PUNTA GORDA, FL - Allegiant Air in Punta Gorda experienced more problems Friday morning when a plane had to return because of a mechanical issue. It’s the latest in a string of problems for the airline.
The problem delayed other flights on one of the busiest weekends of the year as the Punta Gorda Airport continues to add more flights.
The flight bound for Indianapolis was in the air for 45 minutes but returned because of stuck flaps. The plane also asked for help landing due to a concern with overheating brakes.
Everyone on the aircraft was okay and the issue was fixed, however, it did lead to other delays at the Punta Gorda airport.
“The first time I ever flew Allegiant,” Nathan Tacy said. “We took off and then landed immediately.”
A Tampa Bay Times investigation showed that in 2015, 77 Allegiant planes had to make emergency landings to fix a problem.
“Last year when I came down from South Bend, they had plane problems, and I didn’t get to go,” Elizabeth Soures said.
But the issues don’t seem to bother some of those who choose to fly Allegiant.
“It doesn’t worry me,” Marie Klein assured. “They’re pretty good. They’re real good.”
Officials in Punta Gorda continue to show support for Allegiant as it has been a big part of the airport’s growth.
Story and video: http://www.nbc-2.com
The National Transportation Safety Board traveled to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; San Diego, California
Lycoming Engines; Williamsport, Pennsylvania
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/N88373
Location: Glamis, CA
Accident Number: WPR17FA029
Date & Time: 11/25/2016, 1145 PST
Registration: N88373
Aircraft: BELLANCA 7GCAA
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal - Air Medical (Unspecified)
On November 25, 2016, about 1145 Pacific standard time, a Bellanca 7GCAA airplane, N88373, was substantially damaged when it impacted terrain while on approach to landing at a private airstrip near Glamis, California. The private pilot sustained fatal injuries, and the passenger sustained serious injuries. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight. The flight originated from an open desert area near the airstrip about 5 minutes before the accident.
A friend of the pilot reported that the pilot had been giving 10- to 15-minute rides to people they were camping with and that he was taking off and landing from a long area of packed sand near their campsite. He further reported that the accident occurred as the pilot was conducting his sixth ride flight of the day with the intention of landing at the private airstrip to park the airplane overnight. The friend stated that during the previous ride flights, the pilot had flown over his intended landing area about 50 ft above ground level (agl) and then continued in a traffic pattern for the landing area about 50 ft agl. He added that the pilot had also flown low in the sand dune bowls in the area during the previous flights.
Two witnesses located near the dirt airstrip reported that they observed the airplane touch down about halfway down the runway on a westerly heading while traveling at a high speed. The witnesses said that the airplane's engine powered up, and the airplane pitched upward about 30° before it banked steeply to the right as the pilot executed a 180° turn to parallel the runway. The airplane leveled off at an altitude of about 100 to 150 ft above ground level (agl). Shortly thereafter, the witnesses observed the airplane make a steep right turn toward the runway before it descended out of their line of sight. The witnesses reported that at the time of the accident, the wind was from the east-northeast at 15 to 20 miles per hour.
During a telephone interview, the passenger reported that she recalled the pilot conducting a touch-and-go landing and stating that he "didn't like the way that felt" before "pulling out and banking hard to the right." The passenger stated that the last thing she remembered was the airplane "going straight down."
PERSONNEL INFORMATION
The pilot, age 59, held a private pilot certificate with an airplane single-engine land rating. He held a third-class airman medical certificate issued on September 26, 2016, with the limitation, "must wear corrective lenses for near and distant vision." On the application for this medical certificate, the pilot reported a total flight experience of 430 hours of which 15 hours were in the previous 6 months.
Review of the pilot's logbooks revealed that between July 14, 1987, and April 10, 2011, he had logged 265.3 hours of flight experience. Between October 19, 2013, and November 9, 2016, he had logged 178.9 hours. According to his logbooks, the pilot had a total of 442.2 hours of flight experience. The pilot had logged 205.5 hours in the accident make/model airplane of which 8.1 hours and 2.7 hours were in the 90 days and 30 days, respectively, before the accident.
AIRCRAFT INFORMATION
The two-seat, tailwheel-equipped airplane, serial number 304-74, was powered by a 150-horsepower Lycoming O-320-A2D engine, serial number L-39348-27A, driving a Sensenich fixed-pitch propeller. The front and rear seats were equipped with shoulder restraints.
Review of the airframe and engine logbooks revealed that the most recent annual inspection was completed on May 9, 2016, at an airframe total time and tachometer time of 4,380 hours. The engine was last overhauled on June 21, 1996, at a tachometer time of 1,650.49 hours. At the time of the accident, the airframe had accumulated 17.2 hours since the most recent annual inspection, and the engine had accumulated 2,746.71 hours since major overhaul.
AIRPORT INFORMATION
The private airstrip was located in an area of open desert terrain. The reported field elevation was 440 ft mean sea level. The dirt runway was oriented about 230°/050° and was about 3,000 ft in length. No flags or windsocks were located near the runway nor was there any weather reporting equipment located at the private airstrip.
METEOROLOGICAL INFORMATION
At 1153, the automated weather observation station at Imperial Airport (IPL), Imperial, California, located about 30 miles west of the accident site, reported wind from 350° at 4 knots, visibility 10 statute miles, clear sky, temperature 23°C, dew point -5°C, and an altimeter setting of 30.10 inches of mercury.
WRECKAGE AND IMPACT INFORMATION
Examination of the accident site revealed that the airplane impacted open desert terrain about 565 ft short (northeast) of the approach end of the southwest (230°) runway at the private airstrip. The debris path was about 34 ft in length oriented on a magnetic heading of about 206°. The first identified point of impact (FIPC) was a 1-ft by 2-ft area of disturbed dirt. The propeller, starter ring gear, plexiglass, and a portion of engine cowling were located within a 5-ft by 4-ft area of disturbed dirt about 24 ft from the FIPC. The main wreckage, which included the fuselage and both wings, was located about 34 ft from the FIPC. The fuselage came to rest upright on a magnetic heading of about 009°. Adjacent to the left wing and propeller were portions of the strobe light housing and red navigation light lens from the left wing tip.
The left wing was separated from the airframe and displaced forward. The leading edge of the wing was compressed aft to the main spar from about mid-span outboard to the wing tip. The lift struts remained attached to the wing, and the aft strut was bent. The aileron remained attached via all three mounts. The control linkage from the aileron to the bell crank was intact. Both control cables remained attached to the bell crank and extended inboard to the wing root where they were separated. The separated ends of both control cables exhibited splayed signatures that were consistent with tension overload separation.
The right wing was separated from the fuselage. The entire wing was buckled throughout, and both wing spars were fractured in multiple locations. The lift struts remained attached to the wing. The forward lift strut was bent with leading edge scratches, and the aft strut was bowed. The wingtip exhibited a 7-inch-wide circular impression on the leading edge that was consistent with an impact with the right main landing gear tire. The right-wing tip lights remained attached to the wing tip. The aileron, which remained attached to the outboard and middle attach points, was buckled upward at mid span. The control linkage from the aileron to the bell crank remained attached. The control cables extended from the bell crank to the wing root where they were separated. The separated ends of both cables exhibited splayed signatures that were consistent with overload separation.
The fuselage was intact from the rear door post aft to the empennage. The fuselage structure forward of the rear doorpost was bent and compressed upward with aft compression. The right main landing gear was separated. The left main landing gear remained attached and was bent upward. The airframe fuel strainer screen was free of debris. The front and rear seat lap belts were unbuckled. The forward shoulder restraint was cut. The rear shoulder restraint remained attached to the lap belt buckle.
The empennage was intact and undamaged. The left and right elevators remained attached to their respective attach points on the horizontal stabilizers. The rudder remained attached to the vertical stabilizer.
Flight control continuity for the ailerons was established from the wing roots to the forward and aft control torque tubes. Rudder control continuity was established from the rudder forward to the rear rudder pedals. Elevator control continuity was established from the elevators forward to the control stick torque tube.
The engine remained attached to the fuselage. The vacuum pump, alternator, and carburetor were displaced from their respective mounts. The top spark plugs, rocker arm covers, and both magnetos were removed from the engine. The crankshaft was rotated by hand using a hand tool attached to an accessory mount pad. Thumb compression and suction were obtained on all four cylinders. Continuity was established throughout the engine and valve train. When the magneto drive shafts were rotated, the left and right magnetos produced spark at all ignition terminal posts. The top spark plugs exhibited normal operational signatures; light gray deposits were observed within the electrode areas.
The propeller was separated from the crankshaft propeller flange. The spinner assembly was crushed aft around the propeller. One propeller blade exhibited leading edge gouges and was bent and twisted opposite the direction of rotation. In addition, chordwise striations were observed on the forward side of the blade. The other propeller blade appeared relatively straight with chordwise striations and leading-edge gouges.
MEDICAL AND PATHOLOGICAL INFORMATION
The Imperial County California Coroner, El Centro, California, performed an autopsy of the pilot and determined that the cause of death was multiple traumatic injuries. The heart was enlarged with left ventricular hypertrophy and coronary artery disease with 75% narrowing of the right, 90% narrowing of the left anterior descending, and 25% narrowing of the left circumflex coronary arteries. The autopsy did not find evidence of ischemic heart muscle damage. No other significant natural disease was identified.
The Federal Aviation Administration's (FAA's) Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on samples from the pilot and identified acetaminophen at 28.86 µg/ml in urine, sertraline in urine and at 0.063 µg/ml in cavity blood, sertraline's metabolite desmethylsertraline in urine and blood, and trazodone in urine and at 0.101 µg/ml in cavity blood.
Acetaminophen is a non-sedating pain and fever-reducing medication sold alone or in combination with cough and cold treatments and marketed under many names including Tylenol.
Sertraline is a prescription antidepressant with an accepted therapeutic range from 0.010 to 0.200 ug/ml. While sertraline is not specifically known to directly cause impairment, the underlying depression that it is prescribed to treat is associated with significant cognitive degradation, particularly in executive functioning. As a result, the FAA has a specific process to certify pilots with depression who require antidepressant treatment. The FAA's Guide for Aviation Medical Examiners states that "the use of a psychotropic drug is disqualifying for aeromedical certification purposes – this includes all antidepressant drugs, including selective serotonin reuptake inhibitors (SSRIs). However, the FAA has determined that airmen requesting first, second, or third-class medical certificates while being treated with one of four specific SSRIs may be considered." Sertraline is one of these four specific SSRIs.
Trazodone is a prescription antidepressant that is significantly sedating; it is often used as a sleep aid. The accepted therapeutic range is from 0.5 to 3.0 ug/ml. It carries the precaution: "Antidepressants may impair the mental and/or physical ability required for the performance of potentially hazardous tasks, such as operating an automobile or machinery; the patient should be cautioned accordingly. Trazodone hydrochloride may enhance the response to alcohol, barbiturates, and other [central nervous system] CNS depressants."
Review of the pilot's personal medical records revealed that his medical conditions included colon cancer that was successfully treated with surgical removal and radiation in 2008, chronic pain resulting from the cancer therapy treated with oxycodone until June 2016, and depression and anxiety treated with a number of different psychotropic medications.
In a note dated November 2, 2016, the pilot's psychiatrist stated that the pilot had a 5-year history of anxiety and depression and had been treated with sertraline for the preceding 2 years. The psychiatrist wrote that the pilot "recently tried to decrease sertraline from 50 to 25 mg/day and had increased irritability and anxiety and increased dose back to 50 mg/day after 4 days with improvement in symptoms. Reports residual symptoms of marked frustration when things aren't going well [once a week] and [is] always feeling rushed or 'in a hurry' and anhedonia (not enjoying flying and other activities as much as he used to) …Sleeping well with trazodone."
The psychiatrist's mental status examination found that the pilot did not express ideations of harm to himself or others. However, the patient's mood was anxious and depressed with a Beck depression inventory score of 18 (consistent with mild or borderline clinical depression). The psychiatrist's diagnostic impression was major depressive disorder (moderate severity). He prescribed sertraline 75 mg daily, hydroxyzine 50 mg as needed for anxiety, and trazodone 100 to 200 mg at bedtime for sleep. Hydroxyzine is a prescription sedating antihistamine for treatment of anxiety and itching.
ADDITIONAL INFORMATION
A handheld GPS that was located within the wreckage was shipped to the NTSB Vehicle Recorder Laboratory for further examination. The GPS data that were downloaded from the unit did not contain any information regarding the accident flight.
Pilot Information
Certificate: Private
Age: 59, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 09/26/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 09/30/2016
Flight Time: 442.2 hours (Total, all aircraft), 205.5 hours (Total, this make and model), 8.1 hours (Last 90 days, all aircraft), 2.7 hours (Last 30 days, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Make: BELLANCA
Registration: N88373
Model/Series: 7GCAA NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1974
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 304-74
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 05/09/2016, Annual
Certified Max Gross Wt.:
Time Since Last Inspection: 17 Hours
Engines: Reciprocating
Airframe Total Time: 4380 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: O-320-A2D
Registered Owner: On file
Rated Power: 150 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: MMML, 74 ft msl
Distance from Accident Site: 24 Nautical Miles
Observation Time: 1953 UTC
Direction from Accident Site: 207°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 350°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.1 inches Hg
Temperature/Dew Point: 23°C / -5°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Glamis, CA
Type of Flight Plan Filed: None
Destination: Glamis, CA
Type of Clearance: None
Departure Time: 1140 PST
Type of Airspace: Class G
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: On-Ground
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude: 32.993611, -115.021944
NTSB Identification: WPR17FA029
14 CFR Part 91: General Aviation
Accident occurred Friday, November 25, 2016 in Glamis, CA
Aircraft: BELLANCA 7GCAA, registration: N88373
Injuries: 1 Fatal, 1 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 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 25, 2016 about 1145 Pacific standard time, a Bellanca 7GCAA, N88373, was substantially damaged when it impacted terrain following a loss of control while on approach to landing at a private airstrip near Glamis, California. The private pilot sustained fatal injuries and his passenger sustained serious injuries. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The flight originated from an open desert landing area about 5 minutes prior to the accident.
Witnesses located adjacent to the accident site reported that they observed the accident airplane land about midfield to the southwest while traveling at a high speed. The witnesses said that the airplane powered up and it pitched upward about 30 degrees before it banked steeply to the right. The witnesses continued to watch the airplane as it executed a 180-degree turn, paralleling the runway, and leveling off at an altitude of about 100 to 150 feet above ground level (agl). Shortly after, the airplane was observed making a steep right turn towards the runway before it descended out of their line of sight. Witnesses further added that at the time of the accident, the wind was from the north-northeast at 15 to 20 miles per hour, and later calmed down within an hour following the accident.
A friend of the pilot reported that the pilot was giving 10 to 15 minute rides to people in their campsite, and was initially taking off and landing on a long area of packed sand nearby. The friend of the pilot further stated that the pilot was conducting his 6th ride with the intention of landing at the nearby private airstrip in order to park the airplane overnight.
Examination of the accident site revealed that the airplane impacted open desert terrain about 565 feet northeast of the approach end of the southwesterly oriented dirt runway. The debris path was about 34 feet in length oriented on a heading of about 206 degrees magnetic. All major components of the airplane were located within the wreckage debris path.
IMPERIAL COUNTY, Calif. - One person is dead and another is injured following a plane crash near Highway 78 and Ted Kipf Road.
The Imperial County Sheriff's Office confirmed the crash happened on Thursday.
The two people on board the aircraft have not yet been identified.
We have been in contact with the lead investigator from The National Transportation Safety Board who was working on scene today.
Our news crew was asked to leave the crash site as it happened on private property.
We also spoke to a witness near-by who was first on the scene but they did not want to speak on camera.
They say they believe it may have been a husband and wife flying that plane but they were not certain.
At this time we are waiting to hear back pending the results of the investigation.
- Source: http://www.kyma.com
Read more here: https://www.facebook.com
Aviation Accident Final Report - National Transportation Safety Board: http://app.ntsb.gov/pdf
Aviation Accident Data Summary - National Transportation Safety Board: http://app.ntsb.gov/pdf
NTSB Identification: SEA04CA159
14 CFR Part 91: General Aviation
Accident occurred Friday, July 23, 2004 in Sequim, WA
Probable Cause Approval Date: 10/28/2004
Aircraft: Bellanca 7GCAA, registration: N88373
Injuries: 2 Uninjured.
NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.
When the aircraft started to veer slightly to the right after landing the pilot pressed the right rudder to correct, got no response, then tried again with the same result. He then pressed the right brake but the airplane continued off the edge of the runway into a grassy area. The airplane subsequently impacted an irrigation pipe causing substantial damage to the right wing. No anomalies with the airplane were detected prior to or during the flight.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
Aircraft control not maintained during the landing roll. A factor was the irrigation pipe.
On July 23, 2004, about 1440 pacific daylight time, a Bellanca 7GCAA, N88373, sustained substantial damage subsequent to a loss of control during landing roll at the Sequim Valley Airport, Sequim, Washington. The airplane was being operated as a visual flight rules (VFR) personal flight under the provisions of Title 14, CFR Part 91, when the accident occurred. The private pilot and passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. The flight originated from Port Angeles, Washington, approximately 15 minutes prior to the accident.
In a written statement, the pilot reported that after landing on runway 27 the aircraft started [to veer] slightly to the left. He reported that he pressed right rudder to correct and got no response, then tried again with the same result. The pilot stated that he then pressed the right brake, but the airplane continued left at about 30 degrees before going off the runway into the grass. The pilot reported that he then saw an irrigation pipe about 30 feet from the side of the runway. He tried to slow the airplane with both brakes but rotated about another 90 degrees before impacting the pipe, resulting in substantial damage to the right wing. In a previous telephone interview with an NTSB investigator, the pilot reported no anomalies with the aircraft prior to or during the accident fight which would have prevented normal operations.
LOUISIANA MEDICAL MANAGEMENT CORP: http://registry.faa.gov/N4775K
FAA Flight Standards District Office: FAA Jackson FSDO-31
AIRCRAFT FORCE LANDED ON A HIGHWAY, NEAR PHILADELPHIA, MISSISSIPPI
Date: 25-NOV-16
Time: 17:52:00Z
Regis#: N4775K
Aircraft Make: CESSNA
Aircraft Model: 210
Event Type: Incident
Highest Injury: None
Damage: None
Flight Phase: LANDING (LDG)
City: PHILADELPHIA
State: Mississippi
NESHOBA COUNTY, Miss. (WJTV) — A small plane made an emergency landing on a Neshoba County highway Friday.
According to Sheriff Tommy Waddell, the plane flew into Philadelphia, Miss. from Louisiana for the Thanksgiving holiday.
The plane held the pilot and one passenger.
They were expected to leave Mississippi around noon Friday to head to Alabama to pick up some friends.
Sheriff Waddell said shortly after they took off, they started having engine problems and attempted to return to the Philadelphia airport.
Someone from the North Bend community near Highway 21 spotted the plane that appeared to be having issues and alerted the sheriff’s department.
A few minutes later, Waddell said they received another call that the plane landed on a highway about a mile and a half outside of Philadelphia.
The single-engine plane landed on Highway 21 North near the intersection of County Road 614.
Sheriff Waddell said the pilot hit two road signs trying to land the plane and damaged the right wing.
No injuries were reported.
Source: http://wjtv.com
Philadelphia Airport under construction:
PHILADELPHIA, Miss. (WTOK) - Philadelphia Municipal Airport is undergoing renovations. It's receiving a $900,000 upgrade.
"For a small town, we have a good airport," says Mayor James Young. "Now we will have that next piece that will make you feel like you somewhere when you land in Philadelphia."
The terminal was nearly 50 years old and it had renovations throughout the years.
"We did an upgrade on our runway around 2002," says Brent Gray, Chairman of Philadelphia Municipal Airport board. "We expanded it from 3800×50 to 5000×75 ft to accommodate traffic into the casino, as well as the industrial traffic here, for the companies located in Philadelphia."
With the airport seeing more and more traffic each year Mayor Young says it was time for an upgrade.
"It's one of the gateways to our community. We wanted them to step off and see something real nice and that building will be a first impression to our city."
The new terminal will be 2,800 sq. ft. It will have a conference room, lounge, waiting area and a briefing room for pilots.
"And it will also house the fixed base operator that takes care of the incoming aircraft," says Gray.
The project is in the beginning stages. There's no set timeline for when the new terminal will be completed.
Philadelphia Municipal Airport is one of twelve Mississippi airports to receive part of a $4 million grant from the Department of Transportation to upgrade facilities. The project is costing around $900,000 dollars with the city expending 9.1 percent coming out to about $80,000.
Story and video: http://www.wtok.com
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/N6077B
Location: Safford, AZ
Accident Number: WPR17LA038
Date & Time: 11/24/2016, 0850 MST
Registration: N6077B
Aircraft: CESSNA 182A
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 4 None
Flight Conducted Under: Part 91: General Aviation - Personal
On November 24, 2016, about 0850 mountain standard time, a Cessna 182A airplane, N6077B, was substantially damaged during a forced landing following a loss of engine power near Safford, Arizona. The commercial pilot and the 3 passengers were not injured. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal cross-country flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from the Safford Regional Airport (SAD) at 0815, with an intended destination of Holbrook, Arizona.
The pilot reported that during cruise flight at 8,500 ft mean sea level, he noticed that the oil pressure began to fluctuate and he decided to return to the airport. When the airplane was about 4 miles north of SAD, the engine lost power and he initiated a forced landing to an area of open desert. During the landing roll, the airplane struck two dirt berms and the nose wheel collapsed.
Post-accident examination of the airplane by a Federal Aviation Administration inspector revealed that the forward portion of the fuselage structure was substantially damaged.
Examination of the engine was conducted on July 13, 2017, under the supervision of the National Transportation Safety Board investigator-in-charge. All engine accessories with the exception of the carburetor, which was removed from the engine prior to shipment, remained attached. Two holes in the crankcase above the number 5 and 6 cylinders were observed. Silicone was observed around the crankshaft nose seal.
The crankcase exhibited normal operational signatures mostly throughout with the exception of mechanical damage surrounding the number 5 and 6 cylinder bays. Crankcase main bearings #1, #2, and #4 exhibited normal operational signatures. The #3 main bearing exhibited wear into the copper layer.
The camshaft exhibited mechanical damage to the cylinder 5 and 6 lobes. The number 5 crankshaft connecting rod bearing journal exhibited thermal discoloration along with mechanical damage. The number 6 crankshaft connecting rod bearing journal exhibited slight mechanical damage. The remainder of the crankshaft exhibited normal operational signatures.
During disassembly of the engine, cylinders 1, 2, 3, and 4 exhibited normal operational signatures. However, cylinder number 5 exhibited mechanical damage to the cylinder skirt. The piston remained inside the cylinder with mechanical damage to the piston skirt. The piston pin was separated from the piston and the connecting rod.
Cylinder number 6 exhibited mechanical damage to the cylinder skirt. The piston remained inside the cylinder and exhibited mechanical damage. The connecting rod remained attached to the piston via the piston pin. The connecting rod cap was separated as well as part of the lower portion of the cap. The remaining portion of the rod cap was connected to the yoke. The bolt was missing, and the bolt hole appeared elongated.
The remains of the number 5 and 6 pistons, rings, piston pins, and connecting rods were sent to the NTSB Materials Laboratory and subsequently examined by a Material Research Engineer.
The cylinder number 5 pistons, rings, piston pin, connecting rod, and bearings revealed that they all exhibited damage significant enough to deform the outer surfaces. All of this damage was found consistent with post-fracture damage while the engine was still running. The pieces of the number 5 connecting rod exhibited severe batter and deformation. The bushing and bearing pieces were damaged and folded onto themselves.
The connecting rod bolts were both fractured at midlength, consistent with where the faces of the connecting rod cap and connecting rod mate. Both bolts exhibited necking adjacent to their fracture surfaces. The fracture surfaces were generally oriented 90° toward the bolt length and exhibited a rough texture and dull luster, consistent with tensile overstress fractures. The most notable feature on pin side bore of the connecting rod was the fracture at the neck yoke of the rod web. A portion of the pin bore wall was sectioned away to observe the fracture surfaces and exhibited deformation consistent with having been twisted about the piston pin. The inner bore surfaces exhibited circumferential scoring marks.
The three portions of the connecting rod cap had fractured in two places, and the previously curved cap had been deformed outward in an almost flat orientation. The fracture surfaces, along with the other surfaces of the cap, exhibited severe post-fracture damage in the form of batter, gouging, and scraping. The gouging marks on the inside bearing surface were consistent with either the cap being bounced around after fracture/separation or having an adjacent object impressed into the cap.
Both endcaps of the piston pin had fractured away, but only one of the cap remnants were found. The mating fracture surfaces of the pin and pin endcap fragment had been extensively damaged, consistent with post-fracture impact. No discernible information could be obtained from examination of the fracture surfaces.
The majority of damage to the piston was present on the underside of the part to the skirt flanges. The crown or head of the piston facing the cylinder interior exhibited some combustion deposits, but there were no features consistent with severe wear, impact, or thermal damage. The underside of the piston exhibited small gouge and batter marks, consistent with impact with multiple metallic pieces. The lower portions of the piston, including those surrounding the piston pin boss, had fractured into multiple pieces. All of the fracture surfaces examined exhibited features consistent with overstress failure of aluminum castings—rough and tortuous surfaces, dull luster, and no indications of pre-existing cracks or discontinuities. Examination of the chevron marks and river patterns on the piston fracture surfaces revealed that they were consistent with fracture beginning from the inside of the piston. Many of the fracture features were consistent with having emanated from the piston pin boss.
The components from the number 6 cylinder exhibited damage significant enough to deform the outer surfaces. This damage was less than those observed on the components of the number 5 cylinder. The damage observed was consistent with post-fracture damage while the engine was still running.
The number 6 connecting rod components had been damaged with batter and other post-fracture damage, but the degree of damage was less than that of the components of the number 5 connecting rod. The bolts from the connecting rod were fractured at midlength, consistent with where the rod and cap mate. The areas on the bolts adjacent to their fracture surfaces thinned down or necked. The fracture surfaces themselves exhibited a 45° slant, consistent with tensile overstress.
The crankshaft side of the connecting rod had fractured near the yoke neck. The pin side of the rod arm was relatively undamaged. The bushing was still present inside the pin bore of the rod. The inner bearing surface of the connecting rod that had faced a crankshaft journal surface exhibited some wear marks, consistent with sliding in a lateral direction. In addition, some material smearing outward of the bearing surface was present. The fracture surface of the rod arm was generally dull in luster, with post-fracture iron oxide (rust) corrosion and smearing damage on the outer regions of the fracture surface. Examination of the undamaged portions of the fracture surface using an SEM revealed dimple rupture, consistent with overstress.
For further information, see the Materials Laboratory Factual Report within the public docket for this accident.
Review of the engine logbooks revealed that the engine was overhauled on May 20, 1996, at a tachometer time of 3,686 hours. The most recent 100-hour/annual inspection was completed on October 19, 2016, at an engine time since overhaul of 1,556.9 hours.
Pilot Information
Certificate: Flight Instructor; Commercial
Age: 58, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 03/01/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 05/19/2016
Flight Time: 15140 hours (Total, all aircraft), 954 hours (Total, this make and model), 13700 hours (Pilot In Command, all aircraft), 61 hours (Last 90 days, all aircraft), 18 hours (Last 30 days, all aircraft), 0.7 hours (Last 24 hours, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Make: CESSNA
Registration: N6077B
Model/Series: 182A A
Aircraft Category: Airplane
Year of Manufacture: 1957
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 34077
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection: 10/19/2016, Annual
Certified Max Gross Wt.: 2348 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 5243.6 Hours as of last inspection
Engine Manufacturer: CONT MOTOR
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: O-470 SERIES
Registered Owner: On file
Rated Power: 230 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: KSAD, 3176 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 1751 UTC
Direction from Accident Site: 179°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 230°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.25 inches Hg
Temperature/Dew Point: 14°C / -1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Safford, AZ (SAD)
Type of Flight Plan Filed: None
Destination: Holbrook, AZ
Type of Clearance: None
Departure Time: 0815 MST
Type of Airspace: Class G
Airport Information
Airport: SAFFORD RGNL (SAD)
Runway Surface Type: N/A
Airport Elevation: 3178 ft
Runway Surface Condition: Dry
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: Forced Landing
Wreckage and Impact Information
Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 3 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 4 None
Latitude, Longitude: 32.871667, -109.635278 (est)
NTSB Identification: WPR17LA038
14 CFR Part 91: General Aviation
Accident occurred Thursday, November 24, 2016 in Safford, AZ
Aircraft: CESSNA 182A, registration: N6077B
Injuries: 4 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 24, 2016, about 0850 mountain standard time, a Cessna 182A, N6077B, was substantially damaged during a forced landing following a loss of engine power near Safford, Arizona. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot and the three passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The cross-country flight originated from the Safford Regional Airport (SAD) at 0815 with an intended destination of Holbrook, Arizona.
The pilot reported that during the cruise flight at 8,500 feet msl, he noticed that the oil pressure began to fluctuate and decided to return to the airport. When the airplane was about 4 miles north of SAD, the engine lost power and the pilot initiated a forced landing to an area of open desert. During the landing roll, the airplane struck two dirt berms and the nose wheel collapsed.
Postaccident examination of the airplane by a Federal Aviation Administration inspector revealed that the forward portion of the fuselage structure and engine firewall was structurally damaged. The wreckage was recovered to a secure location for further examination.
SAFFORD — On Thanksgiving morning, a flight from the Safford Airport to Holbrook ended on San Juan Mine Road, when the pilot downed his airplane due to mechanical trouble.
The pilot, Steven Maxwell, told Graham County Sheriff’s Office deputies that his plane, a Cessna 182, started losing oil pressure 30 minutes into its flight. Losing control of the propeller, Maxwell made a crash landing approximately a mile down San Juan Mine Road from Airport Road.
The nose of the plane was damaged in the accident, and Maxwell told deputies a piston rod came through and hit the engine. Maxwell later removed the airplane on a trailer.
With Maxwell on the flight were his co-pilot, Travis Maxwell, and two passengers, Breena and Lillian McGehee. All four got off the plane safely without injury, though Breena McGehee, who was pregnant, complained of cramps. Medics took her to Mount Graham Regional Medical Center; no further information was available.
The Safford Fire Department also responded to the accident scene due to the large amount of fuel leaking from the plane.
Source: http://www.eacourier.com
SOUTHWEST AIRLINES CO: http://registry.faa.gov/N645SW
FAA Flight Standards District Office: FAA Van Nuys FSDO-01
N645SW SOUTHWEST AIRLINES FLIGHT SWA3286 BOEING 737 AIRCRAFT, ON LANDING WAS STRUCK BY SEVERAL BIRDS, LANDED WITHOUT INCIDENT, NO INJURIES, MINOR DAMAGE, BURBANK, CALIFORNIA
Date: 24-NOV-16
Time: 21:49:00Z
Regis#: N645SW
Aircraft Make: BOEING
Aircraft Model: 737
Event Type: Incident
Damage: Minor
Activity: Commercial
Flight Phase: LANDING (LDG)
Aircraft Operator: SWA-Southwest Airlines
Flight Number: SWA3286
City: BURBANK
State: California
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
Federal Aviation Administration / Flight Standards District Office; Birmingham
MHOC LLC: http://registry.faa.gov/N155WB
NTSB Identification: GAA17CA084
14 CFR Part 91: General Aviation
Accident occurred Wednesday, November 23, 2016 in Pensacola, FL
Probable Cause Approval Date: 06/07/2017
Aircraft: AMERICAN LEGEND AIRCRAFT CO AL3, registration: N155WB
Injuries: 2 Uninjured.
NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.
The student pilot reported that he inadvertently pressed down on the right brake during the landing roll. The airplane veered off the runway to the right into soft grass and nosed over.
The airplane sustained substantial damage to the right wing lift strut and empennage.
The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The student pilot’s incorrect brake application during the landing roll, which resulted in a loss of directional control.
The student pilot reported that he must have inadvertently pressed down on the right brake during the landing roll. The airplane veered off the runway to the right into soft grass and nosed over.
The airplane sustained substantial damage to the right wing lift strut and empennage.
The pilot reported no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
http://registry.faa.gov/N7206R
FAA Flight Standards District Office: FAA Atlanta FSDO-11
AIRCRAFT LANDED GEAR UP, ROME, GEORGIA
Date: 23-NOV-16
Time: 19:34:00Z
Regis#: N7206R
Aircraft Make: BEECH
Aircraft Model: 95
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: ROME
State: Georgia
SKY NIGHT LLC: http://registry.faa.gov/N1SN
FAA Flight Standards District Office: FAA Nashville FSDO-19
AIRCRAFT ON TAXI, WINGTIP STRUCK A PARKED UNOCCUPIED AIRCRAFT, BRISTOL, TENNESSEE
Date: 22-NOV-16
Time: 22:30:00Z
Regis#: N1SN
Aircraft Make: GULFSTREAM
Aircraft Model: GIV
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: TAXI (TXI)
City: BRISTOL
State: Tennessee
