Wednesday, November 9, 2016

Quad City Challenger II, registered to Juguetes LLC, instructional flight operated under the provisions of Title 14 Code of Federal Regulations Part 91, N327SH: Fatal accident occurred November 09, 2016 in Crescent City, Putnam County, Florida

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Orlando, Florida 

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/N327SH

Location: Crescent City, FL
Accident Number: ERA17FA038
Date & Time: 11/09/2016, 0913 EST
Registration: N327SH
Aircraft: QUAD CITY CHALLENGER
Aircraft Damage: Destroyed
Defining Event: Aircraft structural failure
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Instructional 

On November 9, 2016, at 0913 eastern standard time, an experimental amateur-built Challenger II airplane, N327SH, was destroyed during an in-flight breakup in Crescent City, Florida. The flight instructor and student pilot were fatally injured. The airplane was registered to the Juguetes, LLC, and the instructional flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed near the accident site, and no flight plan was filed for the local flight, which departed Skinners Wholesale Nursery Airport, Crescent City, Florida, about 0815.

According to a friend of the student pilot, the student purchased the airplane about 3 weeks before the accident. He stated that the student had flown with the flight instructor in the accident airplane at least twice. According to the student's wife, the airplane belonged to a company that employed the student, and he had purchased it on behalf of the company.

During the accident flight, the student was seated in the front seat, and flight instructor was seated in the rear seat. The investigation could not determine which pilot was flying the airplane at the time of the accident.

A witness stated that, while outside in his front yard, which was located about 1,000 ft from the accident site, he saw the airplane flying toward him on a southerly heading above the trees on his neighbor's property. He added that he heard the engine noise decrease "as if to idle speed" and then saw the airplane begin to descend "as if it were gliding." A few seconds later, he saw the airplane suddenly pitch up and heard the engine noise become "very loud like full power…as if the airplane were trying to go up." He then heard a loud sound and saw a wing separate from the fuselage. Subsequently, the airplane went straight down into trees. He added that the wing continued moving briefly toward the south and then landed in his front yard, about 30 ft away from him.

Another witness, who was located about 500 ft east of the accident site, stated that he first saw the airplane flying "way above the trees" and that he heard the engine running. He also saw an uninflated parachute trailing behind the airplane as it was descending. He said that he saw no explosion nor fire and that he did not see anything separate from the airplane. 

Student Pilot Information

Certificate: None
Age: 67, Male
Airplane Rating(s): None
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: None
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 12 hours (Total, all aircraft), 12 hours (Total, this make and model)

Flight Instructor Information

Certificate: Flight Instructor; Sport Pilot
Age: 62, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Rear
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): Sport Pilot
Toxicology Performed: Yes
Medical Certification: None
Last FAA Medical Exam: 
Occupational Pilot:
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 343 hours (Total, all aircraft) 

The flight instructor held a sport pilot certificate with an airplane single engine land rating. He also held a flight instructor certificate with a sport pilot rating and an endorsement for airplane single-engine. His flight instructor certificate was renewed on November 16, 2015. According to his logbook, he had 343 hours of total flight experience. Between December 2015 and October 2016, he flew 25 hours in the same make and model airplane as the accident airplane. His logbook records before that time were not found; however, he had owned an airplane of the same make and model as the accident airplane since May 2010.

The student pilot did not have a Federal Aviation Administration (FAA) medical certificate or student pilot certificate. According to his logbook, he had received a total of 12 hours of flight instruction, all of which were logged between March 2015 and April 2016 and all of which were in the same make and model airplane as the accident airplane. According to the student's friend, the student considered flying to be a hobby. He had flown regularly with the flight instructor and received dual instruction; however, he did not intend to earn a pilot certificate.

Aircraft and Owner/Operator Information

Aircraft Make: QUAD CITY
Registration: N327SH
Model/Series: CHALLENGER II
Aircraft Category: Airplane
Year of Manufacture: 2008
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: CH2-0106-2716
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 06/14/2016, Condition
Certified Max Gross Wt.: 960 lbs
Time Since Last Inspection: 18 Hours
Engines: 1 Reciprocating
Airframe Total Time: 142 Hours at time of accident
Engine Manufacturer: ROTAX
ELT: C91A installed, not activated
Engine Model/Series: 503 DCDI
Registered Owner: Juguetes LLC
Rated Power: 52 hp
Operator: Juguetes LLC
Operating Certificate(s) Held: None 

The tandem, two-seat, high-wing airplane was built from a kit manufactured by Quad City Ultralight Aircraft Corporation and was constructed of tubes and fabric. It was powered by a 52-horsepower Rotax 503 dual-carburetor, two-cycle engine, which was equipped with a carbon fiber, two-blade, fixed-pitch propeller in a pusher configuration. The airplane was equipped with a ballistic recovery airframe parachute system. The airplane was issued an operating special airworthiness certificate on September 4, 2008.

According to the airplane's maintenance records, the most recent condition inspection was performed on June 14, 2016, at which time the airplane and engine had accrued 124 flight hours. The airplane had flown about 18 hours since that inspection, and the electronic recording tachometer read 142 hours at the accident site.

The student's friend stated that the airplane had been involved in a "hard landing" about a week before the accident, which resulted in the main landing gear being "splayed out" and a steel cable that ran between the landing gear under the fuselage breaking. The student replaced the cable himself 2 days before the accident. The friend indicated that that the student had previously been an airplane mechanic in the U.S. Navy.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KOMN, 29 ft msl
Distance from Accident Site: 22 Nautical Miles
Observation Time: 0850 EST
Direction from Accident Site: 108°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 7000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 320°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.09 inches Hg
Temperature/Dew Point: 18°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Crescent City, FL (16FD)
Type of Flight Plan Filed: None
Destination: Crescent City, FL (16FD)
Type of Clearance: None
Departure Time: 0815 EST
Type of Airspace: Class G 

A 0850 surface observation weather report from Ormond Beach Municipal, Ormond Beach, Florida, located about 22 nautical miles northwest of the accident site, included wind from 320° at 5 knots, visibility 10 statute miles, broken clouds at 7,000 ft, temperature 18°C, dew point 17°C, and an altimeter setting of 30.09 inches of mercury.

Airport Information

Airport: SKINNERS WHOLESALE NURSERY (16FD)
Runway Surface Type: Grass/turf
Airport Elevation: 20 ft
Runway Surface Condition: Unknown
Runway Used: 9
IFR Approach: None
Runway Length/Width: 3400 ft / 200 ft
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire:  None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 29.408056, -81.514444 

The main wreckage came to rest in a wooded area. The majority of the airplane was severely fragmented, and the major components were found separated from the fuselage and damaged. Portions of the left wing had come to rest in a tree that was about 30ft-tall. The right wing was found largely intact about 1,000 ft south of the main wreckage. Wing fabric fragments and wing strut fairing fragments were strewn throughout a neighborhood south of the right wing's location. The airframe parachute was found opened in the main wreckage, and the expended rocket motor and parachute sleeve were found in a tree about 600 ft southeast of the main wreckage.

All flight control surfaces and major components were present, with the exception of a portion of one wing-attach bracket and a short section of the forward right wing spar. Flight control continuity could not be confirmed due to the extent of impact damage. The two right wing lift struts (forward and aft) were fractured about midspan, and the ends of each lift strut remained attached to the fuselage and the right wing. The two right wing attachment brackets ("Rony" brackets), located on a centerline aluminum square beam at the top of the fuselage (the "root tube"), were fractured and separated from the root tube. A portion of the forward attachment bracket and inboard section of the forward wing spar were not found. The root tube was fractured on all four sides at the aft wing attachment bracket mounting holes. The attachment brackets and root tube sections were examined with microscopes. All the attachment brackets and root tube fracture surfaces were consistent with overload failure and showed no evidence of preexisting damage, cracks, or corrosion.

The engine sustained impact damage, and the two propeller blades were both fracture-separated about 10 inches from the root. The engine was rotated by hand with some binding noted. An accessory pulley was damaged and impinging on the engine case. Both pistons were observed through the intake manifolds and moved as the engine was rotated. The two carburetors remained together as a unit, but the air filter was separated from the engine. One carburetor's float bowl was separated and missing, the main jet housing was fractured, and the jet was missing. The other carburetor's float bowl was removed; the floats were intact, and the bowl was dry. A small amount of liquid consistent with the color of automobile gasoline was present in the inline fuel filter. One spark plug was fractured and could not be removed. The remaining three sparkplugs were removed; all electrodes were intact, and each exhibited tan and black coloration. 

Medical And Pathological Information

The District 23 Medical Examiner's Office, St. Augustine, Florida, conducted autopsies of the flight instructor and student. The cause of death for both was determined to be "multiple blunt force injuries."

The laboratory at FAA Forensic Sciences, Oklahoma City, Oklahoma, conducted forensic toxicology testing on specimens from the flight instructor. The FAA toxicology testing detected 0.138 (µg/ml, µg/g) hydrocodone in liver and 0.026 (µg/ml, µg/g) of its active metabolite dihydrocodeine in liver, 0.034 (µg/ml, µg/g) hydrocodone in muscle, and metoprolol in liver and muscle. NMS Labs, Willow Grove, Pennsylvania, also conducted toxicology testing on specimens from the flight instructor. The testing detected 190 (ng/g) hydrocodone in liver. Hydrocodone is an opioid prescribed as a Schedule II controlled substance. It is considered impairing and has psychomotor, sedative, and judgement effects. There is no direct way to convert postmortem liver levels of hydrocodone into premortem levels. Regular users of hydrocodone can develop significant tolerance to the impairing effects; therefore, the amount of it found in the blood cannot lead to a determination of the degree of impairment. Metoprolol is a blood pressure medication that is not considered impairing.

FAA and NMS Labs also conducted forensic toxicology testing on specimens from the student pilot. The FAA toxicology testing detected atorvastatin in liver but not in muscle, metoprolol in liver and muscle, telmisartan in liver, n-propanol in muscle, and ethanol in muscle (42 mg/dl). No ethanol was detected in liver. The NMS testing was negative for tested compounds.

Atorvastatin is a cholesterol-lowering agent, and telmisartan is a blood pressure medication; neither of which is considered impairing. Ethanol is an intoxicant, which, after absorption, is uniformly distributed throughout all tissue and body fluids. A small amount of ethanol can be produced in postmortem tissue by microbial action, often in conjunction other alcohols, including n-propanol.

Tests And Research

A handheld GPS unit, was forwarded to the NTSB laboratory, Washington, DC, for further examination. Data were recovered from the unit, however the most recent flight recorded occurred on October 20, 2016, and none of the accident flight was captured. The unit stored GPS parameters for flights dating back to May, 2010. Of all the flights recorded, the highest groundspeed (75 mph) was recorded during the last flight stored on the unit, on October 20, 2016. The airspeed indicator in the instrument panel was labeled with a mark for Vne (never exceed speed) at 80 mph, and Va (maneuvering speed) at 70 mph. The kit manufacturer's design Vne speed is 100 mph.

Additional Information

Similar Accidents

A review of the National Transportation Safety Board aviation accident database revealed four other Quad City Challenger II accidents involving in-flight wing attachment bracket failures that led to in-flight wing separations (MIA04LA068, WPR09LA453, SEA07LA155, and CEN11LA050). Three of these accidents were fatal. In the nonfatal accident, the pilot successfully deployed a ballistic parachute and was not injured.

Two of the accidents involved overload failures of wing attachment bracket(s): one of which occurred during an abrupt pitch-up maneuver after a dive/descent, and the other of which occurred after a section of fabric had separated from the wing, which caused a high drag load on the wing. In the third accident, a lift strut attachment bracket (same material and shape as the wing attachment bracket, but slightly smaller in size) likely failed due to overtightening and/or use of an incorrect bolt. The fourth accident involved the separation of a wing attachment bracket for undetermined reasons.

Joe "Tony" Fyock 
1954 - 2016

Joe "Tony" Fyock of Orange City passed away unexpectedly on Wednesday, November 9th 2016 at age 62. He was born on June 4, 1954 in Springfield, TN to Don and Betty Fyock. He was the loving husband to Tanis Fyock and exceptional brother to Lou Fyock and Debbie Bisbe, and (brother-in-law) Gary Bisbe. Tony was a devoted father to one son, Anthony Fyock - (daughter-in-law) Michelle Marks and one daughter Merik Mcdonnell (son-in-law) Matthew Mcdonnell. He was a admirable Grandpa/Baba to Vincent Fyock, Christopher Mcdonnell and Gregory Mcdonnell. He had a deep passion for his family, karate and flying. 
Thomas E. “Tom” Stevens, 67, of Crescent City, Florida, passed away November 9th, 2016.

NTSB Identification: ERA17FA038
14 CFR Part 91: General Aviation
Accident occurred Wednesday, November 09, 2016 in Crescent City, FL
Aircraft: HARMAN STEVE CHALLENGER-II, registration: N327SH
Injuries: 2 Fatal.

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

On November 9, 2016, at 0913 eastern standard time, an experimental amateur-built Challenger-II, N327SH, was destroyed during an in-flight breakup in Crescent City, Florida. The flight instructor and student pilot/owner were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local instructional flight, which departed Skinners Wholesale Nursery Airport (16FD), Crescent City, Florida, about 0815. The airplane was privately owned and operated, and the flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

A witness stated that while outside in his front yard, he observed the airplane flying towards him on a southerly heading, above the trees on his neighbor's property. The engine noise decreased to what sounded like idle, and the airplane began to descend, "as if it were gliding." A few seconds later, the airplane pitched up sharply, and the engine noise became much louder, "as if it were trying to go up." He then heard a loud sound, and observed a wing separate from the fuselage. The fuselage then turned and went straight down into the woods below, which was about 1,000 feet north of the witness's location. The wing continued in the air briefly toward the south. The witness stopped looking for a moment and moved toward some shelter. When he looked up, the [right] wing was in his front yard next to his house, about 30 feet away from him.

Another witness who was located outside in the woods, about 500 feet east of the accident site, first observed the airplane flying overhead, "way above the trees," with the engine running. He then noticed that a parachute was trailing behind the airplane, uninflated, as it descended into the trees and impacted the ground. He said there was no explosion, no fire, and he did not see anything fall from the airplane.

According to a friend, the owner purchased the airplane about 3 weeks prior to the accident. He had flown with the flight instructor in the accident airplane at least twice. He considered flying to be a hobby; he had flown regularly with the flight instructor and received dual instruction; however, he did not intend to earn a pilot certificate.

The friend stated that about 1 week before the accident, the owner and the flight instructor experienced a "very hard" landing, after which, the main landing gear were "splayed out." A steel cable that ran between the landing gear under the fuselage, had broken. The owner had purchased a replacement cable and performed the repair himself 2 days prior to the accident. The friend indicated that that the owner had previously been an airplane mechanic in the U.S. Navy.

The main wreckage came to rest in a wooded area in the vicinity of 29.408056 degrees north latitude, 81.514444 degrees west longitude. The majority of the airplane was severely fragmented with the major components found separated from the fuselage and damaged. Portions of the left wing came to rest in a tree about 30 feet high. The right wing was found largely intact about 1,000 feet south of the main wreckage. Wing fabric fragments and wing strut fairing fragments were strewn throughout a neighborhood south of the right wing location. The airframe parachute was found opened and with the main wreckage, the expended rocket motor and parachute sleeve were found in a tree about 600 feet southeast of the main wreckage.

The airplane was recovered to a salvage facility for further examination. All major components and flight control surfaces were identified. Flight control continuity could not be confirmed due to the extent of the impact damage. The two right wing struts (forward and aft) were fractured about mid-span, the ends of each remained attached to the fuselage and the right wing. The two right wing attach brackets, located on a centerline aluminum square beam at the top of the fuselage, were fractured and separated from the beam. A portion of the forward bracket was not found. The beam was fractured at the aft bracket location.

The two cylinder, two-stroke engine sustained impact damage and the two propeller blades were both fracture separated about 10 inches from the root. The engine was rotated by hand with some binding. An accessory pulley was damaged and impinging on the engine case. Both pistons moved as the engine was rotated, as observed through the intake manifolds. The two carburetors remained together as a unit with the air filter, separated from the engine. One carburetor's float bowl was separated and missing and the main jet housing was fractured with the jet missing. The other carburetor's bowl was removed; the floats were intact and the bowl was dry. A small amount of liquid consistent with the color of automobile gasoline was present in the inline fuel filter. One spark plug was fractured and could not be removed. The remaining three sparkplugs were removed; all electrodes were intact, and each exhibited tan and black coloration.

According to the airplane's maintenance records, the most recent condition inspection was performed on June 14, 2016, at which time the airplane had accrued a total of 124 flight hours. The airplane had flown about 18 hours since that inspection.

Remnants from the right wing, its attachment fittings, a portion of the square centerline beam, and a recovered damaged circuit card from a handheld GPS unit, were forwarded to the NTSB laboratory, Washington, DC, for further examination.












CRESCENT CITY, Fla. - Two men were killed Wednesday morning when a small plane crashed in a remote area south of , according to the Putnam County Sheriff's Office.

The crash was reported just before 9:30 a.m. on the property of a fern farm near U.S. 17 and Smiley Store Road.

Florida Highway Patrol troopers have identified the men as Thomas E. Stevens, 67, of Crescent City and Joe Anthony Fyock of Orange City.

People who knew Stevens said he was taking off from his farm about a mile away from the crash site when they heard a loud explosion and came running. They said he was taking a joyride in the plane, which was an ultralight experimental aircraft.

According to the FHP report, "for reasons still under investigation, the aircraft quickly lost altitude and struck the trees and ground below."

Stevens was flying the plane and Fyock was his passenger.

The FHP is leading the investigation. 

"We are getting some information with witnesses and local residents about what possibly happened with this, so we're taking all that information and seeing if we can figure out what happened in this terrible tragedy," FHP Master Sgt. Dylan Bryan said.

The Federal Aviation Administration and the National Transportation Safety Board have been notified and will be investigating.

Source:   http://www.news4jax.com

Beech 36 Bonanza, N3089A: Accident occurred November 09, 2016 near Flagler Executive Airport (KFIN), Palm Coast, Florida

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Orlando, Florida
Textron Aviation; Wichita, Kansas 
Continental Motors; Mobile, Alabama 

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/N3089A

Location: Ormond Beach, FL
Accident Number: ERA17LA041
Date & Time: 11/09/2016, 1330 EST
Registration: N3089A
Aircraft: BEECH 36
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 2 Serious
Flight Conducted Under:  Part 91: General Aviation - Personal 

On November 9, 2016, about 1330 eastern standard time, a Beech 36, N3089A, was substantially damaged shortly after takeoff from Flagler Executive Airport (FIN), Palm Coast, Florida, when it impacted wooded terrain in Ormond Beach, Florida. The private pilot and the pilot-rated passenger were seriously injured. The airplane was registered to a private company and operated by the private pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions existed at the time of the accident and no flight plan was filed. The flight was destined for Deland Municipal Airport (DED), Deland, Florida.

The pilot stated that he and his passenger, who was also a pilot, departed FIN for the 15-minute flight to DED, to get lunch and visit a local store. He said that he leveled off at an altitude of 2,000 ft mean sea level (msl), with the flaps and landing gear retracted, and trimmed the airplane for level flight. The autopilot was not engaged. The pilot said the airplane then "suddenly" rolled to the right and he was unable to stop the roll with opposite aileron. The airplane continued to roll inverted and the pilot-rated passenger took control of the airplane. The pilot-rated passenger shut off the engine (to avoid a fire if they crash landed) and pressed full left rudder to bring the airplane back to level flight; however, the airplane was "sliding to the right" in a descent. The pilot-rated passenger slowed the airplane and flared into a stand of trees. The pilot recalled the wings striking the trees and "bouncing around like a ping pong ball" before coming to rest. There was no post-impact fire. The pilot could use his cell phone and called 911.

The pilot stated that has no idea what caused the airplane to suddenly roll and assumed a flight control cable "snapped." He did not hear anything unusual prior to the upset that would have been consistent with something breaking. The pilot said the rudder and elevator controls remained functional, but the ailerons were unresponsive. The pilot recalled looking at the ailerons when he moved the control wheel, and they did not move.

The pilot-rated passenger, who was also an certificated airframe and powerplant mechanic, stated that he and the pilot were flying to DED to pick up a vacuum pump. The weather was clear skies and light wind. He said that about 3 to 4 minutes into the flight, when the airplane was level at 2,000 ft msl, the airplane began to roll to the right. When the airplane reached a 90° bank, the pilot "threw his hands in the air" and the pilot-rated passenger took control of the airplane. He said the airplane continued to roll despite applying full left aileron. The airplane rolled inverted and entered a dive. The pilot rated passenger described the roll as "pretty abrupt" and from the time the roll began until the airplane was inverted was about "two seconds. "He said he closed the throttle to slow the airplane down and told the pilot to turn off the master switch. The pilot-rated passenger said he still had use of the elevator and could get the airplane back to level flight, but the airplane had descended to 300 ft. He then pulled the mixture to shut off the engine about 30 seconds before the airplane collided with the trees.

The pilot-rated passenger said they were not trying to perform any aerobatic maneuvers and felt the airplane rolled due to a broken aileron cable. He said that he was wearing noise-canceling headsets and did not hear anything snap or break prior to the airplane rolling.

A postaccident examination of the airplane wreckage was conducted under the supervision of the National Transportation Safety Board. The examination revealed the airplane first struck a 30- to 40-foot-tall palm tree with its right wing and then struck a second tree with the right wing as it descended. A 9-foot-long section of the right wing separated from the airplane and was found at the base of the second tree. The airplane then impacted the ground about 125 ft from the first tree impact and came to rest inverted up against a third tree. The engine and the propeller both separated from the airframe and were found forward of the main wreckage.

Further examination of the separated section of the right wing revealed two semi-circular leading-edge impact marks. Imbedded in the marks were remnants of tree bark. One impact mark was about 3 ft from the wing tip and the other was about 7 ft from the tip.

The left wing remained partially attached to the airframe by control cables and exhibited leading edge impact damage.

The right horizontal stabilizer separated from the fuselage. The stabilizer exhibited brown scuff marks on the bottom side about mid span and was buckled in half toward the bottom side. The left horizontal stabilizer remained partially attached to the fuselage.

The vertical stabilizer separated from the fuselage. It exhibited a downward semi-circle diagonal indention on the right side starting at the leading edge about 10-inches from the base to the rudder. The vertical stabilizer and rudder were buckled toward the right side in line with the diagonal indention.

Flight control cable continuity was confirmed from the flight control surfaces to the cockpit input controls for the rudder, elevator, and aileron.

The right aileron UP flight control cable was separated at the turnbuckle which was located inside the cabin and the aileron balance control cable was separated in the right wing. The separated turnbuckle and a section of the aileron balance control cable were sent to the National Transportation Safety Board's Metallurgical Laboratory for further examination. Examination of the separated cable ends revealed they were both separated due to overstress.

With no electrical power on the aileron servo, the capstan rotated freely. Examination of the right wing revealed skin and wing rib tearing around the aileron balance flight control cable from the wing walk area (~wing rib 45.00) outboard to the wing separation. The wing ribs lightening holes for the right wing UP flight control cable at wing ribs: 45.00, 66.00, and 80.047 outboard to the wing separation exhibited tearing and skin protrusion in an outboard direction.

Examination of the engine revealed no pre-mishap anomalies that would have precluded normal operation.

The pilot held a private pilot certificate with a rating for airplane single-engine land. His last Federal Aviation Administration (FAA) third-class medical certificate was issued on March 6, 2015. He reported a total flight experience of 420 hours.

The pilot-rated passenger held a private pilot certificate with ratings for airplane single-engine land, airplane single-engine sea, and multiengine airplane. His last FAA second-class medical was issued on January 8, 2015. At that time, he reported a total of 2,500 flight hours.

The pilot-rated passenger also completed the airplane's last annual inspection on April 21, 2016. At that time, the airplane had accrued a total of 5,886.0 hours. He said that at the time he inspected the airplane, the flight control system was in "good condition." The airplane had flown about 23 hours since the annual inspection.

Weather reported at Ormond Beach Municipal Airport (OMN), Ormond Beach, Florida, about 5 miles southeast of the accident site, was wind from 030 degrees at 5 knots, visibility 10 miles, scattered clouds at 3,200 ft, overcast clouds at 7,000 ft, temperature 22° C, dew point 17° C, and a barometric altimeter setting of 30.02 inches Hg.

Pilot Information

Certificate: Private
Age: 50, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 03/06/2015
Occupational Pilot:
Last Flight Review or Equivalent:
Flight Time: 420 hours (Total, all aircraft)

Pilot-Rated Passenger Information

Certificate: Private
Age: 36, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 01/08/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  2500 hours (Total, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N3089A
Model/Series: 36 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1969
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: E-182
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 04/21/2016, Annual
Certified Max Gross Wt.: 3651 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 5886 Hours as of last inspection
Engine Manufacturer: Continental Motors
ELT: Installed, activated, aided in locating accident
Engine Model/Series: IO-520-BA6B
Registered Owner: On file
Rated Power: 220 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KOMN, 29 ft msl
Distance from Accident Site: 5 Nautical Miles
Observation Time: 1350 EST
Direction from Accident Site: 168°
Lowest Cloud Condition: Scattered / 3200 ft agl
Visibility:  10 Miles
Lowest Ceiling: Overcast / 7000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 30°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.02 inches Hg
Temperature/Dew Point: 22°C / 17°C
Precipitation and Obscuration:
Departure Point: Palm Coast, FL (FIN)
Type of Flight Plan Filed: None
Destination: Deland, FL (DED)
Type of Clearance: None
Departure Time: 1320 EST
Type of Airspace: Unknown

Wreckage and Impact Information

Crew Injuries: 2 Serious
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Serious

Latitude, Longitude: 29.345000, -81.131389 (est)

NTSB Identification: ERA17LA041
14 CFR Part 91: General Aviation
Accident occurred Wednesday, November 09, 2016 in Ormond Beach, FL
Aircraft: BEECH 36, registration: N3089A
Injuries: 2 Serious.

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 November 9, 2016, about 1330 eastern standard time, a Beech 36 single-engine airplane, N3089A, was substantially damaged shortly after takeoff from Flagler Executive Airport (FIN), Palm Coast, Florida. The private pilot and the pilot-rated passenger were seriously injured. The airplane was registered to a private company and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions existed at the time of the accident and no flight plan was filed. The flight was destined for Deland Municipal Airport (DED), Deland, Florida.

According to law enforcement personnel, the pilot stated that he thought a flight control cable had failed, which resulted in an uncontrolled descent into wooded terrain.

The airplane wreckage was retained for further examination.

The pilot held a private pilot certificate with a rating for airplane single-engine land. His last Federal Aviation Administration third-class medical certificate was issued on March 6, 2015. At that time, he reported a total flight experience of 370 hours.


Weather reported at Ormond Beach Municipal Airport (OMN), Ormond Beach, Florida, about 5 miles southeast of the accident site, was wind from 030 degrees at 5 knots, visibility 10 miles, scattered clouds at 3,200 feet, overcast clouds at 7,000 feet, temperature 22 degrees C, dew point 17 degrees C, and a barometric altimeter setting of 30.02 inches Hg.















FLAGLER COUNTY, Fla. - Flagler County Fire Rescue was at the scene Wednesday of a small plane crash on the western outskirts of Plantation Bay.

The plane was a 1969 Beechcraft Bonanza 36, officials said.

Two men had taken off from the Flagler County Executive Airport and were on the way to DeLand when the crash happened. 

The pilot of the plane called the Flagler County Sheriff’s Office and dispatchers were able to use his phone’s GPS coordinates to guide first-responders to the scene. 

An initial call came at 1:28 p.m. from someone playing golf at Plantation Bay who said she saw the plane go down.

"One patient has multiple broken bones, and we have not been able to assess the injuries of the second patient," Flagler County Fire Rescue Chief Don Petito said.

One of the men had to be cut out of the plane, while the other was thrown into the woods, officials said.


 “The second patient was still trapped inside the plane and crews had to extricate that second patient from the airplane and then extricate him out of the woods,” said Petito.


Joel Fallon and Josh Rosa both of Palm Coast, were pulled out of the plane’s wreckage and flown by helicopter to Halifax Health Medical Center in Daytona Beach with serious injuries.


Investigators from the Federal Aviation Administration and National Transportation Safety Board have been notified and will be investigating.


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


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

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

NTSB Identification: ATL00LA013
The docket is stored in the Docket Management System (DMS). Please contact Records Management Division
Accident occurred Saturday, November 13, 1999 in DAYTONA BEACH, FL
Probable Cause Approval Date: 12/04/2000
Aircraft: Beech BE36, registration: N3089A
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 flight was en route to Ormond Beach, Florida, when he reported a main landing gear indication problem. The pilot diverted to Daytona Beach Airport for a precautionary landing. During a visual check of the landing gear by the emergency vehicle operators, it was reported that the landing gear appeared to have been down. The pilot also reported that throughout the entire sequence of events, the landing gear indicator lights' intensity continued to vary from light to dim conditions. The pilot said he made a soft field landing on runway 7 and held the nose wheel off the runway. When the nose wheel touched the pavement, the main gear, and the nose gear collapsed. The examination of the landing gear system failed to disclose a mechanical malfunction or a component failure.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The collapse of the main landing gear for undetermined reasons.

On November 13, 1999, at 2112 eastern standard time, a Beech BE36, N3089A, experienced a right and left main gear and nose gear collapse on landing rollout at Daytona Beach Airport, in Daytona Beach, Florida. The personal flight was operated by the commercial pilot under the provisions of Title 14 CFR Part 91, and instrument flight rules. Visual meteorological conditions prevailed at the time of the accident and an instrument flight plan was filed. The airplane sustained substantial damage and the pilot and passenger were not injured. The flight departed Tallahassee, Florida, at 1915. 

According to the FAA, the pilot was en route to Ormond Beach, Florida, when he reported a main landing gear indication problem. The pilot diverted to Daytona Beach Airport for a precautionary landing. During a visual check of the landing gear by the emergency vehicles operators, it was reported that the landing gear appeared to have been down. Throughout the entire sequence of events, the pilot reported that the landing gear indicator lights' intensity continued to vary from bright to dim. The pilot said he made a soft field landing on runway 7L and held the nose wheel off the runway. When the nose wheel touched down on the runway pavement, the main gear and the nose gear collapsed.

Examination of the wreckage revealed damage to the propeller, gear doors, and the left and right wing inboard ribs. A post-accident examination of the airplane and the landing gear system was conducted. The examination of the landing gear system failed to disclose a mechanical malfunction or a component failure.

Cessna 172S, N2272C: Accident occurred November 08, 2016 at Sarasota–Bradenton International Airport (KSRQ), Sarasota, Florida

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Tampa, Florida

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 

Registered Owner: Blanco Leasing Inc. 
Operator: Cirrus Aviation Inc. 

http://registry.faa.gov/N2272C

NTSB Identification: GAA17CA065
14 CFR Part 91: General Aviation
Accident occurred Tuesday, November 08, 2016 in Sarasota, FL
Probable Cause Approval Date: 07/05/2017
Aircraft: CESSNA 172, registration: N2272C
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 student pilot reported that, during his third solo flight, he “had a hard landing.” He added that he aborted the landing, landed again, and taxied to the ramp without further incident. After shutting the airplane down, he noticed that the propeller and nose landing gear were damaged.

The airplane sustained substantial damage to the firewall.

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 hard landing.

Cessna 172N Skyhawk, JLS II LLC, N737MY: Accident occurred November 08, 2016 at Soldier Bar USFS Airport (85U), McCall, Valley County, Idaho

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

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


JLS II LLC: http://registry.faa.gov/N737MY

FAA Flight Standards District Office: FAA Boise FSDO-11


NTSB Identification: GAA17CA076
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Tuesday, November 08, 2016 in Salmon, ID
Probable Cause Approval Date: 01/18/2017
Aircraft: CESSNA 172, registration: N737MY
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 takeoff on a dirt runway he rotated the airplane and as it "went through a dip in the airstrip" he felt a "thump" [tail strike]. The pilot further reported that the airplane became airborne and he continued the flight uneventfully.

During a postflight inspection, it was revealed that the airplane sustained substantial damage to the bulkhead and lower skin of the tail cone.

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

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The airplane's encounter with a depression in a dirt runway during takeoff, which resulted in a tail strike.

Piper PA-24-250 Comanche, N7682P: Accident occurred November 08, 2016 at Houlton International Airport (KHUL), Aroostook County, Maine

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

Analysis 

The private pilot had recently purchased the airplane; he and a flight instructor were conducting a local familiarization flight. After about 1 hour of flying with the left inboard fuel tank selected, he returned to the airport traffic pattern and performed two additional takeoffs. While on the left downwind leg of the traffic pattern, the engine experienced a total loss of power. The pilot checked that the fuel pump was on while the flight instructor attempted to determine why the engine lost power. The flight instructor then took control of the airplane and turned toward the runway. The airplane contacted the tops of some trees and landed on uneven terrain covered with tall grass and brush about 500 ft short of the runway, which resulted in substantial damage to the firewall, fuselage, and wings. Before exiting the airplane, the pilot moved the fuel selector to the "off" position.

A Federal Aviation Administration inspector examined the wreckage and found that the left inboard fuel tank was absent of fuel, while the right inboard fuel tank was full. The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. When asked how the accident could have been prevented, the pilot stated, "switched to the other fuel tank."

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: 

A total loss of engine power due to fuel starvation, which resulted from the pilot's mismanagement of the available fuel.

Findings

Aircraft
Fuel selector/shutoff valve - Not used/operated (Cause)
Fuel - Fluid level (Cause)
Fuel - Fluid management (Cause)

Personnel issues
Use of equip/system - Pilot (Cause)

Environmental issues
Terrain - Contributed to outcome

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Portland, Maine

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/N7682P

Location: Houlton, ME
Accident Number: ERA17CA039
Date & Time: 11/08/2016, 1610 EST
Registration: N7682P
Aircraft: PIPER PA 24-250
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

The private pilot had recently purchased the airplane; he and a flight instructor were conducting a local familiarization flight. After about one hour of flying with the left inboard fuel tank selected, he returned to the airport traffic pattern and performed two additional takeoffs. While on the left downwind leg of the traffic pattern, the engine experienced a total loss of power. The pilot checked that the fuel pump was on while the flight instructor attempted to determine why the engine lost power. The flight instructor then took control of the airplane and turned towards the runway. The airplane contacted the tops of some trees and landed on uneven terrain covered with tall grass and brush about 500 feet short of the runway, resulting in substantial damage to the firewall, fuselage, and wings. Before exiting the airplane, the pilot moved the fuel selector to the off position. A Federal Aviation Administration inspector examined the wreckage and found that the left inboard fuel tank was absent of fuel, while the right inboard fuel tank was full. The pilot reported no preimpact mechanical malfunctions or failures with the airplane that would have precluded normal operation. When asked how the accident could have been prevented, the pilot stated, "switched to the other fuel tank." 

Pilot Information

Certificate: Private
Age: 57, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 09/28/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 312 hours (Total, all aircraft), 1 hours (Total, this make and model), 265 hours (Pilot In Command, all aircraft), 9.8 hours (Last 90 days, all aircraft), 4.3 hours (Last 30 days, all aircraft)
  
Flight Instructor Information

Certificate: Flight Instructor
Age: 89, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied:  Right
Other Aircraft Rating(s): 
Restraint Used: Lap Only
Instrument Rating(s): 
Second Pilot Present: Yes
Instructor Rating(s): Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2
Last FAA Medical Exam: 
Occupational Pilot: No
Last Flight Review or Equivalent: 
Flight Time: 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: PIPER
Registration: N7682P
Model/Series: PA 24-250 250
Aircraft Category: Airplane
Year of Manufacture: 1961
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 24-2891
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 06/17/2016, Annual
Certified Max Gross Wt.: 2899 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 5617.4 Hours as of last inspection
Engine Manufacturer: LYCOMING
ELT: C91  installed, not activated
Engine Model/Series: O-540 SERIES
Registered Owner: On file
Rated Power: 250 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light:  Day
Observation Facility, Elevation: HUL, 489 ft msl
Observation Time: 2053 UTC
Distance from Accident Site: 1 Nautical Miles
Direction from Accident Site: 
Lowest Cloud Condition: Clear
Temperature/Dew Point: 12°C / 6°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 3 knots, 200°
Visibility (RVR): 
Altimeter Setting: 29.91 inches Hg
Visibility (RVV): 
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Houlton, ME (HUL)
Type of Flight Plan Filed: None
Destination: Houlton, ME (HUL)
Type of Clearance: None
Departure Time: 1500 EST
Type of Airspace: Class G

Airport Information

Airport: HOULTON INTL (HUL)
Runway Surface Type: Asphalt
Airport Elevation: 489 ft
Runway Surface Condition: Dry
Runway Used: 05
IFR Approach: None
Runway Length/Width: 5015 ft / 100 ft
VFR Approach/Landing: Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude:  46.115278, -67.800833 (est)