428.7 hours since inspection, and 1,826.3 hours since overhaul.

The airplane utilized a single Pratt & Whitney J52 turbojet engine that produced about 9,200 lbs of thrust. The J52 is a continuous flow, gas turbine engine which incorporates a split 12 stage, axial-flow compressor and 2 turbine stages. A 5-stage low-pressure compressor (LPC) is driven by a single-stage low pressure turbine (LPT) front compressor drive turbine rotor and a 7-stage high compressor (HPC) is driven by a single-stage high pressure turbine (HPT) rear compressor drive turbine rotor.

The accident airplane had an engine write-up on May 18, 2016, for a thrust deficiency while performing acrobatic maneuvers. The write-up stated that the engine seemed like it was not producing the correct amount of thrust. Military (MIL) power, also referred to as full-power or 100% power, would only indicate 98% power, with a noticeable humming noise, and the airplane became slow during acrobatics with the normal power settings. As a result, maintenance accomplished an engine run to 75% and all engine parameters checked good. The write-up also stated that maintenance would monitor the engine for any trends at 75% power or greater.

Fuel servicing records indicated that the accident airplane was fully refueled with 916 gallons on the morning of the accident. The fuel truck that serviced the airplane had a fuel sample tested after the accident, and the sample was within established standards. The airplane forms indicated 8,200 pounds of fuel was onboard, prior to the flight. According to the pilot, he confirmed that about 8,000 pounds of fuel was onboard the airplane during preflight. The pilot further stated that during the flight, the formation accomplished about 3 fuel checks in the area. According to the accident pilot's wingman, during the flight, after their area work was complete, a final battle damage assessment check with the lead airplane was accomplished, prior to returning to the LSV. The lead airplane reported 2,300 pounds of fuel and his status as the wingman was 1,800 pounds of fuel. Draken International Inc.'s operations procedures stated that the minimum fuel for the airplane was 800 pounds and emergency fuel was 500 pounds. Additionally, the fuel at initial or the final approach fix was 1,000 pounds.

The aircraft's flight manual lists the following procedures for a Low Altitude Loss of Thrust/Flameout:

Throttle – Check full forward.
Zoom climb.
If below 1,500 above ground level (agl) and 250 knots indicated airspeed (KIAS) - Eject.
Throttle – Retard.
Fuel Control switch – Manual.
- If thrust is not regained immediately, proceed as follows:

RAT (Ram Air Turbine) – Deploy
Throttle - Ignition, then idle. (Monitor EGT for signs of relight).
External Stores – Jettison, if required.
Throttle – Cautiously advance.
Below 5,000 ft agl – Nil engine response, eject.
Above 5,000 ft agl – Airstart. (if time and altitude permit, establish 250 kts glide and commence airstart).
The TA-4K aircraft flight manual stated: ejection is mandatory "when an engine flameout occurs below 1,500 ft agl and 250 kias," except when unusual circumstances clearly dictate otherwise.

METEOROLOGICAL INFORMATION

A review of data from LSV, automated weather observation station revealed that at 0756 conditions were wind calm, visibility 10 statute miles, scattered clouds at 11,000 ft, temperature 30°C, dew point 9°C, and an altimeter setting of 29.91 inches of mercury.

AIRPORT INFORMATION

LSV is a United States Air Force (USAF) owned, towered airport, with a field elevation of 1,869 ft. The airport was equipped with two concrete runways, runway 3L/21R (10,120 ft long by 200 ft wide) and runway 3R/21L (10,051 ft long by 150 ft wide). Airport remarks for the runway 21R, listed a caution for a crane training site north of the departure end of runway 03L, maximum height was 100 ft.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site by the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) revealed that the airplane impacted desert terrain at an elevation of about 1,926 ft. All major components of the airplane were contained within the main wreckage site. The airplane impacted the ground at a relatively shallow angle and on a magnetic heading of about 087°. After impact, the airplane continued to slide forward on the ground for about 30 ft and then struck and breached a concrete wall. The airplane continued to slide forward for about another 45 ft before coming to rest on its right side against a berm. A post-crash fire ensured, and the debris was mostly contained from the concrete wall to where the airplane came to rest.

The fuselage sustained substantial damage to most of its right side, from the vertical stabilizer forward to the cockpit area. The left speed brake was extended. The right speed brake was separated but appeared to be fully extended. The cockpit and nose area sustained extensive damage due to impact with the wall and the post-crash fire. The manual flight control release mechanism on both the horizontal stabilizer and aileron hydraulic power pack was found in the manual flight control mode.

The engine was observed to be mostly intact and lying on its right side. The first stage compressor blades near the 6 o'clock position, were fractured and bent rearward, with minimal rotational deflection (bent in the direction opposite rotation). The inlet guide vanes and inlet case exhibited ground impact damage and were buckled and fractured near the 6 o'clock position. The engine-driven generator was separated from the front of the engine and was recovered nearby.

The engine's no. 1 bearing was exposed and observed to be shiny, intact, and undamaged. No apparent damage was noted on the second stage turbine airfoils. All but one of the Pt7 (total pressure) probes were intact. One Pt7 probe was observed to be fractured. All six, Tt7 (referred to as the exhaust gas temperature (EGT) probes), were intact. The burner pressure (combustion pressure) Pb line remained attached but was observed to be fractured just forward of the electrical disconnect junction box, located on the bottom of the engine. The engine's gearbox had separated from it mounting points but was still partially attached to the engine by tubing. The engine's tailpipe was partially separated just aft of the rear engine flange.

The engine was removed from the wreckage and further examination revealed that the left side of the engine was encased in molten metal. The main upper tower shaft was recovered nearby. A Pratt and Whitney investigator began a partial disassembly and examination of the rear portion of the engine, while on site.

A follow up engine and airframe examination was accomplished at the salvage facility of Air Transport, in Phoenix, Arizona by the NTSB IIC. Engine representatives and investigators from the NTSB, Pratt and Whitney, Draken International Inc, and Boeing, were in attendance.

A comprehensive borescope analysis of the engine was accomplished. The front of the engine was accessed, and multiple viewing revealed no foreign object damage (FOD) or blade tip interference. Access through an ignitor port allowed a view of the no. 4 and no. 3 combustion cans and several 1st stage turbine blades and vanes. No anomalies were noted. No damage to the turbine section was observed. A borescope was inserted through the tower shaft cavity towards the engine centerline and no anomalies were observed with the no. 3 bearing. All bearings were unremarkable with no discoloration or surface anomalies observed.

The gearbox assembly exhibited damage consistent with ground impact and had separated from the engine mounts. The gear train was exposed due to large fragments of the housing being separated. Visual examination of the gearbox revealed no damage attributed to operation prior to impact. Housing damage prevented the gear train from being manually rotated. The gearbox was disassembled and examined. The drive shafts and gear teeth of the tach drive, the fuel pump, main bevel, and fuel control gears were all intact. The only anomaly noted was the fracture of the lower tower shaft cup which is part of the main bevel gear assembly. The lower tower shaft cup was separated from the rest of the assembly and about 40% of its engagement teeth were missing. The shaft was also bent about 60°

Several cockpit instruments were removed and shipped to the NTSB's Material laboratory for examination. The instruments had sustained thermal damage and had various levels of damage from impact. No reliable information that was pertinent to the investigation was obtained from the instruments.

The engine parts and accessories were examined further at another examination. Investigators from the NTSB, Pratt and Whitney, USAF, and Draken International Inc. were present. The engine's gearbox lower tower shaft/drive gear assembly and cup and the P2 pressure tube, were removed and examined at the NTSB's Materials Laboratory. Microscopic examination revealed that all separation surfaces were from overstress fractures, consistent with impact damage. No indications of preexisting cracking or corrosion were noted at the fracture areas. The Materials Laboratory also examined the no. 1 and no. 6 bearing, P3 pressure manifold, and the low-pressure spool (N1) shaft, and no anomalies were observed.

No anomalies were noted during the airframe and engine examination that would have precluded normal operation.

The main fuel control (MFC) unit and main fuel pump (MFP) were examined at the Naval Air Station Depot facility in Jacksonville, Florida.

The MFP was unable to be functionally bench tested due to impact damage. Disassembly and examination of the MFP revealed no mechanical anomalies that would have prevented normal operation. The drive gears, bearing sets, and impeller were intact. Normal wear and minor corrosion were observed but were consistent with other similar type MFPs being overhauled at the facility. The fuel filter was contaminated with dirt and debris from the crash. The fuel lines going to the filter were breached and allowed contamination to enter the filter.

The MFC permits the selection of a desired engine thrust while automatically compensating for ambient operating conditions. Further, the MFC accurately governs the engine steady-state speed and controls fuel flow during acceleration and deceleration. The MFC is mounted to the bottom of the engine's accessory gearbox and features a hydromechanical control. Two internal filters protect it from any potential contaminants from the high-pressure fuel discharged from the main fuel pump. There is a relief valve to bypass the filter that protects the metering section. The other filter is self-cleaning.

The MFC consists of two basic operating engine operating systems, the primary control system and a manual backup system. During primary control operation, the MFC metering section regulated fuel to the engine as a function of the throttle requested and ambient conditions.

Manual control of the MFC is used in the event the primary control system malfunction and is engaged by a switch in the cockpit. Once the manual system is engaged, fuel is blocked to the primary throttling valve and directs it to the manual throttle valve. The manual throttle is positioned by the power lever which directly relates to the fuel flow commanded, with no metering function.

In both modes, the first area where the fuel flows to is the transfer valve, where the manual and normal fuel flows take separate paths. The fuel flows continue to the area where their respective and separate system pressure regulator valve is located. Next, the fuel enters their separate throttle valve system area. Both fuel flows then merge back together in the check valve and then flow to the minimum pressure regulating shutoff valve location, before the fuel exits the MFC.

The MFC sustained impact and thermal damage and could not be functionally tested. The MFC housing appeared to be intact except for the fuel outlet port to the fuel flow transmitter was fractured. The MFC's drive spline was able to manually be rotated. In addition, no witness marks were observed on the speed servo that would help determine the MFC's speed setting at the time of impact and the internal filters were clear of contaminants. The only anomaly noted was that an unknown non-metallic material was located inside the MFC's minimum pressure regulating and shutoff valve port and the check valve port; both of which are interconnected and near the exit point of the MFC. The material was removed and sent to the NTSB's Materials laboratory for analysis.

The NTSB laboratory determined that the non-metallic material located in the MFC was that of a nylon 6/6 material. Therefore, the MFC specifications, drawings, and other historical technical data were reviewed to determine the type and amount of non-metallic materials located in the MFC's interior. Locations in the MFC were identified and noted that utilized the nylon 6/6 material for various sealing functions.

Another examination of the MFC was accomplished. During the second examination, all expected non-metallic seals were identified and located in their proper position inside the MFC. All the seals were intact except the one located at manual system pressure regulating valve, which sustained thermal damage. The fuel flow paths between the primary and manual fuel system pressure valves to the throttle valves, and then to the minimum pressure regulating and fuel shutoff valve exit port was examined. No debris or obstructions were observed. No evidence of additional nylon 6/6 material was observed inside the MFC, other than what was originally observed on the first examination. Additionally, a borescope examination was accomplished of the fuel flow paths and revealed no obstructions.

The closest internal source of the nylon 6/6 that was thermally damaged, like the foreign contamination (the non-metallic material discovered during the initial MFC examination), was the manual system pressure regulating valve. The valve's seal had sustained thermal damage, but most of its remnants appeared to be present. The remnants of the seal were collected and weighted at 1.229 grams. An exemplar, new nylon 6/6 seal, used for that valve, was weighted at 1.43 grams. Therefore, the seal remnants were consistent with the seal being in place preimpact. Further, the weight of the foreign contamination located, during the first MFC examination, was 0.833 grams, and would not be consistent with being part of the seal remnants at the manual pressure regulating valve.

The MFC unit was located on the left side of the bottom of the engine. However, during the accident sequence, the engine came to rest on its right side and the MFC was now inverted and located on the top side of the engine. The area of the contamination was therefore, now situated near the highest point of the MFC. Examination of the flow paths from the manual system pressure regulating valve to the area where the contamination was located, would require the valve debris remnants to travel through a couple of valve areas (check valve and minimum pressure regulating shutoff valve), in a vertical and then downward flow, a couple of times.

The engine components downstream of the MFC, that were on the fuel flow path to the engine fuel nozzles, were also examined, to ensure no foreign material was deposited into the MFC during the postimpact fire. The fuel flow transmitter was the first component in the flow after the MFC; no anomalies were noted in its internal portions. Next in the flow path was the fuel-oil cooler. Internal examination revealed no anomalies besides external thermal damage and a small speck of black contamination, observed internally, that did not obstruct flow. The pressurizing and dump valve was next in the flow path and was removed and disassembled. Inside the pressurizing and dump valve, there was a heavy build-up of material located within the strainer assembly that was consistent with the remnants of the fuel dump valve lower valve seat. The lower seat was not located during disassembly. However, since the strainer captured all the valve remnants, there was no material deposited inside the pressuring valve cavity that would potentially restrict fuel flow.

According to Draken International Inc, the airplane's MFC total time was 3,063 hours. It was inspected on a 750-hour interval during a main engine inspection. The MFC time at the last inspection was 2,635.5 hours. It was 427.7 hours since the last inspection and had 322.3 hours remaining until the next inspection. The MFC had maintenance accomplished on it in 1997 and 1998. In 1999, the MFC was rebuilt and has subsequently flown for a total of 425 hours, with 275 of those hours flown by Draken International.

Several other components of the fuel system were examined. The fuel level control valve, fuel boost pump, fuel transfer pump, and fuel shut off valves. None of the components could be tested because of the significant impact and thermal damage sustained, however examination of the components revealed no preimpact anomalies.

MEDICAL AND PATHOLOGICAL INFORMATION

Toxicology testing was not performed on the pilot by the FAA, and the decision to conduct testing was left to be determined by Draken International Inc. under their established guidelines. According to the Draken International Inc, the pilot's results were negative from the testing performed by the USAF.

ADDITIONAL INFORMATION

The canopy, both ejection seats, and parachutes were examined by the NTSB IIC with a life support specialist from Draken International Inc. The ejection sequence appeared to function normally, and no anomalies were observed with the equipment. The investigation was unable to determine the ejection altitude. However, the pilot stated he may have delayed his ejection decision. Further, witnesses reported the ejection occurred just a few seconds prior to the airplanes impact, and the surveillance video confirmed what the witnessed observed.

A review of the ejection seat assembly revealed that all inspections and time change requirements were current, with the exception of the separation rocket motor inspection, which were due on both ejection seats in July 2015. However, an extension of the inspections, was approved by the FAA, with the manufacturer's assessment memorandum.

Draken International Inc. operated the airplane and was a contract air support organization that provided aggressor support, red air, and close air support for the U.S military, Department of Defense, and allied militaries globally. The organization operated the world's largest commercial fleet of tactical ex-military jet airplanes consisting of about 150 tactical fighter jet airplanes. 

Pilot Information

Certificate: Airline Transport
Age: 54, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 10/17/2015
Occupational Pilot: Yes
Last Flight Review or Equivalent: 10/17/2015
Flight Time:  (Estimated) 8076 hours (Total, all aircraft), 230 hours (Total, this make and model), 6921 hours (Pilot In Command, all aircraft), 211 hours (Last 90 days, all aircraft), 42 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: DOUGLAS
Registration: N140EM
Model/Series: TA-4K NO SERIES
Aircraft Category: Airplane
Year of Manufacture:1970 
Amateur Built:No 
Airworthiness Certificate: Experimental
Serial Number: 157914
Landing Gear Type: Retractable - Tricycle
Seats: 2
Date/Type of Last Inspection: 07/29/2016, Continuous Airworthiness
Certified Max Gross Wt.: 24500 lbs
Time Since Last Inspection:
Engines: 1 Turbo Jet
Airframe Total Time: 6850.2 Hours at time of accident
Engine Manufacturer: Pratt and Whitney
ELT: Not installed
Engine Model/Series: J52-P8
Registered Owner: DRAKEN INTERNATIONAL INC
Rated Power: 9200 lbs
Operator: DRAKEN INTERNATIONAL INC
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LAS, 1869 ft msl
Distance from Accident Site: 11 Nautical Miles
Observation Time: 0756 PDT
Direction from Accident Site: 30°
Lowest Cloud Condition: Scattered / 11000 ft agl
Visibility:  10 Miles
Lowest Ceiling:None 
Visibility (RVR):
Wind Speed/Gusts:Calm / 
Turbulence Type Forecast/Actual: / None
Wind Direction:
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.91 inches Hg
Temperature/Dew Point: 30°C / 9°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Las Vegas, NV (LSV)
Type of Flight Plan Filed: IFR
Destination: Las Vegas, NV (LSV)
Type of Clearance: IFR
Departure Time:0620 PDT 
Type of Airspace: Class D; Military Operation Area

Airport Information

Airport: NELLIS AFB (LSV)
Runway Surface Type: N/A
Airport Elevation: 1869 ft
Runway Surface Condition:
Runway Used: 21R
IFR Approach:None 
Runway Length/Width: 10120 ft / 200 ft
VFR Approach/Landing: Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries:N/A 
Aircraft Explosion:None 
Total Injuries: 1 Minor
Latitude, Longitude: 36.235000, -115.033889 (est)

NTSB Identification: WPR16FA166
14 CFR Public Use
Accident occurred Thursday, August 18, 2016 in Las Vegas, NV
Aircraft: DOUGLAS TA-4K, registration: N140EM
Injuries: 1 Minor.

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 August 18, 2016, about 0739 Pacific daylight time, an experimental Douglas T4-4K, N140EM was destroyed when it collided with the ground following a reported loss of engine power shortly after entering the traffic pattern at Nellis Air Force Base (LSV) Las Vegas, Nevada. The airline transport pilot, sole occupant of the airplane, sustained minor injuries. The airplane was registered to and operated by Draken International Inc., for the U.S. Department of Defense as a public aircraft in support of the U.S. Air Force and U.S. Navy. Visual meteorological conditions prevailed and a military flight plan was filed for the simulated combat training flight. The local flight originated about 0620. 

According to the pilot, he was the lead airplane of a flight of two, returning to LSV after completion of their area work. He led the formation to the overhead pattern and shortly after the break to downwind, the airplane experienced a loss of engine power. The pilot at first initiated a turn towards the airport; however, he realized that he was unable to make the runway and consequently turned left towards a field and then initiated ejection. The airplane subsequently struck terrain and was consumed by fire.

Examination of the accident site by a National Transportation Safety Board investigator-in-charge revealed that the airplane came to rest on its right side after breeching a stone wall, about 1 mile north of the approach end of runway 21R. All major components of the airplane were located in the wreckage.

The airplane wreckage was recovered to a secure location for further examination.

============

A Vietnam War-era attack jet operated by a military contractor crashed about a mile from Nellis Air Force Base Thursday, but the pilot ejected and survived with non life-threatening injuries, a spokesman for the contractor said.

The aircraft was a Douglas A-4K Skyhawk, one of 10 of the A-4 jets at Nellis used to portray adversaries in Air Force Weapons School and Red Flag air combat exercises, said Scott Poteet, director of business development for U.S. Air Force Programs for the contractor, Draken International.

He said the jet that crashed at 7:40 a.m. was returning along with another A-4 from a weapons school mission over the Nevada Test and Training Range north of the Las Vegas Valley.

The jet that crashed had made its initial approach to the base prior to landing, he said, and was flying toward the Las Vegas Motor Speedway when it went down near North Sloan Lane and East Ann Road, north of the base.

Poteet said witnesses saw two parachutes even though the pilot was the only person in the aircraft. First responders transported the pilot, whom he declilned to identify, to the base’s medical center, where he was treated for minor injuries.

“All these pilots are highly trained. We’re all former Air Force, Marine and Navy fighter pilots that have extensive experience. In fact, he is one of the most experienced pilots in our squadron,” said Poteet, himself a former pilot with the Thunderbirds air demonstration team at Nellis.

During the Vietnam War, A-4 Skyhawks were flown primarily by the Navy.

Poteet said there were no munitions on the aircraft.

Nellis spokeswoman Lea Green said the crash site is a privately owned, mostly vacant lot. The aircraft impacted a cinder block wall, causing a portion of it to tumble down, she said.

Poteet wouldn’t speculate on the cause of the accident or whether the company’s A-4 fleet will be grounded.

“It’s obviously up to the Nellis leadership and Draken leadership as far as what measures we’re going to take at this point,” he said.

The National Transportation Safety Board and U.S. Air Force Accident Investigation Board are conducting a joint probe to determine what caused the accident.

A Nellis statement said the crash site “is contained and the aircraft poses no threat to the community or natural resources.”

“Thankfully there were no injuries on the ground,” it said.

Metropolitan and North Las Vegas police were among the local agencies responding to the crash site.

The last military aircraft accident in Southern Nevada was June 7 when an unmanned MQ-9 Reaper drone from Creech Air Force Base crashed during a training mission 20 miles northwest of the 215 Beltway.

The last fatal crash involving an aircraft out of Nellis Air Force Base was June 28, 2011, when Capt. Eric Ziegler was killed when his F-16C crashed on public land near the test and training range.

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