The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Oakland, California
Cessna Aircraft; Wichita, Kansas
Pratt & Whitney Canada; Montreal
Blackhawk Modifications Inc; Waco, 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
http://registry.faa.gov/N1114A
Analysis
The commercial pilot reported that, after takeoff on the local skydiving flight, the engine experienced a total loss of power. He initiated a turn toward the airport, but realized the airplane would not reach the runway and chose to perform a forced landing to an open field. During the landing roll, the airplane exited the field, crossed a road, impacted a truck, and continued into a vineyard, where it nosed over.
Postaccident examination of the engine revealed that the fuel pressure line that connects the fuel control unit to the airframe fuel pressure transducer was fractured below the fuel control unit fitting's swaged seat. In addition, a supporting clamp for the fuel pressure fuel line was fractured and separated. The operator reported that the fractured fuel line had been replaced the night before the accident and had accumulated about 4 hours of operational time. The previously-installed line had also fractured.
Metallurgical examination of the two fractured fuel lines revealed that both fuel lines fractured due to reverse bending fatigue through the tube wall where a ferrule was brazed to the outside of the tube. There were no apparent anomalies or defects at the crack initiation sites. Examination of the supporting clamp determined that it fractured due to unidirectional bending fatigue where one of the clamp's tabs met the clamp loop, with the crack initiating along the inward-facing side of the clamp. The orientation of the reverse bending fatigue cracks and the spacing of the fatigue striations on the tube fracture surfaces were consistent with high-cycle bending fatigue due to a vibration of the tube. The cushioned support clamp is designed to prevent such vibrations from occurring. However, if the clamp tab is fractured, it cannot properly clamp the tube and will be unable to prevent the vibration. The presence of the fractured clamp combined with the fact that the two pressure tubes failed in similar modes in short succession indicated that the clamp most likely failed first, resulting in the subsequent failure of the tubes. Since the clamp was likely fractured when the first fractured fuel pressure line was replaced, the clamp was either not inspected or inadequately inspected at the time of the maintenance.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A total loss of engine power due to a fatigue fracture of the fuel pressure line that connected the fuel control unit and the fuel flow transducer due to vibration as the result of a fatigue fracture of an associated support clamp. Contributing to the accident was the mechanic's inadequate inspection of the fuel line support clamp during the previous replacement of the fuel line.
Findings
Aircraft
Fuel distribution - Failure (Cause)
Personnel issues
Inspection - Maintenance personnel (Factor)
Factual Information
On May 12, 2016, about 1413 Pacific daylight time, a Cessna 208B, N1114A, was substantially damaged during a forced landing near Acampo, California. The airplane was registered to Flanagan Enterprises (Nevada) INC., and operated by the Parachute Center under the provisions of 14 Code of Federal Regulations Part 91. The commercial pilot sustained minor injuries and his 17 passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight originated about 1 minute prior to the accident.
The pilot reported that following takeoff from runway 26, he made a right turn and continued his climb for the skydive drop, however, as the airplane passed 1,000 ft above ground level (agl), the engine lost power. The pilot initiated a turn toward the airport, however, realized he was unable to make it, and landed in an open field. During the landing roll, the airplane exited the field, crossed a road, impacted a truck, continued into a vineyard, and nosed over.
Examination of the airplane by a Federal Aviation Administration inspector revealed that the fuselage and left wing were substantially damaged. The wreckage was recovered to a secure location for further examination.
Examination of the recovered wreckage was conducted on May 17 and 18, 2016. The engine remained partially attached to the fuselage. The fuel pressure line that connects the fuel control unit to the airframe fuel pressure transducer, Pratt & Whitney Canada (PWC) part number 3033981, was fractured below the fuel control unit fitting swaged seat. The supporting clamp, PWC part number 3006614, was fractured and was separated from its mating fuel pressure fuel line, PWC part number 3032010. In addition, the airframe P3 air line that provides air to the vacuum system exhibited a hole within the tube.
The operator reported that they had replaced the fuel line, PWC part number 3033981, the night before the accident due to the original fuel line being fractured. They stated that the new fuel line had about 4 hours of operational time since the installation. Review of the maintenance logbooks revealed that an entry regarding the replacement of the fuel line was dated April 11, 2016, with no airframe, engine, or HOBBS meter times listed. The operator was further questioned about what manual they used regarding engine maintenance and they replied they used the manufacturers manual for all engine related maintenance. When questioned about the supporting clamp, PWC part number 3006614, the operator stated that the clamp was attached at the time of the fuel line replacement.
Both the new and old fuel lines and separated clamp were sent to the National Transportation Safety Board Materials Laboratory for further examination. A Senior Materials Engineer examined the fuel lines and clamp and reported that the fuel line fracture surfaces were examined with the aid of a digital optical microscope and a scanning electron microscope and both fractured tubes were found to exhibit features consistent with crack initiation due to reverse bending fatigue.
The metal band of the clamp was fractured near the intersection of the tab and the loop portion of the clamp. The fracture surfaces were examined and exhibited features consistent with crack initiation at the inward-facing side of the tab due to bending fatigue. The fracture surface exhibited a comparatively flat appearance with curved crack progression marks on the fracture surface consistent with the crack initiating on the inward-facing side of the tab.
For further information, see the Materials Laboratory Factual Report within the public docket for this accident.
History of Flight
Enroute-climb to cruise
Loss of engine power (total) (Defining event)
Landing
Off-field or emergency landing
Collision with terr/obj (non-CFIT)
Nose over/nose down
Location: Acampo, CA
Accident Number: WPR16LA107
Date & Time: 05/12/2016, 1413 PDT
Registration: N1114A
Aircraft: CESSNA 208B
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Minor, 17 None
Flight Conducted Under: Part 91: General Aviation - Skydiving
On May 12, 2016, about 1413 Pacific daylight time, a Cessna 208B, N1114A, was substantially damaged during a forced landing near Acampo, California. The airplane was registered to Flanagan Enterprises (Nevada) INC., and operated by the Parachute Center under the provisions of 14 Code of Federal Regulations Part 91. The commercial pilot sustained minor injuries and his 17 passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight originated about 1 minute prior to the accident.
The pilot reported that following takeoff from runway 26, he made a right turn and continued his climb for the skydive drop, however, as the airplane passed 1,000 ft above ground level (agl), the engine lost power. The pilot initiated a turn toward the airport, however, realized he was unable to make it, and landed in an open field. During the landing roll, the airplane exited the field, crossed a road, impacted a truck, continued into a vineyard, and nosed over.
Examination of the airplane by a Federal Aviation Administration inspector revealed that the fuselage and left wing were substantially damaged. The wreckage was recovered to a secure location for further examination.
Examination of the recovered wreckage was conducted on May 17 and 18, 2016. The engine remained partially attached to the fuselage. The fuel pressure line that connects the fuel control unit to the airframe fuel pressure transducer, Pratt & Whitney Canada (PWC) part number 3033981, was fractured below the fuel control unit fitting swaged seat. The supporting clamp, PWC part number 3006614, was fractured and was separated from its mating fuel pressure fuel line, PWC part number 3032010. In addition, the airframe P3 air line that provides air to the vacuum system exhibited a hole within the tube.
The operator reported that they had replaced the fuel line, PWC part number 3033981, the night before the accident due to the original fuel line being fractured. They stated that the new fuel line had about 4 hours of operational time since the installation. Review of the maintenance logbooks revealed that an entry regarding the replacement of the fuel line was dated April 11, 2016, with no airframe, engine, or HOBBS meter times listed. The operator was further questioned about what manual they used regarding engine maintenance and they replied they used the manufacturers manual for all engine related maintenance. When questioned about the supporting clamp, PWC part number 3006614, the operator stated that the clamp was attached at the time of the fuel line replacement.
Both the new and old fuel lines and separated clamp were sent to the National Transportation Safety Board Materials Laboratory for further examination. A Senior Materials Engineer examined the fuel lines and clamp and reported that the fuel line fracture surfaces were examined with the aid of a digital optical microscope and a scanning electron microscope and both fractured tubes were found to exhibit features consistent with crack initiation due to reverse bending fatigue.
The metal band of the clamp was fractured near the intersection of the tab and the loop portion of the clamp. The fracture surfaces were examined and exhibited features consistent with crack initiation at the inward-facing side of the tab due to bending fatigue. The fracture surface exhibited a comparatively flat appearance with curved crack progression marks on the fracture surface consistent with the crack initiating on the inward-facing side of the tab.
For further information, see the Materials Laboratory Factual Report within the public docket for this accident.
Pilot Information
Certificate: Commercial
Age: 64, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Restraint Used: 3-point
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: 07/04/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 03/02/2015
Flight Time: 7050 hours (Total, all aircraft), 253 hours (Total, this make and model), 6680 hours (Pilot In Command, all aircraft), 80 hours (Last 90 days, all aircraft), 25 hours (Last 30 days, all aircraft), 4 hours (Last 24 hours, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Manufacturer: CESSNA
Registration: N1114A
Model/Series: 208B B
Aircraft Category: Airplane
Year of Manufacture: 1992
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 208B0309
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection: 02/10/2016, 100 Hour
Certified Max Gross Wt.: 7449 lbs
Time Since Last Inspection: 69 Hours
Engines: 1 Turbo Prop
Airframe Total Time: 12848.9 Hours at time of accident
Engine Manufacturer: P&W
ELT: Installed, not activated
Engine Model/Series: PT6A SER
Registered Owner: FLANAGAN ENTERPRISES (NEVADA) INC
Rated Power: 0 hp
Operator: Parachute Center
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSAC, 15 ft msl
Observation Time: 2053 UTC
Distance from Accident Site: 21 Nautical Miles
Direction from Accident Site: 328°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 31°C / 12°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 29.96 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Acampo, CA (1O3)
Type of Flight Plan Filed: None
Destination: Acampo, CA (1O3)
Type of Clearance: None
Departure Time: PDT
Type of Airspace: Class G
Airport Information
Airport: LODI (1O3)
Runway Surface Type:
Airport Elevation: 60 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 Minor
Aircraft Damage: Substantial
Passenger Injuries: 17 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor, 17 None
Latitude, Longitude: 38.203333, -121.255278
14 CFR Part 91: General Aviation
Accident occurred Thursday, May 12, 2016 in Acampo, CA
Aircraft: CESSNA 208B, registration: N1114A
Injuries: 1 Minor, 17 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 May 12, 2016, about 1413 Pacific daylight time, a Cessna 208B, N1114A, was substantially damaged during a forced landing near Acampo, California. The airplane was registered to Flanagan Enterprises (Nevada) INC., and operated by the Parachute Center under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot sustained minor injuries and his 17 passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight originated about 1 minute prior to the accident.
The pilot reported that following takeoff from runway 26, he made a right turn and continued his climb for the skydive drop, however, while passing through 1,000 feet above ground level (agl), the engine lost power. The pilot initiated a turn toward the airport, however, realized he was unable to make it, and landed in an open field. During the landing roll, the airplane exited the field, crossed a road, impacted a truck, continued into a vineyard, and nosed over.
Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the fuselage and left wing were structurally damaged. The wreckage was recovered to a secure location for further examination.
The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Oakland, California
Cessna Aircraft; Wichita, Kansas
Pratt & Whitney Canada; Montreal
Blackhawk Modifications Inc; Waco, Texas
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/N1114A
Location: Acampo, CA
Accident Number: WPR16LA107
Date & Time: 05/12/2016, 1413 PDT
Registration: N1114A
Aircraft: CESSNA 208B
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Minor, 17 None
Flight Conducted Under: Part 91: General Aviation - Skydiving
On May 12, 2016, about 1413 Pacific daylight time, a Cessna 208B, N1114A, was substantially damaged during a forced landing near Acampo, California. The airplane was registered to Flanagan Enterprises (Nevada) INC., and operated by the Parachute Center under the provisions of 14 Code of Federal Regulations Part 91. The commercial pilot sustained minor injuries and his 17 passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight originated about 1 minute prior to the accident.
The pilot reported that following takeoff from runway 26, he made a right turn and continued his climb for the skydive drop, however, as the airplane passed 1,000 ft above ground level (agl), the engine lost power. The pilot initiated a turn toward the airport, however, realized he was unable to make it, and landed in an open field. During the landing roll, the airplane exited the field, crossed a road, impacted a truck, continued into a vineyard, and nosed over.
Examination of the airplane by a Federal Aviation Administration inspector revealed that the fuselage and left wing were substantially damaged. The wreckage was recovered to a secure location for further examination.
Examination of the recovered wreckage was conducted on May 17 and 18, 2016. The engine remained partially attached to the fuselage. The fuel pressure line that connects the fuel control unit to the airframe fuel pressure transducer, Pratt & Whitney Canada (PWC) part number 3033981, was fractured below the fuel control unit fitting swaged seat. The supporting clamp, PWC part number 3006614, was fractured and was separated from its mating fuel pressure fuel line, PWC part number 3032010. In addition, the airframe P3 air line that provides air to the vacuum system exhibited a hole within the tube.
The operator reported that they had replaced the fuel line, PWC part number 3033981, the night before the accident due to the original fuel line being fractured. They stated that the new fuel line had about 4 hours of operational time since the installation. Review of the maintenance logbooks revealed that an entry regarding the replacement of the fuel line was dated April 11, 2016, with no airframe, engine, or HOBBS meter times listed. The operator was further questioned about what manual they used regarding engine maintenance and they replied they used the manufacturers manual for all engine related maintenance. When questioned about the supporting clamp, PWC part number 3006614, the operator stated that the clamp was attached at the time of the fuel line replacement.
Both the new and old fuel lines and separated clamp were sent to the National Transportation Safety Board Materials Laboratory for further examination. A Senior Materials Engineer examined the fuel lines and clamp and reported that the fuel line fracture surfaces were examined with the aid of a digital optical microscope and a scanning electron microscope and both fractured tubes were found to exhibit features consistent with crack initiation due to reverse bending fatigue.
The metal band of the clamp was fractured near the intersection of the tab and the loop portion of the clamp. The fracture surfaces were examined and exhibited features consistent with crack initiation at the inward-facing side of the tab due to bending fatigue. The fracture surface exhibited a comparatively flat appearance with curved crack progression marks on the fracture surface consistent with the crack initiating on the inward-facing side of the tab.
For further information, see the Materials Laboratory Factual Report within the public docket for this accident.
Pilot Information
Certificate: Commercial
Age: 64, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Restraint Used: 3-point
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: 07/04/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 03/02/2015
Flight Time: 7050 hours (Total, all aircraft), 253 hours (Total, this make and model), 6680 hours (Pilot In Command, all aircraft), 80 hours (Last 90 days, all aircraft), 25 hours (Last 30 days, all aircraft), 4 hours (Last 24 hours, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Manufacturer: CESSNA
Registration: N1114A
Model/Series: 208B B
Aircraft Category: Airplane
Year of Manufacture: 1992
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 208B0309
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection: 02/10/2016, 100 Hour
Certified Max Gross Wt.: 7449 lbs
Time Since Last Inspection: 69 Hours
Engines: 1 Turbo Prop
Airframe Total Time: 12848.9 Hours at time of accident
Engine Manufacturer: P&W
ELT: Installed, not activated
Engine Model/Series: PT6A SER
Registered Owner: FLANAGAN ENTERPRISES (NEVADA) INC
Rated Power: 0 hp
Operator: Parachute Center
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSAC, 15 ft msl
Observation Time: 2053 UTC
Distance from Accident Site: 21 Nautical Miles
Direction from Accident Site: 328°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 31°C / 12°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 29.96 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Acampo, CA (1O3)
Type of Flight Plan Filed: None
Destination: Acampo, CA (1O3)
Type of Clearance: None
Departure Time: PDT
Type of Airspace: Class G
Airport Information
Airport: LODI (1O3)
Runway Surface Type:
Airport Elevation: 60 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 Minor
Aircraft Damage: Substantial
Passenger Injuries: 17 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor, 17 None
Latitude, Longitude: 38.203333, -121.255278
14 CFR Part 91: General Aviation
Accident occurred Thursday, May 12, 2016 in Acampo, CA
Aircraft: CESSNA 208B, registration: N1114A
Injuries: 1 Minor, 17 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 May 12, 2016, about 1413 Pacific daylight time, a Cessna 208B, N1114A, was substantially damaged during a forced landing near Acampo, California. The airplane was registered to Flanagan Enterprises (Nevada) INC., and operated by the Parachute Center under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot sustained minor injuries and his 17 passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight originated about 1 minute prior to the accident.
The pilot reported that following takeoff from runway 26, he made a right turn and continued his climb for the skydive drop, however, while passing through 1,000 feet above ground level (agl), the engine lost power. The pilot initiated a turn toward the airport, however, realized he was unable to make it, and landed in an open field. During the landing roll, the airplane exited the field, crossed a road, impacted a truck, continued into a vineyard, and nosed over.
Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the fuselage and left wing were structurally damaged. The wreckage was recovered to a secure location for further examination.
If there's one local outfit that enjoys a dangerous exemption from regulation - somehow, in this over-regulated state - it is the Lodi Parachute Center.
At least 13 people have died out there. Federal "regulators" have been useless. So now Stockton's Assembly member is stepping in with legislation.
Susan Eggman, D-Stockton, is introducing AB295, a state law that would hold drop zone owners accountable in state court if they fail to obey federal safety regulations.
"We've seen multiple people dying out of that facility in Lodi," said Eggman. "It prompted me to say, how are these regulated? And maybe they're not regulated appropriately?"
To say Lodi Parachute Center is not regulated appropriately is an understatement. The owner, William C. Dause, runs an operation seemingly regulated by no one.
The center is one of the few in the nation that do not belong to the United States Parachute Association. It therefore does not have to abide by USPA's voluntary safety standards.
Dause held a personal membership; the USPA revoked it after finding that the instructor who died in a double fatality in August, Yong Kwon, 25, of South Korea, was certified by a man who forged his credentials. Kwon's certification was therefore invalid.
Nonvoluntary safety laws are the jurisdiction of the Federal Aviation Administration. The FAA's regulations govern aspects such as parachute rigging and airplane maintenance.
In practice, however, Uncle Sam been flagrantly derelict. With few exceptions, they have treated the Lodi center as if it were on an impossibly remote high-altitude plateau in Tibet.
"We are still investigating," said Ian Gregor, the public information contact for the FAA's Western-Pacific Region, said of the August double fatality.
Gregor added, "Our investigations often take some time because we are very deliberate in what we do. And we document everything meticulously."
This would not be an issue - on the contrary, a drawn-out investigation would be a marked improvement - if it led to punishment for violators.
But Uncle Sam never produces results.
In 2010, investigators accused Dause of neglecting airplane maintenance in more than 2,600 flights. They "proposed" a stiff, $664,000 civil penalty.
In 2011, they proposed a $269,000 civil penalty after allegedly finding Dause ignored safety inspections on a plane that took 41 flights.
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What followed was staggering in its toothlessness.
"We couldn't reach a settlement with Mr. Dause," Gregor said. "So per our protocols we referred it to the U.S. Attorney's Office for prosecution. The U.S. Attorney's Office opted not to pursue the cases."
The U.S. Attorney's Office declined to comment.
It's amazing. Dause simply refused to pay $933,000 in civil penalties, and Uncle Sam let him get away with it. Dause presumably returned to business as normal.
In May, a Cessna plane carrying a pilot and 17 passengers from the Lodi Parachute Center suffered mechanical failure, clipped a pickup on Highway 99 and crash-landed upside down near a farmhouse.
That no one died or suffered major injuries is one of the most astronomically improbable outcomes in the history of San Joaquin County aviation.
Eggman's bill, designed to fill the appalling regulatory void in which the center operates, would give plaintiffs and district attorneys the power to take action in civil court.
"If the feds aren't concerned about keeping people safe in California, we certainly are," Eggman said.
Skydiving is a risky sport. Occasional fatalities are expected. But customers should be able to expect that the safety regulations on the books are being followed.
Reached at the center, Dause said he could not comment because he has not seen Eggman's bill.
He declined to answer numerous questions, including the exact number of people who have died at his business.
"I haven't kept track of that," Dause said.
Source: http://www.recordnet.com
Cessna 208B Grand Caravan, N1114A: Accident occurred May 12, 2016 near Lodi Airport (1O3), San Joaquin County, California
he NTSB did not travel to the scene of this accident.
Aviation Accident Preliminary Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Flanagan Enterprises (Nevada) Inc: http://registry.faa.gov/N1114A
FAA Flight Standards District Office: FAA Oakland FSDO-27
NTSB Identification: WPR16LA107
14 CFR Part 91: General Aviation
Accident occurred Thursday, May 12, 2016 in Acampo, CA
Aircraft: CESSNA 208B, registration: N1114A
Injuries: 1 Minor, 17 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 May 12, 2016, about 1413 Pacific daylight time, a Cessna 208B, N1114A, was substantially damaged during a forced landing near Acampo, California. The airplane was registered to Flanagan Enterprises (Nevada) INC., and operated by the Parachute Center under the provisions of Title 14 Code of Federal Regulations Part 91. The commercial pilot sustained minor injuries and his 17 passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed for the skydiving flight. The local flight originated about 1 minute prior to the accident.
The pilot reported that following takeoff from runway 26, he made a right turn and continued his climb for the skydive drop, however, while passing through 1,000 feet above ground level (agl), the engine lost power. The pilot initiated a turn toward the airport, however, realized he was unable to make it, and landed in an open field. During the landing roll, the airplane exited the field, crossed a road, impacted a truck, continued into a vineyard, and nosed over.
Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the fuselage and left wing were structurally damaged. The wreckage was recovered to a secure location for further examination.
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