Saturday, November 12, 2016

Cessna P210N Pressurized Centurion , N44C: Accident occurred November 12, 2016 near Pleasanton Municipal Airport (KPEZ), Atascosa County, Texas

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas

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

http://registry.faa.gov/N44C

NTSB Identification: CEN17LA039
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 12, 2016 in Pleasanton, TX
Probable Cause Approval Date: 07/20/2017
Aircraft: CESSNA P210N, registration: N44C
Injuries: 1 Serious, 1 Minor.

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 commercial pilot reported that, about 20 minutes into the cross-country flight, the engine suddenly experienced a partial loss of power. The pilot attempted to restore engine power but was not successful. During the subsequent forced landing to a road, the airplane struck a car, resulting in substantial damage to the fuselage and both wings. Examination of the airplane revealed that the hardware that attached the throttle linkage to the engine was not present. Given that the airplane had flown for only a few hours following recent maintenance, it is likely that maintenance personnel did not properly secure the throttle linkage hardware during that maintenance. No other anomalies were noted that would have precluded normal operations.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
Maintenance personnel's improper installation of the throttle linkage attachment hardware, which resulted in a partial loss of engine power when the hardware separated in flight.

On November 12, 2016, about 1800 central standard time, a Cessna P210N airplane, N44C, was substantially damaged during the forced landing to a road, one mile from the Pleasanton Municipal Airport (PEZ), Pleasanton, Texas. The commercial pilot sustained serious injuries and the passenger sustained minor injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no Federal Aviation Administration (FAA) flight plan had been filed for the flight. The flight departed South Texas Regional Airport at Hondo (HDO) Hondo, Texas, about 1740, and was en route to Mustang Beach Airport (RAS) Port Aransas, Texas. 

According to the pilot, he moved the engine throttle control in 1/8 inch and experienced a partial loss of power. The pilot turned the airplane towards PEZ and went through the emergency checklist during which additional power was lost. In a subsequent conversation, the pilot stated that the engine continued to run without hesitation or roughness; as if it was at idle power. When it was apparent that he was not going to make it to the airport he prepared for a forced landing on the airport road. During the forced landing, the airplane struck a car. There were no ground injuries.

According to the FAA inspector who responded to the accident, the fuselage and both wings were substantially damaged. A post accident examination of the airplane revealed that the hardware that attached the throttle valve lever to the throttle cable rod-end was not present. The hardware was not found at the accident site. The assembly hardware would include a washer, bolt, castellated nut, and cotter pin. No other anomalies were noted that would have precluded normal operations.

According to copies of maintenance records provided by the pilot, an annual inspection was completed on the engine and airframe on June 9, 2016. On September 26, 2016, an overhauled starter adapter was installed. During this maintenance, it would have been necessary for a mechanic to remove the throttle body and linkages to access the starter adapter. Investigators were not able to speak with the maintenance personnel who performed the maintenance.




NTSB Identification: CEN17LA039
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 12, 2016 in Pleasanton, TX
Aircraft: CESSNA P210, registration: N44C
Injuries: 1 Serious, 1 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 November 12, 2016, about 1752 central standard time, a Cessna P210N airplane, N44C, was substantially damaged during the forced landing to a road, one mile from the Pleasanton Municipal Airport (PEZ), Pleasanton, Texas. The commercial pilot sustained serious injury and the passenger was not injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no Federal Aviation Administration (FAA) flight plan had been filed for the flight. The point of departure and the intended destination are unknown at this time.

According to the FAA inspector who responded to the accident, the pilot reported that he was at 3,200 feet and adjusted the throttle. Manifold pressure was lost and the pilot went through the emergency checklist and prepared for a forced landing on highway 97. After seeing the traffic, the pilot changed course for the airport road. During the forced landing the airplane struck a car. There were no ground injuries. The fuselage and both wings were substantially damaged during the forced landing.

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas

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


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

http://registry.faa.gov/N44C

NTSB Identification: CEN17LA039
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 12, 2016 in Pleasanton, TX
Aircraft: CESSNA P210N, registration: N44C
Injuries: 1 Serious, 1 Minor.

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 12, 2016, about 1800 central standard time, a Cessna P210N airplane, N44C, was substantially damaged during the forced landing to a road, one mile from the Pleasanton Municipal Airport (PEZ), Pleasanton, Texas. The commercial pilot sustained serious injuries and the passenger sustained minor injuries. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no Federal Aviation Administration (FAA) flight plan had been filed for the flight. The flight departed South Texas Regional Airport at Hondo (HDO) Hondo, Texas, about 1740, and was en route to Mustang Beach Airport (RAS) Port Aransas, Texas.

According to the pilot, he moved the engine throttle control in 1/8 inch and experienced a partial loss of power. The pilot turned the airplane towards PEZ and went through the emergency checklist during which additional power was lost. In a subsequent conversation, the pilot stated that the engine continued to run without hesitation or roughness; as if it was at idle power. When it was apparent that he was not going to make it to the airport he prepared for a forced landing on the airport road. During the forced landing, the airplane struck a car. There were no ground injuries.

According to the FAA inspector who responded to the accident, the fuselage and both wings were substantially damaged. A post accident examination of the airplane revealed that the hardware that attached the throttle valve lever to the throttle cable rod-end was not present. The hardware was not found at the accident site. The assembly hardware would include a washer, bolt, castellated nut, and cotter pin. No other anomalies were noted that would have precluded normal operations.

According to copies of maintenance records provided by the pilot, an annual inspection was completed on the engine and airframe on June 9, 2016. On September 26, 2016, an overhauled starter adapter was installed. During this maintenance, it would have been necessary for a mechanic to remove the throttle body and linkages to access the starter adapter. Investigators were not able to speak with the maintenance personnel who performed the maintenance.

NTSB Identification: CEN17LA039
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 12, 2016 in Pleasanton, TX
Aircraft: CESSNA P210, registration: N44C
Injuries: 1 Serious, 1 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 November 12, 2016, about 1752 central standard time, a Cessna P210N airplane, N44C, was substantially damaged during the forced landing to a road, one mile from the Pleasanton Municipal Airport (PEZ), Pleasanton, Texas. The commercial pilot sustained serious injury and the passenger was not injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no Federal Aviation Administration (FAA) flight plan had been filed for the flight. The point of departure and the intended destination are unknown at this time.

According to the FAA inspector who responded to the accident, the pilot reported that he was at 3,200 feet and adjusted the throttle. Manifold pressure was lost and the pilot went through the emergency checklist and prepared for a forced landing on highway 97. After seeing the traffic, the pilot changed course for the airport road. During the forced landing the airplane struck a car. There were no ground injuries. The fuselage and both wings were substantially damaged during the forced landing.




PLEASANTON — The pilot of a single engine Cessna plane traveling from Hondo to Corpus Christi made an emergency landing near a Pleasanton airport Saturday after the plane's engine failed.

The pilot, who has not yet been identified, attempted to to maneuver the plane back in the direction of its departure and land at the Pleasanton airport, however, the plane descended too quickly, forcing the pilot to land on Airport Road, less than one mile from the Pleasanton airport, DPS spokesperson Deon Cockrell said.

While trying to land the plane, the plane struck the roof of an SUV.

The pilot was taken to South Texas Regional Hospital with non-life threatening injuries.

The occupants of the SUV and the pilot's wife, who was in the plane at the time of the accident, were uninjured.

WWII vet flies again at age 92

Pilot Robert Benavidez, left, prepares to take Army veteran Florentino Pacheco, 92, for a flight over Deming and Luna County. Pacheco was a member of the 101st Airborne during his service in WWII and was honored Friday, Nov. 11, 2016 during the Veteran’s Day ceremony at Veteran’s Park, 301 S. Silver Avenue.
 
 
 
DEMING - A brisk Thursday morning wasn’t enough to stop local pilot Robert Benavidez from helping a 92-year-old veteran reach cloud nine.

Army veteran Florentino Pacheco was honored Thursday morning at the Deming Municipal Airport with a flight around Deming in a small Cessna 182 propeller aircraft. Pacheco is a WWII and Korean War veteran who was also honored for his service at the annual Veteran’s Day ceremony Friday, Nov. 11 at Veteran’s Park, 301 S. Silver Avenue.

Pacheco was a member of the 101st Airborne Division, better known as the Screaming Eagles. Following WWII, he transferred to the National Guard and became interested in flying. He obtained his pilot's license and flew planes over New Mexico through the 1950’s, but had not flown since. Riding in Benavidez’ Cessna marked his first time flying in a propeller plane in many years.

“It was a little rough up there,” laughs Pacheco. “Those Cessna 180’s are really light. I didn’t go that high, just maybe 300 or 400 feet.”

Pacheco was ecstatic to return to the air after a long absence in a familiar aircraft. The Cessna 182 is a 1957 model with most of the original gauges and instruments still functioning and intact.

During the 30-minute flight, Benavidez flew Pacheco and his daughter Mary Frances Leupold around Deming and near the Florida Mountains before touching back on the ground.

Leupold had organized the flight for her father and traveled from Farmington for the ceremonies on Veteran’s Day. Pacheco said he had a great time during the flight and was excited for Friday’s ceremony.

“Everything, you have to take it as it comes,” Pacheco said. “You can’t go too far ahead - something else might come up.”

During Friday’s Veteran’s Day ceremony hosted by members of the American Legion, Bataan Post 4, and the American Legion Auxiliary, Unit 4, Pacheco will be the honorary Senior Veteran of the event. Pacheco’s brothers Sammy and Albert also served in the armed forces and were decorated for their services, contributing to a family history deeply rooted in Deming and for their service to the people of the county.

Source:   http://www.demingheadlight.com

Powerplant System / Component Malfunction / Failure: Piper PA-32R-301, N9084J; accident occurred November 11, 2016 in Bethel, Alaska

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska
Alaska Wildlife Troopers, Department of Public Safety; Anchorage, Alaska

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/N9084J



Location: Bethel, AK
Accident Number: ANC17LA006
Date & Time: 11/11/2016, 1650 AKS
Registration: N9084J
Aircraft: PIPER PA32R
Aircraft Damage: Substantial
Defining Event: Powerplant sys/comp malf/fail
Injuries: 1 Minor
Flight Conducted Under: Public Aircraft 

On November 11, 2016, about 1650 Alaska standard time, a Piper Saratoga PA-32R-301, N9084J, sustained substantial damage during a forced landing following a total loss of engine power near Bethel Airport (BET), Bethel, Alaska. The commercial pilot sustained minor injuries. The airplane was registered to and being operated by the Alaska Department of Public Safety (DPS) as a visual flight rules (VFR) public-use flight under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and a VFR flight plan was filed. The flight originated from BET about 1635 destined for Nunapitchuk Airport (16A), Nunapitchuk, Alaska.

The pilot reported that after departing runway 1L at BET while climbing through 800 ft to the west, he felt a momentary vibration and noted the engine oil pressure at zero pounds per square inch (psi). He made an immediate left turn back to the airport and declared an emergency with BET air traffic control tower. While maneuvering for a landing at the airport, the engine began "popping loudly" and engine oil emanated from the oil access panel and splattered onto the wind screen. Shortly thereafter, the propeller stopped rotating and all engine power was lost. The pilot maneuvered to land in the tundra covered terrain southwest of the airport, away from residential areas. During the landing, the airplane encountered uneven terrain, which collapsed the left main and nose landing gears. The left wing impacted terrain and sustained substantial damage.

The pilot further reported that earlier that day he prepared for his flights by performing a preflight and checking the engine oil quantity, which was at 10 quarts. He did not remove the oil dipstick from the housing. He flew two passengers to 16A and returned to BET where he shut down the airplane, installed an engine cover and waited about three hours. When he returned to the airplane, the engine cowling was still warm and there were no fluid leaks evident. The airplane started normally and no ground run up was conducted for the second flight. The pilot stated that all the engine instruments were "in the green" before departing.

After the accident flight, Alaska DPS employees discovered a substantial amount of engine oil on the airport parking ramp where the airplane had been parked. The airplane's engine oil access panel was discovered open with no dipstick present during the airplane's recovery from the accident site. The oil dipstick was not recovered during airport ramp sweeps or other searches.

An external examination of the engine revealed that there was a hole in the crankcase above cylinder no. 4 with fractures emanating from the hole. There was a small amount of oil deposit around the oil dipstick neck, and none around the hole in the crankcase nor the top of the engine. All accessible fuel and oil lines were intact. No oil was present when the quick oil drain was opened. The oil access panel had impact marks on the underside of the panel that corresponded to the approximate size of the oil dipstick top.

The engine was disassembled and examined further. The no. 1 cylinder revealed no evidence of mechanical malfunction. The no. 2 and 6 connecting rods were in place; however, the no. 2 rod had dark discoloration and extrudence at the rod cap and the no. 6 piston skirt exhibited extensive scoring and carbon deposits in the direction of travel. The no. 3, 4 and 5 connecting rods were separated from the crankshaft by rod shank fractures with extensive thermal discoloration and deformation. Signatures were all indicative of engine operation without sufficient oil lubrication.

The oil sump pan was removed and large quantities of metal debris and fractured rods were observed. The oil suction screen was removed and indicated pieces of non-ferrous metal particles. The thermostatic oil cooler bypass valve was removed and examined. The crimp nut and valve seat remained intact and the spring was secure. The oil pump impeller was intact with no anomalies observed.

The oil coolers were each capped off at one end and 100 psi air pressure was applied. The left oil cooler exhibited no leaks. The right oil cooler (Aero-Classics, Inc. P/N 8000074, S/N 1041902) exhibited an air leak through a 2 inch separation at a mated brazed plate that was undetected during a visual exam. The right oil cooler was examined at the National Transportation Safety Board's materials laboratory. The fracture at the brazed seam exhibited signatures of over stress and no indications of fatigue, corrosion or material anomalies. A detailed factual report is available in the public docket.

The airplane was manufactured in 1985 and outfitted with a Lycoming IO-540-K1G5 engine. A review of maintenance records showed that the most recent annual inspection was completed on August 31, 2016. At the time of the accident, a total aircraft time of 6,989.1 hours and 213.4 hours since engine overhaul had accumulated. The maintenance records indicated that the engine was serviced with Phillips X/C SAE 20W50 oil and .5 bottle of CamGuard aviation additive during the annual inspection, which was 21.6 hours before the accident. According to the Piper Pilot Operating Handbook paragraph 8.19, this oil type was appropriate for the operating conditions of 0°F to 90°F.

Lycoming Service Instruction 1505 states that preheating of any Lycoming engine is required when the engine temperature has been allowed to drop below 10°F. According to the BET automated weather observations, the outside air temperatures were between 25°F and 21°F while the airplane was parked on the ramp prior to engine start.

The closest weather reporting facility was BET which was about 1 mile northeast of the accident site. At 1653 an automated special weather observation report indicated the following conditions: wind 030° at 10 knots, clouds and sky condition, scattered at 10,000 feet, broken at 25,000 feet; visibility 10 statute miles; temperature 21°F; dewpoint 19°F; and altimeter 29.98 inches of mercury.

Pilot Information

Certificate: Commercial; Private
Age: 51, Male
Airplane Rating(s): Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 03/02/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 08/17/2016
Flight Time: (Estimated) 3664 hours (Total, all aircraft), 20 hours (Total, this make and model), 44 hours (Last 90 days, all aircraft), 15 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N9084J
Model/Series: PA32R 301
Aircraft Category: Airplane
Year of Manufacture: 1985
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 32-8506013
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 08/31/2016, Annual
Certified Max Gross Wt.: 3600 lbs
Time Since Last Inspection: 22 Hours
Engines: 1 Reciprocating
Airframe Total Time: 6989.1 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C126 installed, not activated
Engine Model/Series: IO-540-K1G5
Registered Owner: STATE OF ALASKA
Rated Power: 300 hp
Operator: STATE OF ALASKA Department Of Public Safety
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: PABE, 102 ft msl
Distance from Accident Site: 3 Nautical Miles
Observation Time: 0153 UTC
Direction from Accident Site: 47°
Lowest Cloud Condition: Scattered / 10000 ft agl
Visibility:  10 Miles
Lowest Ceiling: Broken / 25000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 10 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 30°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 28.98 inches Hg
Temperature/Dew Point: -6°C / -7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Bethel, AK (BET)
Type of Flight Plan Filed: Company VFR
Destination: Nunapitchuk, AK (16A)
Type of Clearance: None
Departure Time: 1645 AKS
Type of Airspace: Class D; Class E 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 60.772778, -161.886667 (est)

NTSB Identification: ANC17LA006
14 CFR Public Aircraft
Accident occurred Friday, November 11, 2016 in Bethel, AK
Aircraft: PIPER PA32R, registration: N9084J
Injuries: 1 Minor.

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

On November 11, 2016, about 1650 Alaska standard time, a Piper Saratoga PA-32R-301, N9084J, sustained substantial damage during a forced landing following a loss of engine power near Bethel, Alaska. The certificated commercial pilot, and sole occupant, sustained minor injuries. The airplane was registered to the State of Alaska, and operated by the Alaska Department of Public Safety, under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as a public aircraft operations flight. Visual meteorological conditions prevailed, and a visual flight rules (VFR) flight plan was filed. The flight originated from Bethel Airport, Bethel, about 1645, destined for Nunapitchuk Airport, Alaska.

During a telephone interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on November 28, the pilot stated that the purpose of the flight was to transport two passengers from Nunapitchuk to Bethel. The airplane flew the same route earlier that day. The pilot reported that he departed runway 1L and was climbing out to the west through about 800 feet, when he heard and felt a momentary vibration and noted the engine oil pressure at zero pounds per square inch (psi). He made an immediate left turn back to the airport and declared an emergency with Bethel tower. While maneuvering for an emergency landing at the airport, the engine began "popping loudly" and engine oil splattered the wind screen. The pilot noted that oil was exiting the top of the engine cowl. Shortly thereafter, the engine seized and the propeller stopped rotating. The pilot maneuvered to land in the tundra covered terrain southwest of the airport, away from residential areas. He elected not to lower the flaps to ensure he would make the intended point of landing. After landing and during the rollout, he felt multiple impacts, followed by the airplane skidding to the left. The nose and left main landing gear collapsed during the skid. The left wing impacted terrain and sustained substantial damage. The pilot said that the plane filled up with thick blue smoke and he egressed after motion stopped.

The airplane was equipped with a Lycoming IO-540 engine.

A detailed examination of the engine is pending.


The closest weather reporting facility is Bethel Airport, Bethel, about 1 mile northeast of the accident site. At 1653, an aviation routine weather report (METAR) from the Bethel Airport was reporting in part: wind from 030 degrees at 10 knots; clouds and sky condition, scattered at 10,000 feet, broken at 25,000 feet; visibility 10 statute miles; temperature 21 degrees F; dewpoint 19 degrees F; barometric pressure 28.98 inHg.

An Alaska State Trooper plane made an emergency landing around the Kasayulie subdivision of Bethel.

Troopers say the pilot was the only one on board the plane and no injuries were reported.

A witness says the emergency landing happened at 5pm Friday shortly after the plane took off.

No other information was available at the time this story was published.

Source:  http://kyuk.drupal.publicbroadcasting.net

Piper PA-28-235, N9398W: Accident occurred November 12, 2016 in Taylor, Navajo County, Arizona

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona

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/N9398W 

Location: Taylor, AZ
Accident Number: WPR17LA020
Date & Time: 11/12/2016, 1640 MST
Registration: N9398W
Aircraft: PIPER PA 28-235
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 None
Flight Conducted Under:  Part 91: General Aviation - Instructional 

On November 12, 2016, about 1640 mountain standard time, a Piper PA 28-235 airplane, N9398W, struck a berm during a forced landing, following a loss of engine power near Taylor, Arizona. The certified flight instructor and student pilot were not injured, and the airplane sustained substantial damage The airplane was privately owned and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as an instructional flight. Visual meteorological conditions prevailed, and no flight plan had been filed. The local flight originated from Taylor about 1600.

The flight instructor reported that the preflight inspection was uneventful. The wing tip fuel tanks were both filled to half of their capacity, and the fuel tanks in the right and left wing contained 18 and 20 gallons of fuel respectively. About 40 minutes after takeoff, and after completing a series of training maneuvers with the student, the instructor decided to demonstrate an emergency descent. He asked the student to look for an appropriate simulated landing spot, and he pitched the nose slightly down, configuring the airplane for a best glide descent speed. They began the maneuver at an elevation of about 8,000 ft (1,700 agl), and after descending about 500 ft the instructor sensed that something was not right. He lifted off his headset, and the engine sounded quiet; he then pushed the throttle forward, but the manifold pressure gauge remained static, and the engine did not respond. He turned on the electric fuel pump, switched the fuel selector valve from the left to right tank, and set the fuel mixture to full rich, with no change. He then moved the throttle back and forth a few more times with no response. Concerned that they did not have sufficient altitude for further troubleshooting, he began to look for an emergency landing site.

On final approach he secured the airplane by shutting off the fuel selector valve, and as they got closer to the ground he could see a berm and fence obstructing the landing area. They were unable to deviate, and during the ground roll the airplane struck the berm, bounced back into the air, and landed hard. The airplane sustained substantial damage to the aft fuselage and right side of the stabilator during the impact. 

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 77, Male
Airplane Rating(s): Single-engine Land; Single-engine Sea
Seat Occupied: Unknown
Other Aircraft Rating(s): Glider
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 09/24/2015
Occupational Pilot: Yes
Last Flight Review or Equivalent: 02/11/2015
Flight Time:  (Estimated) 11945 hours (Total, all aircraft), 500 hours (Total, this make and model), 11945 hours (Pilot In Command, all aircraft), 23 hours (Last 90 days, all aircraft), 11.9 hours (Last 30 days, all aircraft)

Student Pilot Information

Certificate: Student
Age: 34, Male
Airplane Rating(s):
Seat Occupied: Left
Other Aircraft Rating(s):
Restraint Used: 3-point
Instrument Rating(s):
Second Pilot Present: Yes
Instructor Rating(s):
Toxicology Performed: No
Medical Certification: None
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  3.3 hours (Total, all aircraft), 3.3 hours (Total, this make and model), 3.3 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N9398W
Model/Series: PA 28-235 235
Aircraft Category: Airplane
Year of Manufacture: 1968
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28-11095
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection: 09/17/2015, Annual
Certified Max Gross Wt.: 2900 lbs
Time Since Last Inspection: 7 Hours
Engines: 1 Reciprocating
Airframe Total Time:  as of last inspection
Engine Manufacturer: LYCOMING
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: O-540 SERIES
Registered Owner: Daniel O Mills
Rated Power: 235 hp
Operator: On file
Operating Certificate(s) Held: None 

The last maintenance event was for an annual inspection, on September 17, 2015, 7.1 flight hours before the accident.

The airplane was powered by a normally aspirated, O-540-B4B5 engine. It was originally manufactured by Lycoming and overhauled in 2002 with components manufactured by Superior Air Parts, after which it was branded as a "Millennium Engine". At the time of the accident, the engine had accrued 1,135.6 flight hours since overhaul. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSOW, 6411 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 2355 UTC
Direction from Accident Site: 168°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual:  /
Wind Direction: 340°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.29 inches Hg
Temperature/Dew Point: 12°C / -4°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: TAYLOR, AZ (TYL)
Type of Flight Plan Filed: None
Destination: TAYLOR, AZ (TYL)
Type of Clearance: None
Departure Time: 1600 MST
Type of Airspace:  Class G

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: 34.454722, -110.057500 (est) 

Tests And Research

Engine Monitor

The airplane was equipped with a JP Instruments EDM-700 series engine monitor. The unit was configured to record the engine performance parameters including exhaust gas temperature (EGT), cylinder head temperature (CHT), and oil temperature.

The recorded data was 34 minutes long, and initially revealed variations and rises in EGT and CHT consistent with taxi and takeoff. The EGT and CHT values then averaged about 1,275°F, and 325°F respectively, until 29 minutes after the recording began, when the EGT and CHT temperatures began to simultaneously drop. By the time the recording had stopped, the average CHT had reached about 225°F. During that period, the EGT dropped to 1,000°F, and then began an intermittent increase to about 1,225° lasting about 20 seconds, after which it dropped to the last recorded temperature of 200°F. The oil temperature remained at about 200°F throughout the flight.

Engine Examination

The airplane was recovered from the accident site and examined by the NTSB investigator-in-charge. A complete examination report is contained within the public docket, the following is a summary of the findings.

The combination belly-mounted fuel selector/strainer was full of fuel; the fuel was tested with water-detecting paste, and no water was present. The fuel selector valve moved freely through all its positions, and the detents were well defined. A peripheral examination of the engine and fuel supply system did not reveal any anomalies.

The engine sustained minimal damage during the accident sequence, most of the damage being sustained by the propeller, each blade of which was bent aft about midspan. All engine controls were continuous from their respective control arms through to the cabin controls and could be moved smoothly through their full range of travel. The inlet air filter and associated induction air lines, although damaged during impact, were free of obstruction, and the oil sump contained about 9 quarts of oil.

The top spark plugs were removed and examined. They were massive-electrode types manufactured by Tempest, and their electrodes were mechanically intact, coated in black soot, and displayed normal wear signatures when compared with the Champion Spark Plugs AV-27 Check-A-Plug chart.

The crankshaft turned freely when rotated by hand utilizing the propeller, and "thumb" compression was present on all cylinders.

The propeller was removed and replaced with an undamaged unit, and an engine test run was performed utilizing fuel recovered from the airplane's fuel tanks after the accident.

The engine started on the fourth cranking attempt and maintained a smooth idle of about 750 rpm. As the engine warmed up, the fuel and oil pressures remained within the green arcs of their respective gauges. Having reached operating temperature, a magneto check was performed, with a 75 rpm drop observed on each side. A propeller check was performed, and the engine speed dropped appropriately.

The engine was then operated throughout its full speed range for an additional 10 minutes. Multiple throttle "chops", followed by rapid accelerations were initiated to simulate the accident scenario. The engine responded appropriately each time, with no hesitation or speed fluctuations.

After engine shutdown, the top spark plugs were removed, and their electrodes now exhibited a grey coloration. The carburetor and engine driven fuel pump were then removed and examined. No anomalies were noted. 

Additional Information

The temperature and dew point values in the area at the time of the accident were not conducive to the formation of carburetor ice. 

NTSB Identification: WPR17LA020
14 CFR Part 91: General Aviation
Accident occurred Saturday, November 12, 2016 in Taylor, AZ
Aircraft: PIPER PA 28-235, registration: N9398W
Injuries: 2 Uninjured.

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

On November 12, 2016, about 1640 mountain standard time, a Piper PA 28-235, N9398W, struck a berm during a forced landing, following a loss of engine power near Taylor, Arizona. The airplane was operated by the pilot under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The flight instructor and student pilot were not injured. The airplane sustained substantial damage during the accident sequence. The local instructional flight departed Taylor Airport, Taylor, Arizona, about 1600. Visual meteorological conditions prevailed and no flight plan had been filed.

The flight instructor reported that about 40 minutes after takeoff, and after completing a series of training maneuvers with the student, he decided to demonstrate an emergency descent. He asked the student to look for an appropriate simulated landing spot, and he pitched the nose down about 20-degrees, configuring the airplane for a 100 knot descent. They began the maneuver at an elevation of about 8,000 ft (1,700 agl), and after descending about 500 ft the instructor sensed that something was not right. He lifted off his headset, and the engine sounded quiet; he then pushed the throttle forward but the manifold pressure gauge remained static, and the engine did not respond. He "pumped" the throttle, switched the fuel selector valve from the left to right tank, and set the fuel mixture to full rich, with no change. Concerned that they did not have sufficient altitude for further troubleshooting, he began to look for an emergency landing site.


On final approach he secured the airplane, shutting off the fuel selector valve, and as they got closer to the ground he could see a berm and fence obstructing the landing area. They were unable to deviate, and the airplane landed hard, separating the nose and right main landing gear. The airplane sustained damage to the aft fuselage and right side of the stabilator during the impact.



A small plane went down in a field near Taylor.

Authorities were called to the area on Saturday afternoon after the single-engine Piper PA28 made an emergency landing.

According to an FAA spokesperson, the plane hit a berm after landing.

An instructor and student were on the plane at the time of the incident, officials said. However, neither people were injured.

Damage to the aircraft is unknown.

The FAA has launched an investigation into the emergency landing and no additional information has been released at this time.

Story and video:   http://www.abc15.com

TAYLOR, Ariz. (AP) - Federal authorities are investigating after a small plane had to make an emergency landing in a field near Taylor in east-central Arizona.

Authorities were called to the area Saturday afternoon after the single-engine Piper PA28 hit a berm after landing.

An instructor and student were on the plane at the time of the incident.

Authorities say neither person was injured.

Their names still weren't released by Sunday.

Damage to the aircraft isn't immediately known.

Helicopter pilot is warmly received at veterans memorial dedication in Tonawanda

Members of Chapter 77, Vietnam of Veterans of America gather in front of their new memorial at a dedication Saturday.
 
 
 Jimmie D. Ferguson traveled from Bowling Green, Ky. to attend the dedication. He was piloting the Cobra helicopter at the center of the new memorial when it was shot down in Vietnam in 1972.
 
 

For Jimmie D. Ferguson, a helicopter at the center of a new Vietnam veterans memorial in Tonawanda symbolizes much more than the events of Jan. 19, 1972, when he and Capt. Michael E. Neufeld were shot down in it and narrowly escaped.

"My memories remember something different than what that is, and the nightmares remember something different," he said after a dedication of the memorial Saturday. "To me, it honors the servicemen who both helped maintain and flew it, and troops on the ground that the aircraft supported."

Ferguson drove 10 hours from his home in Bowling Green, Ky., to Tonawanda, where he was a guest of honor and greeted warmly by many of the 1,100 people in attendance on a crisp, fall day.

They traded war stories, posed for photos and shared remembrances of the divisive conflict.

"They were just thanking me for being here -- for making the trip here," Ferguson said. "I'm just thrilled to be here. It meant a lot to me to be here."

Among those who approached Ferguson was Marie "Philly" Sdao, whose husband, Ron, an Army veteran, died in March. Ron Sdao was secretary of Chapter 77, Vietnam Veterans of America," which built the memorial, and a member of its monument committee.

"He'd be so proud," Philly Sadao said. "He'd say, 'We did it, guys. We did it.'"

After his death, she purchased one of more than 500 bricks on a wall behind the helicopter to memorialize her husband's service as a specialist 4th class in the 135th Heavy Equipment Maintenance Company.

She and Ferguson shared a tearful exchange as they each spoke of the recent death of a loved one. Ferguson's best friend, an Army buddy named Joel Ferguson, died in October 2015.

"It gave me peace to know there are many men like him, many servicemen like him, who served their country and still are able to sit here and talk about it," she said of Ferguson.

Ferguson had long wanted to see the Cobra attack helicopter since he discovered it was in storage at the Niagara Aerospace Museum. When the museum made a long-term loan of the Cobra to the local chapter for the memorial, he decided to make make the trip.

Ferguson said he was "surprised" at the reception he got Saturday because, "People didn't think much of Vietnam veterans." He said he is glad to see Iraq and Afghanistan veterans today have not been treated the same way.

It was a point reinforced by State Sen. Robert G. Ortt, a veteran of the war in Afghanistan, who said he and other recent veterans owe Vietnam veterans a debt of gratitude for the applause, cheering crowds and services available when they return home today.

"None of that was there when you came back," Ortt, R-North Tonawanda,  told the crowd of mostly Vietnam veterans. "And, most importantly, the warm welcome wasn't there when you came back."

Veterans advocate Patrick Welch said the Cobra was a "lifesaver" to infantry when they needed air support.

"The bravery of those pilots who made strafing runs through direct ground fire time and time again, firing their rockets and their nose gun, was an incredible sight to watch," he said.

He recounted Ferguson's story of Jan. 19, 1972, concluding that, "Many of us are here today are alive because of heroes like Jimmie Ferguson and Capt. Neufeld."

Original article can be found here:   http://buffalonews.com

Air support crews fighting fires from Foothills Regional Airport (with video)




With wildfires burning all across the region, a special team has been called into the area to help fight the blazes.

An air support team with the United States Forest Service is operating out of Foothills Regional Airport in Morganton. The team based in southwest Florida arrived this week and will remain in place for an undetermined period of time.

The team is comprised of six single engine air tankers (SEAT) and pilots, with three planes apiece managed by the U.S. Forest Service’s Bill Sprinkle and Billy Goodwin, along with a ground support team.

James Menuez was part of the ground crew manning support vehicles comprised of two 1,000-gallon water tanks and a 600-gallon fuel tank Friday. The firefighting planes were taking off and landing approximately every five minutes. On Friday, the team’s efforts were going to battle the Party Rock fire at Chimney Rock State Park and the Lake Lure area.

“We’re here with the forestry service,” he said. “We’ve got the aircraft out here fighting wildfires. … (It is) a pretty self-sufficient operation. We can go pretty much anywhere they have water because that’s what they’re dropping on the fires.

“As long as we have a fuel source and a water source, we can go anywhere and support the aircraft. We’ll hopefully get the wildfires put out.”

The airport is providing the operation with the fuel and water supply. Foothills Regional is also providing Internet, restroom facilities and some food and beverages for the team, whose pilots can fly up to eight hours per day.

“The main thing we’re providing (at the aiport) is our fuel and water,” said Foothills Regional Airport Manager Brent Brinkley. “(The airport staff) are here for support. We want to help in any way we can and make sure these guys have what they need.”

Menuez said the team has plenty of experience behind it from fighting fires out west. The members of the team are from several different parts of the country. Menuez said the team can refuel and reload a SEAT plane with water in about three minutes.

“The pilot can’t get out of the aircraft when it’s running,” Menuez said. “It’s up to us on the ground here to make sure he has what he needs. If he needs a drink of water or if his windshield’s a little dirty, we clean it off and make sure he has fuel. We hook up our load hose and it takes about three minutes to load them with water, about 800 gallons. We’re here to make sure the airplane stays in the air and is efficient fighting fires.”

When full of fuel and water, the 7,000-pound Air Tractor AT-802 planes, which are the largest SEATs and are made in Texas, weigh about 16,000 pounds.

“It’s one of the only aircraft that can hold more than it weighs taking off. There are several aircraft here from Arkansas and Louisiana,” he said. “We’re pretty much spread out all over the country. We all work together.”

The Party Rock fire in Lake Lure had grown to an estimated 885 acres as of midday Friday. Steep terrain, gusty winds and extreme drought conditions have made firefighting efforts difficult. The North Carolina Forest Service has assigned more than 100 personnel to the wildfire from all across the state.

The fire is estimated at being 15 percent contained with continued containment efforts ongoing. The residents of 50 homes previously were notified by the Lake Lure Fire Department of a potential need for evacuation in the Quail Ridge and Huntington Road areas of Rumbling Bald Resort. However, only 15 of the 50 homes had to be evacuated. Three homes on Boulder Run Road also were evacuated Thursday.

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

Timber sales add money toward Asheboro Regional Airport upgrade



ASHEBORO — The sale of timber at the Asheboro Regional Airport is expected to bring the amount of money the city has earmarked for a new terminal to more $1.7 million.

During the regular meeting of the Asheboro City Council Thursday night, City Manager John Ogburn said the city has about $1.35 million in the coffers for the airport upgrade.

A few months ago, city council members authorized the sale of standing timber from three areas — totalling about 125 acres — surrounding the airport proper.

City Engineer Michael Leonard told council members Thursday that last month sealed bids with offers to harvest the timber were opened a day early due to miscommunication.

On Thursday night, council members approved a resolution to reject all bids received due to the irregularity and to sell the standing timber by a different process — via a negotiated offer, advertisement and upset bid process in which any bidder will have 10 days to raise a submitted bid.

The goal will be to obtain $384,936 for the standing timber — the amount of the highest bid submitted among the sealed bids.

That extra money toward the terminal, Ogburn said, will help city officials when they go to Washington, D.C., early next year to seek $3 million-$3.5 million via an economic development assistance grant to help pay for the project. Council members approved a contract in September to hire a Washington, D.C.-based lobbying firm to provide “comprehensive federal affairs representation” in the effort.

“We’ll go to Washington with $1.7 million in hand, so we’re not going with an empty hat,” Ogburn said Friday.

Terminal proposal

The airport on Pilots View Road, off N.C. 49 west of town, was established in its present location in the mid-1960s. It is one of 26 business class size airports in the state and sees more than 125 flights per week. With improved facilities, proponents say, the number of planes that call the Asheboro airport home could double in a decade.

The state completed an economic impact survey of North Carolina’s airports in 2012 and set the annual economic contribution of Asheboro’s airport at $5.9 million.

The estimated cost of a two-story, 22,739-square-foot terminal — a proposal presented in October 2015, during a special joint meeting of the Asheboro City Council, the Randolph County Commissioners and the Asheboro Airport Authority — is $7.5 million. The facility built of glass, block and stone is designed to look like an airplane wing from the air.

Ogburn has said the price tag for the proposal is too high, but that the city is committed to build “whatever we have the money for.” He has also said that a terminal might be built in phases, if necessary.

Ribbon-cutting

City staff have been working on indoor remodeling, including HVAC and bathroom upgrades, at the current terminal, which is more than 40 years old. If a new terminal is built, the old one would not be torn down. Plans call for using it as a base for flight instruction.

Leonard told council members Thursday that work should be done by Thanksgiving, with a ribbon-cutting and open house at the refurbished facility scheduled for 11 a.m. on Saturday, Dec. 3.

In other airport-related business on Thursday, council members approved:

* Two recommendations from the airport authority: One was to select W.K. Dickson & Company Inc. to provide engineering services for airport improvements during the next five years. The second was to investigate the use of non-primary entitlement funds to purchase three parcels of land — two parcels and a dwelling, totalling less than 5 acres, on Doul Mountain Road, and a 3.38-acre parcel on Union Church Road. Both adjoin airport property.

* Leasing hangar space to the Randolph Composite Squadron of the Civil Air Patrol for $1 a year for a three-year term. The unit has used the hangar for several years.

Source:   http://www.courier-tribune.com