Tuesday, September 13, 2016

Yakovlev Yak-11, N111YK: Fatal accident occurred August 25, 2016 in Speyer, Germany


http://www.swr.de

http://www.rnf.de/mediathek/video

NTSB Identification: CEN16WA337
Accident occurred Thursday, August 25, 2016 in Speyer, Germany
Aircraft: YAKOVLEV/CHINNERY YAK 11, registration: N111YK
Injuries: 1 Fatal.

The foreign authority was the source of this information.

On August 25, 2016, at 0651 universal coordinated time, a Yakolev YAK-11, US registration N111YK, crashed under unknown circumstances in Speyer, Germany. The pilot was fatally injured and the airplane was destroyed.

The accident investigation is under the jurisdiction and control of the German government. This report is for information purposes only and contains only information released by or obtained from the German government. Further information pertaining to this accident may be obtained from:

German Federal Bureau of Aircraft Accident Investigation
Bundesstelle fuer Flugunfalluntersuchung (BFU)
Hermann-Blenk Strasse 16
38108 Braunschweig
Germany

Tel: (int.) +49 531 3548 - 0
Fax:(int.) +49 531 3548 - 246

e-mail: box@bfu-web.de
www.bfu-web.de

Cameron Z-90, N982ZS: Accident occurred September 04, 2016 in Morrill, Scotts Bluff County, Nebraska

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

NTSB Identification: CEN16LA352
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 04, 2016 in Morrill, NE
Probable Cause Approval Date: 05/01/2017
Aircraft: CAMERON Z90, registration: N982ZS
Injuries: 3 Uninjured.

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

The balloon was participating in a festival, and departed from a grass field with the private pilot and two passengers on board. The balloon climbed to 1,100 ft above ground level and drifted west. The pilot reported that, as the balloon approached a set of power lines, the wind diminished and the balloon became stationary. The pilot changed altitude several times in an attempt to find wind velocity and direction that would move the balloon away from the lines; however, as he again engaged the burners and attempted to climb, the burner system ran out of fuel. The balloon descended, and one of the metal carabiners that attached the basket to the envelope struck a power line, resulting in a spark. The pilot pulled the deflation valve and immediately descended the balloon to the ground. A postaccident examination of the balloon showed impact and thermal arcing damage to the carabiner. Two of the envelope panels exhibited thermal damage, and the envelope temperature sensor wire, which runs from the top of the envelope to the instruments in the basket, was burnt in half. The pilot reported there were no mechanical malfunctions or anomalies with the balloon.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s improper inflight fuel management, which resulted in fuel exhaustion and an inability to avoid contact with power lines. 

NTSB Identification: CEN16LA352
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 04, 2016 in Morrill, NE
Aircraft: CAMERON Z90, registration: N982ZS
Injuries: 3 Uninjured.

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

On September 4, 2016, about 0830 mountain daylight time, a Cameron Z-90 lighter than air balloon with airborne heater, N982ZS, struck a power line and terrain during an uncontrolled descent, two and a half miles northeast of Morrill, Nebraska. The pilot and two passengers on board were not injured and the balloon received substantial damage. The balloon 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 (VMC) prevailed for the flight that was operated without a flight plan. The local flight originated from the Mitchell, Nebraska, about 0726.

The flight was part of a balloon festival that was taking place at the time. The pilot and passengers took off from a field near Mitchell, Nebraska, climbed to 1,100 ft. agl, and drifted west at 4 to 5 knots. The pilot reported that as he came over the power lines the wind speed reduced to calm and the balloon stopped. The pilot changed altitudes several times to find wind velocity and a vector that would move him away from the lines. After several attempts to maneuver away from the lines the pilot engaged the burners to climb to a higher altitude. As he engaged the burners, the pilot said he heard a change in the burners sound. He checked his fuel gauges; the quantity was low, and engaged the burners again, but the balloon began to lose altitude. During the uncontrolled descent, the balloon contacted the power lines causing a spark. The pilot pulled the deflation line to get the basket on the ground. The balloon basket contacted the ground and the envelope draped over the power lines.

An examination of the balloon showed thermal arcing damage to one of the carabineers that attached the basket to the envelope. There was also thermal damage to two panels in the balloon envelope, and the envelope temperature sensor wire that runs from the sensor at the top of the envelope to the instruments in the basket was burnt in half. No other anomalies with the balloon or its systems were found.

At 0853, the weather conditions at Western Nebraska Regional Airport (BFF), Scottsbluff, Nebraska, 18 nautical miles east-southeast of the accident site was clear skies, visibility 10 statute miles, and wind 150 degrees at 6 knots.

http://registry.faa.gov/N982ZS

NTSB Identification: CEN16LA352
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 04, 2016 in Morrill, NE
Aircraft: CAMERON Z90, registration: N982ZS
Injuries: 3 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On September 4, 2016, about 0830 mountain daylight time, a Cameron Z-90 lighter than air balloon with airborne heater, N982ZS, registered to and operated by a private individual, struck a power line and terrain during an uncontrolled descent, two and a half miles northeast of Morrill, Nebraska. The pilot and two passengers on board were not injured and the balloon received substantial damage. Visual meteorological conditions (VMC) prevailed at the time of the accident. The personal flight was being conducted under the provisions of 14 Code of Federal Regulations Part 91 without a flight plan. The local flight originated from Mitchell, Nebraska, about 0700.

The pilot reported that he ran out of fuel while in flight and was not able to maneuver the balloon to his intended landing site. During the uncontrolled descent, the balloon struck powerlines, which did thermal arcing damage to one of the carabiners that attaches the basket to the envelope. There was also thermal damage to two panels in the balloon envelope, and the envelope temperature sensor wire that runs from the top of the envelope to the instruments in the basket was burnt in half.

Monday, September 12, 2016

Cessna 172M, Flight Train Monroe LLC, N5283R: Accident occurred September 11, 2016 near Covington Municipal Airport (KCVC), Newton County, Georgia

FLIGHT TRAIN MONROE LLC:   http://registry.faa.gov/N5283R

FAA Flight Standards District Office: FAA Atlanta FSDO-11

NTSB Identification: GAA16CA483
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 11, 2016 in Covington, GA
Aircraft: CESSNA 172, registration: N5283R

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

AIRCRAFT FORCE LANDED ON A HIGHWAY AND STRUCK A ROAD SIGN, NEAR COVINGTON, GEORGIA.

Date: 12-SEP-16
Time: 03:45:00Z
Regis#: N5283R
Aircraft Make: CESSNA
Aircraft Model: 172
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: COVINGTON
State: Georgia

After running out of fuel and making an emergency landing on I-20 in Newton County, a small plane sits in the plane parking area at Covington Municipal Airport, waiting for inspection by FAA officials. The only apparent damage to the plan is a small dent that can be see on the front end of the right wing (far left in photo). It is not known if the dent was caused by the emergency landing, or was already there.



COVINGTON - FAA investigators are at the Covington Municipal Airport today, examining a small plane after the pilot reportedly ran out of fuel and made an emergency landing on Interstate 20 west near mile marker 95 just before midnight Saturday. The plane landed safely and no one was injured.

A Newton County Sheriff’s Office incident report identifies the pilot as Jeremy James Dupree, 38, of Covington. Dupree told deputies that he was flying from Valdosta to Monroe in his 1974 Cessna 172 when he ran out of fuel and had to make an emergency landing on I-20.

According to the Georgia Department of Transportation, they received a call at 11:57 p.m. from Dupree stating he had just landed on I-20. Dupree was able to move the plane into the grass and it was not blocking any travel lanes.

Police and emergency vehicles, along with the FAA and the Georgia Emergency Management Agency, responded to the scene. Dupree was able to put more fuel in his plane and, with deputies from the Newton County Sheriff’s Office shutting down I-20 briefly, was able to taxi his plane off the interstate at the Ga. Highway 142 exit.

The plane was transported to the Covington Municipal Airport and parked in the aircraft parking area. The only damage that could be seen on the plane was a small dent in the front side end of the right wing. It is not known if the damage was caused in the landing or was already there.

Source:   http://www.rockdalecitizen.com

Beech V35B Bonanza, N6658K: Incident occurred September 10, 2016 in Bedford, Middlesex County, Massachusetts (and) Accident occurred May 21, 2012 in Norwich, Chenango County, New York

http://registry.faa.gov/N6658K

FAA Flight Standards District Office: FAA Boston FSDO-61

AIRCRAFT ON LANDING, NOSE WHEEL COLLAPSED, BEDFORD, MASSACHUSETTS. 

Date: 10-SEP-16
Time: 13:22:00Z
Regis#: N6658K
Aircraft Make: BEECH
Aircraft Model: 35
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: BEDFORD
State: Massachusetts

NTSB Identification: ERA12CA359
14 CFR Part 91: General Aviation
Accident occurred Monday, May 21, 2012 in Norwich, NY
Probable Cause Approval Date: 10/15/2012
Aircraft: BEECH V35B, registration: N6658K
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, while landing in a left crosswind, the right main landing gear touched down first, followed by the left main landing gear, and the airplane veered left. The pilot performed a go-around and made a second landing without further incident. However, subsequent examination of the airplane revealed that the left wing had been substantially damaged due to contact with the runway during the first attempted landing. The pilot stated that there were no preimpact mechanical malfunctions or failures that would have precluded normal operation. Review of weather data revealed that the wind was from about 50 degrees left of the runway heading at 12 knots at the time of the landing.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain airplane control while landing in a crosswind.

Cessna 170B, N8335A, Frontier Heating Refrigeration and Air Conditioning: Accident occurred September 10, 2016 at Sidney–Richland Municipal Airport (KSDY), Montana

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office: Helena, Montana

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

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

Frontier Heating Refrigeration and Air Conditioning: http://registry.faa.gov/N8335A 

NTSB Identification: GAA16CA492
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 10, 2016 in Sidney, MT
Probable Cause Approval Date: 04/04/2017
Aircraft: CESSNA 170, registration: N8335A
Injuries: 3 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 flight instructor reported that, during the instructional flight in a tailwheel-equipped airplane, the student pilot bounced the landing. The airplane bounced off the grass airstrip, and the flight instructor took the flight controls, but the airplane drifted to the left and into a drainage ditch. The flight instructor reported that he corrected with right rudder application to ease the airplane out of the ditch, but the left landing gear tire deflated, and the left wing and the tail struck the ground. The airplane yawed to the left, the instructor corrected the yaw, and the airplane rolled onto the runway and stopped. The left wing, left aileron, and the elevator sustained substantial damage.

The flight instructor reported that there were no preaccident mechanical malfunctions or anomalies with the airplane that would have prevented normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The student pilot’s improper landing flare, which resulted in a bounced landing, and the flight instructor’s inability to recover the airplane, which resulted in a runway excursion.

Air Cam, N322BD: Accident occurred September 10, 2016 in McCall, Valley County, Idaho

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

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

http://registry.faa.gov/N322BD

FAA Flight Standards District Office: FAA Boise FSDO-11


NTSB Identification: GAA16CA522
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 10, 2016 in McCall, ID
Aircraft: DIETERICH ROBERT A AIR CAM, registration: N322BD
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.

According to a Federal Aviation Administration Aviation Safety Inspector, the pilot made a hard landing and the left main landing gear wheel separated from the airplane. Subsequently, the pilot aborted the landing, and on the second landing, the airplane ground looped.

The airplane received substantial damage to the lift struts and lower fuselage.

After multiple attempts to contact the pilot, the pilot did not fill out the National Transportation Safety Board Form 6120.1 Pilot/Operator Aircraft Accident/Incident Report, or talk to the National Transportation Safety Board in regard to the accident.

Cessna 177RG Cardinal, N52061: Incident occurred September 09, 2016 in Whitefield, Coos County, New Hampshire

http://registry.faa.gov/N52061

FAA Flight Standards District Office: FAA Portland FSDO-65

AIRCRAFT LANDED GEAR UP, WHITEFIELD, NEW HAMPSHIRE.  

Date: 09-SEP-16
Time: 14:15:00Z
Regis#: N52061
Aircraft Make: CESSNA
Aircraft Model: 177RG
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: WHITEFIELD
State: New Hampshire

Van's RV-6A, N70KD: Incident occurred September 11, 2016 in Burley, Idaho

http://registry.faa.gov/N70KD

AIRCRAFT FORCE LANDED ON A HIGHWAY, NEAR BURLEY, IDAHO.  

FAA Flight Standards District Office: FAA Boise FSDO-11

Date: 11-SEP-16
Time: 17:03:00Z
Regis#: N70KD
Aircraft Make: VANS
Aircraft Model: RV6
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: BURLEY
State: Idaho

Piper PA46R-350T, AirTrek Investments Ltd., N563WT: Accident occurred September 08, 2016 in Reserve, Catron County, New Mexico

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

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

AIRTREK INVESTMENTS LTD:   http://registry.faa.gov/N563WT

FAA Flight Standards District Office: FAA Albuquerque FSDO-01


NTSB Identification: GAA16CA505
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 08, 2016 in Reserve, NM
Probable Cause Approval Date: 02/06/2017
Aircraft: PIPER AIRCRAFT INC PA46R, registration: N563WT
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 while landing at dusk, he attempted to activate the pilot controlled lighting system, but was not successful. He further reported that there was a significant left crosswind, and that perhaps he did not crab enough. The airplane touched down on the grass to the right of the runway, he applied left rudder, the airplane veered to the left, crossed the runway, and continued off the runway to the left into rough terrain. The nose landing gear collapsed and the airplane came to rest in a nose down position.

The airplane sustained substantial damage to the left wing. 

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

According to the pilot, the weather at the time of the accident was wind 170 degrees true at 11 knots. The airplane landed on runway 24. 

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.

Vans RV-6, N77GT: Incident occurred September 11, 2016 in Jerome, Idaho (and) Accident occurred June 04, 2013 in Brookfield, Waukesha County, Wisconsin

http://registry.faa.gov/N77GT

FAA Flight Standards District Office: FAA Boise FSDO-11

AIRCRAFT ON LANDING SUSTAINED TAIL WHEEL DAMAGE, JERMONE, IDAHO  

Date: 11-SEP-16
Time: 17:40:00Z
Regis#: N77GT
Aircraft Make: VANS
Aircraft Model: RV6
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: JEROME
State: Idaho
=========

NTSB Identification: CEN13CA316
14 CFR Part 91: General Aviation
Accident occurred Tuesday, June 04, 2013 in Brookfield, WI
Probable Cause Approval Date: 08/13/2013
Aircraft: SHELDRICK JOHN H RV-6, registration: N77GT
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 he approached the airport, intending to land on the grass runway. He said that his approach was high and he introduced a slip in order to lose altitude. During the slip, the airplane turned to the left, which he did not notice. He continued the landing and the airplane nosed over. The airplane sustained substantial damage to the right wing and vertical stabilizer and rudder. The pilot stated that there were no mechanical problems with the airplane. Postaccident examination revealed that the airplane was landed in a marsh about 400 yards north of the east-west oriented runway.

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain runway alignment and his failure to recognize that the airplane had drifted away from the runway prior to landing.































Beech M35 Bonanza, N702TS: Incident occurred September 10, 2016 in Denton, Texas

http://registry.faa.gov/N702TS

FAA Flight Standards District Office: FAA Fort Worth AFW FSDO-19

AIRCRAFT STRUCK HANGAR DOORS, DENTON, TEXAS.  

Date: 10-SEP-16
Time: 19:00:00Z
Regis#: N702TS
Aircraft Make: BEECH
Aircraft Model: 35
Event Type: Incident
Highest Injury: Unknown
Damage: Unknown
Flight Phase: UNKNOWN (UNK)
City: DENTON
State: Texas

Vans RV-3B, N313RV: Accident occurred September 11, 2016 at Gastons Airport (3M0), Lakeview, Baxter County, Arkansas

http://registry.faa.gov/N313RV

FAA Flight Standards District Office: FAA Little Rock FSDO-11

AIRCRAFT ON A REJECTED TAKEOFF, FLIPPED OVER, GASTONS AIRPORT, LAKEVIEW, ARKANSAS.  

Date: 11-SEP-16
Time: 18:35:00Z
Regis#: N313RV
Aircraft Make: VANS
Aircraft Model: RV3
Event Type: Accident
Highest Injury: None
Damage: Substantial
Flight Phase: TAKEOFF (TOF)
City: LAKEVIEW
State: Arkansas

Cessna 310F, PilotStar Inc., N6714X: Incident occurred September 11, 2016 in Granbury, Hood County, Texas

PILOTSTAR INC: http://registry.faa.gov/N6714X

FAA Flight Standards District Office: FAA Fort Worth AFW FSDO-19

AIRCRAFT ON LANDING, GEAR COLLAPSED, GRANBURY, TEXAS.  

Date: 11-SEP-16
Time: 18:00:00Z
Regis#: N6714X
Aircraft Make: CESSNA
Aircraft Model: 310
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: GRANBURY
State: Texas

Ryan NAVION A, Aviators Clubs Inc., N4859K: Incident occurred September 11, 2016 in Pine Bluff, Jefferson County, Arkansas

AVIATORS CLUBS INC:    http://registry.faa.gov/N4859K

FAA Flight Standards District Office:  FAA Little Rock FSDO-11


AIRCRAFT ON LANDING, NOSE GEAR COLLAPSED, PINE BLUFF, ARKANSAS.  


Date: 11-SEP-16
Time: 21:50:00Z
Regis#: N4859K
Aircraft Make: RYAN
Aircraft Model: NAVION
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: PINE BLUFF
State: Arkansas

Delta Airlines, Boeing 717-200, N958AT: Incident occurred September 09, 2016 in Seattle, King County, Washington

http://registry.faa.gov/N958AT

FAA Flight Standards District Office: FAA Seattle FSDO-01

N958AT DELTA AIRLINES FLIGHT DAL198 BOEING 717 AIRCRAFT WHILE AT THE GATE LOADING PASSENGERS, FUSELAGE WAS STRUCK BY TRUCK, NO INJURIES, DAMAGE TO FUSELAGE IS MINOR, SEATTLE, WASHINGTON.  

Date: 09-SEP-16
Time: 22:00:00Z
Regis#: N958AT
Aircraft Make: BOEING
Aircraft Model: 717
Event Type: Incident
Damage: Minor
Activity: Commercial
Flight Phase: STANDING (STD)
Aircraft Operator: DAL-Delta Air Lines
Flight Number: DAL198
City: SEATTLE
State: Washington

Sonex, N7659B: Accident occurred September 11, 2016 near Indian Hills Airpark (2AZ1), Salome, La Paz County, Arizona

http://registry.faa.gov/N7659B

FAA Flight Standards District Office: FAA Scottsdale FSDO-07

AIRCRAFT FORCE LANDED NEAR THE INDIAN HILLS AIRPORT, SALOME, ARIZONA.  

Date: 11-SEP-16
Time: 15:25:00Z
Regis#: N7659B
Aircraft Model: SONEX
Event Type: Accident
Highest Injury: Minor
Damage: Substantial
Flight Phase: UNKNOWN (UNK)
City: SALOME
State: Arizona

Mooney M20D, N6919U: Accident occurred September 11, 2016 in Brodhead, Wisconsin

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

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

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

http://registry.faa.gov/N6919U


FAA Flight Standards District Office: FAA Milwaukee FSDO-13


NTSB Identification: CEN16CA383
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 11, 2016 in Brodhead, WI
Probable Cause Approval Date: 01/18/2017
Aircraft: MOONEY M20D, registration: N6919U
Injuries: 1 Minor.

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

The private pilot arrived to a turf strip to attend a fly-in event on the day of the accident. During departure, the pilot stated he applied full aft yoke during the takeoff roll and lifted off with a nose high attitude. Soon after takeoff, the airplane banked left and descended into a cornfield, which damaged the firewall. The pilot attributed his nose high attitude immediately after takeoff to an improper nose up trim setting, as he had not set the airplane's elevator trim to the takeoff position in accordance with the before takeoff checklist. The pilot reported no preaccident mechanical malfunctions or failures 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 loss of airplane control during initial climb due to an excessively nose-high attitude. Contributing to the accident was the pilot's failure to properly set the elevator trim before takeoff in accordance with the Before Takeoff checklist.

Piper PA-18-150, N13833: Accident occurred September 08, 2016 in Gulkana, Alaska

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

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

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

http://registry.faa.gov/N13833

FAA Flight Standards District Office:FAA Anchorage FSDO-03

NTSB Identification: GAA16CA482
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 08, 2016 in Gulkana, AK
Probable Cause Approval Date: 02/06/2017
Aircraft: PIPER PA18, registration: N13833
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 the left wing of the airplane impacted a tree while maneuvering at low altitude. He further reported that he continued to his intended destination and landed without further incident. 

After he landed, a subsequent exam of the left wing revealed substantial damage to the left aileron. 

The pilot reported no preaccident mechanical malfunctions or failures 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 failure to maintain clearance from a tree while maneuvering at low altitude.

Piper PA-28R-201T Turbo Arrow III, registered to RCS3 LLC and operated by the pilot, N821ET: Fatal accident occurred September 11, 2016 at Reno/Tahoe International Airport (KRNO), Reno, Washoe County, Nevada


Photo of South Bay bondsman Ed Mumbert, one of 3 who died in Piper PA-28R-201T Turbo Arrow III plane crash at Reno/Tahoe International Airport (KRNO).

Robert Drescher Simi Valley, California 
 April 27, 1957 – September 11, 2016 (Age 59)


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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Reno, Nevada
Continental Motors; Mobile, Alabama
Piper Aircraft, Inc.; Vero Beach, Florida
Hartzell Propeller / Hartzell Engine Technologies; Montgomery, Alabama
Piper Aircraft, Inc.; Vero Beach, Florida

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


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


http://registry.faa.gov/N821ET

Location: Reno, NV
Accident Number: WPR16FA178
Date & Time: 09/11/2016, 1813 PDT
Registration: N821ET
Aircraft: PIPER PA 28R-201T
Aircraft Damage: Destroyed
Defining Event: Aircraft loading event
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 11, 2016, at 1813 Pacific daylight time, a Piper PA-28R-201T, N821ET, impacted an airport parking lot after takeoff from Reno/Tahoe International Airport (RNO), Reno, Nevada. The private pilot and two passengers were fatally injured, and the airplane was destroyed. The airplane was registered to RCS3 LLC and was being operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and an instrument flight rules flight plan had been filed for the personal flight, which was destined for San Carlos Airport (SQL), San Carlos, California.

The purpose of the flight was to transport the rear-seat passenger from Nevada to California, where a series of warrants had been issued for her arrest. The front-seat passenger was a California-based bail bondsman, and the pilot was his associate. Security video footage and records provided by the fixed-base operator (FBO) at RNO indicated that the airplane arrived at the FBO about 1715. A fuel order was placed 5 minutes later, and the pilot and bail bondsman then walked to the FBO's reception area. The fueling was complete by 1725, and by 1741 the pilot had returned. He removed the chocks, leant over the wings and appeared to briefly look into both fuel tank filler necks, and then boarded the airplane. About 5 minutes later the bail bondsman arrived with the arrested passenger, who was restrained by leg chains. Although her entry into the airplane was obscured from view by the fuselage, she appeared to make multiple attempts to step up into the cabin. After about 3 minutes of maneuvering, she was onboard, followed by the bail bondsman. The engine was then started at 1753, and the airplane taxied away from the ramp at 1804.

According to witnesses, the airplane began its takeoff roll from the threshold of runway 25 and, following rotation, climbed to about 200 to 300 ft above ground level (agl) before leveling off. One witness, who was a line technician for a local FBO, was positioned on the ramp just north of runway 25 and 2,000 ft from the runway threshold. He stated that the airplane initiated its rotation abeam his position and immediately began to rock around its longitudinal axis. The nose then pitched up to a high angle and remained in that attitude as the airplane continued flying above the runway while slowly climbing. He stated that the airplane's wing-rocking movements were far more exaggerated than anything he had seen at the airport before. He then watched as the airplane began to veer to the right.

About 90 seconds after issuing the takeoff clearance, the airport tower controller, concerned that the airplane was not gaining altitude, asked the pilot if he was ok. The pilot responded, "Negative we got ah, we got a problem." Ten seconds later, the tower controller cleared the pilot to land on any runway. The pilot did not make any further transmissions. Security camera footage revealed that the airplane continued over the runway and began to veer to the right of the runway centerline. The airplane then began a descending right turn and the right wing impacted a lamppost in an airport parking lot. The outboard section of the wing then separated and the airplane immediately rolled right, impacting parked vehicles and the ground. The airplane did not appear to be trailing smoke at any point during the flight, and video revealed that the landing gear was extended at the time of impact. 

Pilot Information

Certificate: Private
Age: 57, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 01/12/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 12/31/2015
Flight Time:   (Estimated) 769 hours (Total, all aircraft), 216 hours (Total, this make and model), 16.2 hours (Last 90 days, all aircraft), 6.5 hours (Last 30 days, all aircraft)

The pilot held a private pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane, with a limitation of airplane multi-engine land under visual flight rules only. He held a Federal Aviation Administration (FAA) third-class medical certificate issued on January 12, 2015, with no limitations or waivers. The pilot's logbook indicated a total flight experience of about 769 hours since his first training flight in 1985 to his most recent logbook entry, dated August 23, 2016. He had accrued about 216 hours in the accident airplane since he purchased it in February 2014. 

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N821ET
Model/Series: PA 28R-201T 201T
Aircraft Category: Airplane
Year of Manufacture: 1977
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28R-7703147
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 06/09/2016, Annual
Certified Max Gross Wt.: 2900 lbs
Time Since Last Inspection: 15 Hours
Engines: 1 Reciprocating
Airframe Total Time: 4531.5 Hours as of last inspection
Engine Manufacturer: Continental Motors
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: TSIO360-KBcFB
Registered Owner: RCS3 LLC
Rated Power: 220 hp
Operator: On file
Operating Certificate(s) Held: None

The single-engine, retractable-gear airplane was registered to a corporation, of which the pilot was the sole member. The airplane was manufactured in 1977 and powered by a turbocharged, fuel-injected, Continental TSIO-360-KBcFB engine equipped with a two-blade constant-speed Hartzell propeller. The airplane was equipped with four seats and two wing-mounted fuel tanks, each of which had a capacity of 36 gallons.

The most recent annual inspection was performed on June 9, 2016. At that time, the airframe had accumulated 4,531.5 total flight hours, and the engine 1,244.21 hours since overhaul in June 2004. The most recent pitot-static, altimeter, and transponder certification was performed on March 31, 2015.

The airplane had been retrofitted with a Turboplus engine intercooler system. The flight manual supplement did not provide specific performance increase values, but rather stated, "PERFORMANCE: with the above engine and intercooler combination installed are equal to or better than the data in the FAA Flight Manual."

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KRNO, 4400 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 0138 UTC
Direction from Accident Site: 168°
Lowest Cloud Condition: Few / 11000 ft agl
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 14 knots / 23 knots
Turbulence Type Forecast/Actual: /
Wind Direction: 270°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.98 inches Hg
Temperature/Dew Point: 28°C / -1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Reno, NV (RNO)
Type of Flight Plan Filed: IFR
Destination: SAN CARLOS, CA (SQL)
Type of Clearance: IFR
Departure Time: 1811 PDT
Type of Airspace: Class C

After providing the initial takeoff clearance, the tower controller issued an advisory to the pilot indicating that the wind was from 260° at 12 knots gusting to 29 knots.

A special METAR for RNO was issued 25 minutes after the accident and included wind from 270° at 14 knots gusting to 23 knots; 10 miles visibility; few clouds at 11,000 ft; temperature 28°C; dew point -1°C; altimeter 29.98 inches of mercury. Based on these values, the calculated density altitude was about 6,900 ft.

According to the U.S. Naval Observatory, Astronomical Applications Department, the computed sunset occurred in San Carlos, California, at 1922, with civil twilight ending at 1948.

Airport Information

Airport: RENO/TAHOE INTL (RNO)
Runway Surface Type: Concrete
Airport Elevation: 4414 ft
Runway Surface Condition: Dry
Runway Used: 25
IFR Approach: None
Runway Length/Width: 6102 ft / 150 ft
VFR Approach/Landing: None

RNO is located at an elevation of 4,145 ft mean sea level and is equipped with three grooved concrete runways. Runway 16R/34L is 11,001 ft long by 150 ft wide, and runway 16L/34R is 9,000 ft long by 150 ft wide. Runway 7/25 is 6,102 ft long by 150 ft wide on a gradient of 0.2%, and is bisected at its midpoint by runway 16/34.

The airport is located on the eastern flank of the Sierra Nevada mountain range. The route of flight to SQL would have been to the southwest and would have required traversing the range at an initial minimum en route altitude of 13,000 ft. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 2 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude: 39.503889, -119.776667 

The airplane came to rest inverted in the parking lot on a heading about 070° magnetic about 1/2 mile north of the departure end of runway 25. All major sections of the airplane were recovered at the accident site. The left wing came to rest in the flatbed of a pickup truck, and the right wing had detached and was folded aft parallel with the tailcone. The airframe sustained crush damage through to the vertical stabilizer. A car parked just west of the main wreckage exhibited a slice in its left rear quarter panel perpendicular to the airplane's heading. The dimensions of the slice matched that of a propeller blade tip. A total of fifteen vehicles were damaged during the impact.

According to first responders, the rear seat passenger remained belted into the rear left seat when they arrived at the accident site. All four seats remained attached to the cabin floor, and all seat belts remained buckled. The front two belts and the rear left belt had been cut by first responders at the accident site to recover the occupants. The rear seats were not equipped with shoulder harnesses.

The airframe and engine were examined at both the accident site and a remote storage facility following recovery. The propeller, turbocharger, and engine components were then examined at their respective manufacturing facilities under supervision of the NTSB.

The instrument panel, along with all cockpit flight controls, sustained extensive fragmentation. The fuel selector was in the left tank detent. The gascolator had been crushed, exposing the inner surface of the bowl. The bowl was free of corrosion or blockage, and the screen was free of debris.

The flight controls and their associated cables, bellcranks, chains, pushrods, and control surfaces sustained damage consistent with impact and postaccident wreckage recovery.

The stabilator trim tab, along with its associated trim screw and control arm assembly, remained attached to the stabilator. The trim jack screw in the aft cabin displayed 12 exposed screw threads on the top side. According to Piper's documentation, zero exposed threads indicated full nose down trim, 5 threads neutral, and 16 full nose-up.

Impact damage prevented an accurate assessment of the flap position.

Engine Examination

The engine sustained impact damage, which had crushed the forward inlet manifold and breached the lower portion of the oil sump, exposing the camshaft. The propeller and hub assembly were detached at the engine crankshaft forward bearing. The fuel lines, including the fuel injector lines, sustained varying degrees of damage but were intact at their respective fittings. The turbocharger assembly was partially detached from the engine. Both magnetos displayed varying degrees of external damage and were run in a magneto test stand. Both produced spark in firing order at all output leads throughout speeds ranging between 400 and 2,700 rpm.

Cylinder No. 6 exhibited crush damage to its forward face, which had displaced the intake and exhaust rockers. The engine could be rotated smoothly via the vacuum pump accessory drive, and valves from cylinder Nos. 1 through 5 exhibited similar lift heights. Drive train continuity was confirmed through to the accessories. Thumb compression was obtained on all cylinders except No. 6. The upper and lower spark plugs for cylinder Nos. 2, 3, and 4, along with the lower spark plug for cylinder No. 6, exhibited grey deposits. The remaining plugs were coated in oil. All plugs exhibited worn out-normal signatures when compared to the Champion AV-27 Check-A-Plug chart.

The oil filter was cut open for examination. The filter element was coated in brown-colored oil and was free of debris.

Turbocharger

The turbocharger assembly was largely intact. The impeller and turbine wheel did not exhibit any signs of damage, and a radial rub mark was present on the turbine housing adjacent to the inlet consistent with blade contact. With the housing removed, the compressor and turbine wheel assembly could be rotated by hand. The turbine shaft was intact, and all internal journals and bearings were intact and wet with oil.

The pressure valve was intact and exhibited no external damage beyond a scratch on the side of its housing. The unit was tested utilizing a pressure valve test bench, with the results indicating nominal performance.

Propeller

Both propeller blades remained attached to the hub and flange, which had separated from the crankshaft. The separation point at the flange exhibited a conical 45° shear lip around its entire circumference with serrated, ratchet-like tear features around most of the crown, consistent with rotation at impact. Circumferential crack marks were present on the radial surface of the shaft adjacent to the ratchet marks.

The first blade (labeled blade 'A') exhibited leading edge gouging, chordwise scratches to its front and aft surfaces, and an S-bend along its entire length. The outboard 16-inch-long section was separated, leaving a jagged tear pattern.

The second blade (labeled blade 'B') was intact, exhibited chordwise scoring on its forward side, and was bent about 15° aft 12 inches from the root. A 1-inch section of the tip had separated, leaving chordwise scoring and gouge marks at the area of separation.

No significant damage was observed to the hub, and the unit was disassembled. Per design, oil was present on the front side of the piston, with no signs of oil on or leakage to its aft side. An imprint was present on the preload plate of blade 'B', which corresponded to the bushing of the pitch change knob of blade 'A'. The position of the imprint corresponded to a blade 'A' pitch angle of 17.5°. Hartzell specifications call for a low pitch angle of 14.4 +/- 0.2°, and a high pitch angle of 29 +/-1°.

Medical And Pathological Information

The Washoe County Medical Examiner's Office, Reno, Nevada, performed an autopsy of the pilot; the cause of death was multiple blunt force injuries. No significant natural disease was identified.

The FAA's Bioaeronautical Sciences Research Laboratory performed toxicology testing of specimens from the pilot. The testing identified acetaminophen, hydrocodone and its active metabolite dihydrocodeine, ibuprofen, meprobamate, morphine, nordiazepam, oxazepam, temazepam, and oxymorphone in urine. In addition, 0.04 µg/ml of diazepam, 0.111 µg/ml of its active metabolite, nordiazepam, 0.021 µg/ml of hydrocodone, and 2.243 µg/ml of meprobamate were confirmed in cavity blood.

Acetaminophen is a common analgesic often marketed with the name Tylenol and used in combination with a number of opioids. Ibuprofen is an over-the-counter analgesic often marketed with the names Advil and Motrin.

Hydrocodone is a prescription opioid available as a Schedule II controlled substance, often marketed in combination with acetaminophen as Norco, Lortab, and Vicodin. Its active metabolite, dihydrocodeine, is sold as a separate prescription opioid in other countries as a controlled substance. Hydrocodone carries this warning, "Concomitant use of opioids with benzodiazepines or other central nervous system (CNS) depressants, including alcohol, may result in profound sedation, respiratory depression, coma, and death."

Meprobamate is a prescription anxiolytic medication available as a Schedule IV controlled substance, often marketed with the name Miltown. It carries the warning, "Patients should be warned that meprobamate may impair the mental and/or physical abilities required for performance of potentially hazardous tasks such as driving or operating machinery." It is the active metabolite of carisoprodol, a prescription medication used to treat muscle pain, also a Schedule IV controlled substance, often marketed with the name Soma. It is known to be sedating and carries the warning, "may impair the mental and/or physical abilities required for the performance of potentially hazardous tasks such as driving a motor vehicle or operating machinery. There have been post-marketing reports of motor vehicle accidents associated with the use of carisoprodol. Since the sedative effects of carisoprodol and other central nervous system depressants (e.g., alcohol, benzodiazepines, opioids, tricyclic antidepressants) may be addictive, appropriate caution should be exercised with patients who take more than one of these CNS depressants simultaneously."

Morphine is a separate opioid analgesic available as a Schedule II controlled substance in oral and IV forms; it is also the active metabolite of codeine and heroin. It carries the warning, "like all opioid analgesics, (morphine) should be used with great caution and in reduced dosage in patients who are concurrently receiving other central nervous system depressants including sedatives or hypnotics, general anesthetics, phenothiazines, other tranquilizers and alcohol because respiratory depression, hypotension and profound sedation or coma may result."

Nordiazepam is an active metabolite of diazepam, a benzodiazepine used to treat anxiety, seizures, and muscle spasms. Diazepam is available as a Schedule IV controlled substance and is often marketed with the name Valium. It carries the warning, "Patients should be advised against the simultaneous ingestion of alcohol and other CNS-depressant drugs during diazepam therapy. As is true of most CNS-acting drugs, patients receiving diazepam should be cautioned against engaging in hazardous occupations requiring complete mental alertness, such as operating machinery or driving a motor vehicle." Oxazepam and temazepam are two additional psychoactive metabolites. Each is also marketed as a separate drug, often with the names Serax and Restoril, respectively.

Oxymorphone is another opioid available by prescription as a Schedule II controlled substance, often marketed with the name Opana. It is also a metabolite of oxycodone, another Schedule II opioid, which is often marketed with the name Percocet. It carries the warning, "Concomitant use of opioids with benzodiazepines or other central nervous system (CNS) depressants, including alcohol, may result in profound sedation, respiratory depression, coma, and death."

The metabolism pathways for hydrocodone, morphine, and oxymorphone do not overlap, and as such, the toxicology findings are consistent with the pilot's use of 3 separate opioids.

According to records obtained from the pilot's primary care physician, for the period between 2013 and 2016, the pilot had episodes of back pain including pain radiating down one leg in March 2014. Treatment included opioid medication and steroid injections, and although the condition had resolved by February 2015, it recurred in May 2015. During the appointment with his primary care provider, the pilot specifically asked for "stronger" medications, and he was referred to a pain specialist. His most recent visit to the primary care provider was on December 22, 2015, and his ongoing use of oxycodone (30 mg/day) and carisoprodol (350 mg at bedtime) was documented. That visit was for a foot injury; no later visits were documented.

The pilot had reported having hay fever as well as several previous orthopedic surgeries, a tonsillectomy, gall bladder removal, and gastric bypass surgery, but reported using no medications on his most recent application for an FAA medical certificate.

Tests And Research

Sound Spectrum Study

Audio recordings from the RNO ground and tower control positions were analyzed by a specialist from the NTSB Vehicle Recorders Division to identify frequencies associated with the engine, propeller, turbocharger, and stall warning horn. The audio data consisted of an 8,000-kHz sampled monotrack.

A spectrogram was generated for the pilot's final two transmissions showing the frequency content of the sound and how it changed over time. Examination revealed that the sounds of the engine and propeller were not visible, because the recording did not capture anything below the 150-Hz frequency.

The turbocharger compressor contained 7 blades and the turbine contained 11 blades. According to representatives from Hartzell, the turbocharger shaft speed would have been about 76,900 rpm during the reported takeoff conditions, which equated to a fundamental shaft frequency of 1,282 Hz. The blade passage frequencies of the turbine and compressor were both above the upper limit of the spectrogram.

Analysis of the pilot's transmission just after the tower controller cleared him for takeoff revealed a faint tone increasing from about 2,150 Hz to 2,300 Hz. This was a potential match for the turbocharger shaft second harmonic as the throttle was increased, and corresponded to a turbocharger shaft speed increasing from 64,500 to 69,000 rpm.

One hundred eight seconds later, during a pause in the pilot's speech while he made the last transmission, a tone at about 2,500 Hz was recorded. This was also a potential match for the turbocharger shaft second harmonic, corresponding to a shaft speed of 75,000 rpm.

Electronic Devices

The airplane was equipped with an Appareo Status PRX V2, combination GPS/WAAS (wide area augmentation system) and automatic dependent surveillance-broadcast receiver. The unit contained an internal attitude and heading reference system (AHRS) and was capable of recording GPS position and AHRS information internally on a non-volatile flash memory (NVM) chip at a rate of about 5 data records per second (5 Hz).

The unit was recovered and sent to the NTSB Vehicle Recorders Division. It sustained impact damage, but NVM data was successfully extracted. The extracted data included GPS position and elevation, ground speed, ground track, heading, pitch, roll, and vertical speed.

The data revealed that the airplane taxied onto runway 25 and was aligned on a true heading of 270°. The nose pitched up to 6° as the ground roll began. Twenty-one seconds later, after travelling about 1,700 ft, the ground speed had reached 53 knots, the nose pitched up to 10°, and the vertical speed and altitude began to increase. For the next 26 seconds, a series of pitch oscillations occurred, varying between 3° nose down and 11° nose up. The ground speed remained constant, and the vertical speed varied between +275 and +700 ft per minute (fpm) as the airplane reached an altitude about 150 ft agl.

The nose then pitched up to about 15° as the airplane began a right turn to a heading of 300°. A few seconds later, it reached its highest altitude of 209 ft agl. Over the next 20 seconds, the airplane began a series of slight descents and climbs. It then began to bank to the right, reaching 45° right wing down about 15 seconds later.

The last recorded data, which occurred 1 minute 29 seconds after the takeoff roll began, indicated that the airplane was on a heading of 070°, traveling at a ground speed of 89 knots, in a 41° right bank, with a 64° nose-down attitude. The data revealed that, throughout the flight, the airplane experienced 3 to 9° roll oscillations with periods varying between 0.5 to 1 HZ.

Weight and Balance

The FBO supervisor reported that the pilot initially requested that 5 gallons of fuel be added to each tank but then changed his mind and wanted 7 gallons per tank. The supervisor informed him that the FBO waives the facility fee if 15 gallons of fuel is purchased, so the pilot elected to add 7.5 gallons to each tank. The supervisor then serviced the airplane with the agreed fuel quantity, after which the right tank was full, and the left tank level was within ½ to 1 inch of the filler neck.

According to the most recent aircraft weight and balance report, dated October 30, 2014, the airplane basic empty weight was 1,874.10 lbs, resulting in a total useful load of 1,025.90 lbs (maximum gross weight 2,900 lbs). The center of gravity range was between 78 and 90 inches aft of datum.

At the time of autopsy, the pilot weighed 184 lbs, the bail bondsman located in the front right seat weighed 264 lbs, and the passenger in the rear left seat weighed 278 lbs. A total of 88 lbs of cargo, including bags, engine oil and a stepladder, was recovered from the rear baggage area at the accident site.

Using the passenger and baggage weights, along with an estimated fuel load of 90% capacity (65 gallons), at the time of initial taxi, the airplane would have weighed about 3,078 lbs and its center of gravity would have been 90.36 inches aft of datum. These values were 178 lbs above the airplane's maximum gross weight and 0.36 inch aft of the center of gravity range.

The weight and balance section of the Turbo Arrow III pilot's operating handbook (POH) states the following:

Misloading carries consequences for any aircraft. An overloaded airplane will not take off, climb or cruise as well as a properly loaded one. The heavier the airplane is loaded, the less climb performance it will have.

Center of gravity is a determining factor in flight characteristics. If the C.G. is too far forward in any airplane, it may be difficult to rotate for takeoff or landing. If the C.G. is too far aft, the airplane may rotate prematurely on takeoff or tend to pitch up during climb. Longitudinal stability will be reduced. This can lead to inadvertent stalls and even spins; and spin recovery becomes more difficult as the center of gravity moves aft of the approved limit.

The center of gravity range and weight chart indicated that the moment due to retracting the landing gear is + 819 inch-lbs.

Performance

According to the POH, with flaps set to 25°, the takeoff ground roll distance at maximum gross weight for the field conditions and a 10-knot headwind component would have been about 1,800 ft. The distance required to climb over a 50 ft barrier fell outside of the envelope of the performance chart, and although extrapolation indicated that the distance would have been about 2,700 ft, the POH stated that performance information derived by extrapolation should not be used for flight planning purposes.

Under the same conditions, but with flaps set to 0°, the ground distance would have been 3,250 ft, and 4,100 ft to climb over a 50 ft barrier.

With the flaps set to 0°, the gear-extended climb performance at maximum gross weight would have been 690 fpm, and the gear-retracted climb performance 850 fpm.

The handbook recommended a takeoff speed of 77 knots indicated air speed with 0° flaps, and 64 knots with 25° flaps.

Additional Information

The FBO supervisor stated that the pilot had expressed concern about the airplane's weight and stated to the supervisor that it was his understanding that the arrested passenger weighed 180 lbs. While the pilot was waiting in the lounge area, he was pacing back and forth and seemed anxious. A customer service representative who oversaw the billing for the fuel purchase recounted similar observations and stated that the pilot told her he was concerned that the airplane may be overweight.

The supervisor stated that, when the arrested passenger arrived, she appeared to be calm and in good spirits even though the chains around her waist and feet restricted her movement. He stated that she did appear to be heavier than 180 lbs.

The Nevada-based bail bondsman who delivered the passenger to the FBO stated that, while he was en route to the airport, the pilot called him and requested the weight of the arrested passenger. She replied that she was between 180 and 200 lbs. A short time later, he privately relayed to the pilot and the California-based bail bondsman that the passenger weight was closer to 250 or 260 lbs. The pilot responded that he would use 200 lbs for his weight computations and would anticipate burning off about 3 gallons of fuel during taxi, but if the passenger weighed between 250 and 260 lbs, he would need to remove about 15 gallons of fuel from the airplane.


The Nevada-based bail bondsman stated that, initially, the California-based bail bondsman was going to transport the arrested passenger by car after transferring custody at the California/Nevada border. The California-based bail bondsman and the pilot then decided they could return to California in a more expeditious manner if they all flew back; specifically, the arrested passenger could be returned to the custody of California law enforcement that night rather than the following morning, which was a Monday and tended to be busy.



RENO, Nevada (KGO) -- Investigators from the National Transportation Safety Board are investigating why the Piper PA-28R-201T Turbo Arrow III crashed right after take-off from the Reno-Tahoe International Airport Sunday evening with three people on board.

All three victims have been identified. The pilot was Robert Drescher, a 57-year-old male from Stevenson Ranch in Southern California.

The second was Ed Mumbert, 46, from Santa Cruz. Mumbert was a long-time bail bondsman based in the South Bay. He was bringing back a client he had hunted down who skipped bail. She has been identified as Ronni Hernandez, 34. Her city of residence is unknown.

The Piper PA-28R-201T Turbo Arrow III was bound for San Carlos when it smashed into the airport parking lot.

Mumbert's death was confirmed to ABC7 News by family pastor Dick Bernal of Jubilee Christian Center in San Jose.

"I don't know the pilot, but he was a colleague," said Bernal.

Mumbert worked by himself, but once had an office in San Jose. He was a member of the Jubilee Congregation and would sometimes provide security when pastor Bernal went overseas to potentially dangerous places.

"Ed was always there. Generous, big heart, 400-pound rugby player, great athlete. Everybody loved Ed," he said.

The church now will be planning a memorial service as family members arrive from Idaho and Southern California. T

"You didn't want to run. Ed would find you. He'd find you in Ohio, he'd find you in China. He would find you. If you ran, Ed would find you," said Bernal.

The pilot just became a tenant at the San Carlos airport two weeks ago.

The plane has a lengthy flying history, so it doesn't appear the pilot is new to flying, just new to the airport.

Story and video:   http://abc7news.com

RENO, Nev. (KOLO) - UPDATE: 3:30 pm: The Washoe County Medical Examiners Office has identified the three people killed in Sunday night's plane at the Reno-Tahoe International Airport.

The first victim is Robert Drescher, a 57-year-old male from Stevenson Ranch, CA.

The second victim is Ronni Hernandez, a 34-year-old female, her city of residence is unknown.

The third victim is Ed Mumbert, 46, from Santa Cruz, CA.

UPDATE 2 PM: The family of Ed Mumbert has confirmed that he was one of the three people killed in Sunday night's plane crash at the Reno Tahoe International Airport. The information was released by the family's pastor, Dick Bernal of Jubilee Christian Center in San Jose, to ABC7 News reporter David Louie.

There is still no word on the identities of the other two people killed in the crash.

The National Transportation Safety Board (NTSB) has scheduled a 5pm news conference to discuss the investigation. KOLO 8 News Now will have more on that news conference live on KOLO 8 News Now at 5pm and on www.kolotv.com.

UPDATE 12:15 PM: KOLO 8 News Now has learned from multiple sources that one of the three people killed in Sunday evening's plane crash was a San Francisco area bail bondsman. The names of the victims have not been released, but there are social media posts online paying tribute to the bail bondsman.

Three people were killed Sunday in the crash of a small plane into the long-term parking lot at Reno-Tahoe International Airport. No names have been released.

The plane was headed to San Carlos, California when it encountered some sort of problem shortly after takeoff around 6:15PM September 11, 2016.

The plane was a Piper PA-28R-201T Turbo Arrow III, carrying the pilot and two passengers.

No one was injured in the parking lot, but because it is still an active investigation scene, 75-100 cars will have to remain in the parking lot until the National Transportation Safety Board has concluded the investigation.

The airport will help anyone who owns one of those vehicles with cab rides or parking fare.

The NTSB takes over the investigation Monday morning. The parking garage and rental car areas are open. Cars are not allowed to enter the surface lot.

Airport officials say the investigation won't affect operations, but people should still check with their airlines if they are flying in the morning.

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

















RENO, Nev. (KOLO) - UPDATE: 11:45 PM 


Reno Tahoe International Airport officials have confirmed the crash of a small aircraft into the long-term parking lot, resulting in the death of three people.

The plane was headed to San Carlos, California when it encountered some sort of problem shortly after take off around 6:15 Sunday night.

The plane was a Piper Cherokee which is a small, single engine aircraft.

No one was injured in the parking lot. But because it is still an active investigation scene, about 75-100 cars will have to remain in the parking lot until the NTSB has concluded the investigation.

The airport will help anyone who owns one of those vehicles with cab rides or parking fare.

The NTSB will take over the investigation Monday morning. The parking garage and rental car areas are open. Cars cannot enter the surface lot.

Airport officials say the investigation won't affect operations, but people should still check with their airline if they are flying in the morning.

6:02 PM 

A small plane has crashed in the long-term parking lot at the Reno-Tahoe International Airport.

KOLO 8 News Now reporter Sydnee Scofield can see the wreckage sitting atop a number of cars in the surface lot.

At this time, there does not appear to be any fire at the crash site.

The Reno-Tahoe International Airport tweeted that commercial flights are still landing and taking off as normal.