Thursday, August 3, 2017

Piper PA-46-350P Malibu Mirage, C-GVZW: Fatal accident occurred February 22, 2015 near Felts Field Airport (KSFF), Spokane, Washington





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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Spokane, Washington
Piper Aircraft, Inc.; Vero Beach, Florida
Transportation Safety Board of Canada; Edmonton, AB

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

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

NTSB Identification: WPR15LA111 
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 22, 2015 in Spokane, WA
Aircraft: PIPER PA46 - 350P, registration: CGVZW
Injuries: 1 Fatal.

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

HISTORY OF FLIGHT

On February 22, 2015, at 1405 Pacific standard time, a Piper Aircraft, Inc., PA-46-350P airplane, Canadian registration C-GVZW, was destroyed during a forced landing following a total loss of engine power after takeoff from Felts Field Airport (SFF), Spokane, Washington. The pilot, was fatally injured. Visual meteorological conditions prevailed for the instrument flight rules (IFR) flight, which was originating at the time of the accident. The flight was destined for the Stockton Metropolitan Airport (SCK), Stockton, California.

According to family members, the pilot was traveling to SCK from Canada to participate in recurrent flight training. He had called his wife prior to departure from SFF; he said that his flight to SFF was great, and that he was in good spirits. She could hear the engine in the background as she spoke to her husband, and nothing sounded abnormal.

Air traffic control voice communication information proved by the Federal Aviation Administration (FAA) indicated that the airplane was cleared for takeoff from runway 22R, and the pilot was instructed to turn to a heading of 190° after takeoff. When the controller observed on radar that the airplane had not turned to the 190° heading, he queried the pilot. The pilot responded that he was having engine trouble. The controller cleared the pilot to return to the airport and land on any runway. The pilot stated that he was not going to make it back to the runway, and asked if the controller had any suggestions for an alternate landing site. No further radio transmissions were received from the pilot.

One set of witnesses heard the airplane engine sputtering. They saw the left-wing drop, and the nose pitch up, the right wing dropped, and they lost sight of the airplane as it passed behind a building. The second set of witnesses reported that the right wing struck a railroad track at the top of a hill and subsequently traveled down an embankment. The airplane slid across a road and came to rest inverted adjacent to the bottom of a railroad bridge.

WITNESS INFORMATION

The fixed-base operator (FBO) employee who serviced the airplane with fuel stated that the pilot contacted him on the day of the accident and requested to have his airplane fueled. The pilot did not specify what type of fuel was required, but only that he had cleared customs; he also told the fueler where his airplane was located. The fueler stated that the pilot was not present when he arrived to fuel the airplane. He stated that the majority of the Piper Malibu airplanes that he had serviced required Jet A fuel, so he fueled the accident airplane with Jet A. Once the fueling was complete, he returned to the FBO, and waited for the pilot to return to pay for the fuel. Both the written receipt and credit card receipt provided to the pilot specified that the airplane had been serviced with Jet A. The pilot paid for the fuel and left.

There were no witnesses to the pilot's preflight activities, and it is unknown if the pilot visually inspected or sumped the fuel before departing. Following the accident, an FAA inspector obtained the fueling log from the FBO; the log indicated that the accident airplane had been fueled with 52 gallons of Jet A.

PERSONNEL INFORMATION

The pilot held a Transport Canada single-engine and multiengine land certificate with night ratings. He held a third-class medical with the limitation that glasses must be worn. The pilot had received training in the accident make/model airplane, and was endorsed for proficiency in its operation in March 2012.

AIRCRAFT INFORMATION

The airplane was powered by a Lycoming TIO-540-AE2A 350-horsepower, turbocharged, reciprocating engine. According to the journey record (aircraft logbook), the last annual inspection was performed on July 23, 2014, at an airframe total time of 2,324.0 hours. The last maintenance performed included an oil and filter change on January 15, 2015, at a total airframe time of 2,388.9 hours. There were no recorded flights between January 15, and February 22, 2015.

WRECKAGE AND IMPACT INFORMATION

The airplane crashed in a commercial area near a railroad yard.

The majority of the airplane came to rest at the accident site, with additional wreckage strewn throughout the debris path. Both wings had separated from the airplane fuselage; however, they remained near the main wreckage. The fuel tanks had been ruptured during the accident sequence; however, a strong smell of Jet A fuel was present at the accident site. As a result of the ruptured fuel tanks, a fuel sample was not obtained.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed by the Spokane County Office of the Medical Examiner. The cause of death was determined to be blunt impact to the head, and the manner of death was an accident.

The FAA Bioaeronautical Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on specimens from the pilot. The results were negative for volatiles. The pilot initially survived the accident; as a result, there was positive test results for drugs that were administered to the pilot while he was in the hospital, including ephedrine detected in urine, but not detected in blood, and etomidate, lidocaine, pseudoephedrine, and salicylate detected in blood.

TEST AND RESEARCH

The airplane was equipped with its original fuel equipment, and was appropriately marked with an "AVGAS (aviation gasoline) ONLY" placard at each wings fuel port, which indicated that the airplane operated on aviation gasoline. Both fuel ports were checked by an FAA inspector, and identified as having the appropriately-sized fuel collar for AVGAS.

There were no other malfunctions that would have precluded normal operation of the airplane.
Inspection of the fuel truck after the accident revealed that the fuel hose nozzle was the round type, typically used to service helicopters with smaller fuel filler ports. When the FAA returned the next day to inspect the truck, the smaller rounder fuel nozzle that had been on the fuel truck the night before had been replaced with a flat duck-bill fuel nozzle. When the owner of the FBO was questioned about the switch, he stated that it was for safety reasons, and that he was making sure the appropriate nozzle was attached.

ADDITIONAL INFORMATION

According to the airplane's pilot operating handbook, while performing the preflight checklist, one of the items called out is for the pilot to do a visual check of the fuel supply for both wings, and assure that the fuel cap is secured.

Located at the airport is an FBO that performs turbine conversions on the accident make and model airplane.























NTSB Identification: WPR15LA111 
14 CFR Part 91: General Aviation
Accident occurred Sunday, February 22, 2015 in Spokane, WA
Aircraft: PIPER PA46 - 350P, registration: CGVZW
Injuries: 1 Fatal.

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

On February 22, 2015, at 1405 Pacific standard time, a Piper Aircraft, Inc., PA46-350P airplane, Canadian registry CGVZW, experienced a loss of engine power during climb out from runway 22R at Felts Field Airport (SFF), Spokane, Washington. The Canadian certificated pilot, the sole occupant, succumbed to his injuries on February 24, 2015. The airplane was destroyed during the attempted emergency landing after it struck a railroad track. Visual meteorological conditions prevailed for the instrument flight rules (IFR) flight that originated shortly before the accident. The flight was destined for the Stockton Metropolitan Airport (SCK) Stockton, California. 

A National Transportation Safety Board (NTSB) investigator and a Federal Aviation Administration (FAA) inspector responded to the accident site and identified two different groups of witnesses. The first set of witnesses observed the airplane with the engine sputtering. They observed the left wing drop and the nose pitch up. The right wing then dropped, and the witnesses lost sight of the airplane as it passed behind a building. The second set of witnesses reported that the right wing struck a railroad track at the top of a hill and subsequently traveled down an embankment. The witnesses reported that the airplane slid across a road and came to rest inverted adjacent to the bottom of a railroad bridge. 

Responding investigators stated that the majority of the airplane came to rest at the accident site, with additional wreckage strewn throughout the debris path. Both of the wings had separated from the airplane fuselage; however, they remained near the main wreckage. The investigators stated that the fuel tanks ruptured during the accident sequence, and there was a strong smell of Jet fuel present. 

The FAA inspector obtained the fueling log from Western Aviation at SFF; the fuel log indicated that the accident airplane had been refueled with 52 gallons of Jet fuel prior to takeoff.

5 comments:

Anonymous said...


Back story, FBO owner Tim Gump hired his drug head nephew and made him airplane service supervisor (whoopee) Dumb bastard obviously can't read the "AVGAS" placards at the fuel tanks or he had more important tasks such as texting his supplier.

Jim B said...

This is so sick.

A good man dead due to a perfectly good airplane contaminated by a neglient fueler.

Properly fueling an aircraft is a critical responsibility. In a dope-legal state your level of trust at all levels has to be degraded.

Altering evidence before the investigation is complete is shady too.

Pilots in command - beware, anytime and all the time.

Watch the fueler. Their negilgence is your death.

Anonymous said...

PIC's should never, ever, ever trust anyone with their aircraft. Even straight-up, well meaning folks screw-up. Boy, do I have stories!!

ATP/CFI, 15K hrs. plus dual given.

mouser485 said...

This is a very sad. I hate reading these stories. Accidents that happen that were so easy to avoid but weren't.

For what it's worth, there's a vid on YouTube taken by someone who was at the accident and it shows them trying to save the pilots life and then other people who are coordinating the investigation and then cleanup. Sorry, I don't have a link but it should still be on YT.

Anonymous said...

Spokane Police plane crash body camera footage
https://youtu.be/1m9M2d6a2ZI