Saturday, September 16, 2017

Loss of Engine Power (Total): Mooney M20C Ranger, N53CP; fatal accident occurred September 16, 2017 in North Branford, Connecticut

Ted Christopher
 One of the most legendary short track drivers in the history of motorsports. A giant in racing, and a true gentleman who had an impact on so many. Ted Christopher was killed in a plane crash on September 16th, 2017 in Connecticut while enroute to Riverhead Raceway where he was scheduled to compete in the NASCAR Whelen Modified Tour championship race. He was 59. Also killed in the aircraft crash was the pilot, Charles Patrick Dundas, 81, of Hauppauge, New York. 

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Bradley; Enfield, Connecticut
Lycoming; Williamsport, Pennsylvania

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/N53CP 


Lawrence "Aaron" McCarter
Investigator In Charge 
National Transportation Safety Board


Location: North Branford, CT
Accident Number: ERA17FA327
Date & Time: 09/16/2017, 1300 EDT
Registration: N53CP
Aircraft: MOONEY M20C
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 


Analysis 

The airline transport pilot, who was the owner of the airplane, and one passenger departed on a day visual flight rules cross-country flight. The airplane came to rest in a wooded area near an open field about 24 miles from the departure airport. The pilot was not in contact with air traffic control during the flight. Review of radar information revealed radar targets that were coincident with the accident flight on a south-southeast track at altitudes between 900 and 1,300 ft above ground level until radar contact was lost about 1 mile northwest of the accident site. Several individuals near the accident site reported that they heard the sound of the impact, but there were no witnesses to the accident. The propeller exhibited signatures consistent with a lack of engine power at the time of impact. The fuel selector was found in the left tank position and the landing gear was extended. There was evidence of fuel in both tanks at the accident site.

Examination of the fuel system revealed that air would not pass through the fuel selector valve with the valve selected to the left fuel tank position. The handle was operated by hand and could be moved normally between the settings. Air passed freely through the valve when selected to the right tank position. Disassembly of the fuel selector revealed a piece of red, fibrous material consistent with a shop towel that likely inhibited fuel flow to the engine and resulted in fuel starvation and a total loss of engine power. The airplane's maintenance logs were not found and when the shop towel debris may have been introduced to the fuel system could not be determined. Additionally, a homemade tool constructed of PVC pipe and connection fittings was found in the wreckage that appeared to be designed to manipulate the fuel selector; however, the reason for its fabrication and use during the accident flight could not be determined. The device was broken at its handle.

Following the loss of engine power, the pilot may have attempted to switch the fuel selector from the left tank to the right tank and was unable to do so, either due to a failure of his homemade tool or to the inadequate time afforded to troubleshoot the loss of engine power due to his selection of a low cruising altitude, or a combination of the two factors. The airplane's low cruising altitude also reduced the pilot's available forced landing site options after the engine lost power. It is likely that the pilot was attempting to reach an open field that was about 1,500 ft beyond the accident site and had lowered the landing gear in preparation for landing, but due to the airplane's low altitude, it was unable to reach the field and impacted trees.

The pilot's medical certificate was denied nearly 10 years before the accident and never re-issued. Autopsy identified severe cardiac disease, which placed the pilot at risk for sudden symptoms such as chest pain, shortness of breath, palpitations, or fainting; however, it is not likely that this condition contributed to the accident.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be: 
A total loss of engine power due to fuel starvation as the result of foreign object debris in the fuel selector valve. Contributing to the accident was the pilot's selection of a low cruising altitude, which reduced the available time to troubleshoot the loss of engine power and afforded fewer forced landing site options, and improper maintenance of the airplane, which allowed a portion of a shop towel into the fuel system.

Findings

Aircraft
Fuel selector/shutoff valve - Damaged/degraded (Cause)
Fuel - Fluid management (Cause)
Fuel selector/shutoff valve - Incorrect use/operation (Factor)
Altitude - Not specified (Factor)

Personnel issues
Maintenance - Other/unknown (Factor)
Post maintenance inspection - Other/unknown (Factor)
Decision making/judgment - Pilot (Factor)

Factual Information

History of Flight

Prior to flight
Aircraft maintenance event

Enroute
Fuel starvation
Loss of engine power (total) (Defining event)

Landing
Collision with terr/obj (non-CFIT)

On September 16, 2017, about 1300 eastern daylight time, a Mooney M20C, N53CP, was substantially damaged when it impacted trees and terrain near North Branford, Connecticut. The airline transport pilot and the passenger were fatally injured. The airplane was owned by the pilot who was operating it as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed from Robertson Field Airport (4B8), Plainville, Connecticut, and was destined for Francis S. Gabreski Airport (FOK), Westhampton Beach, New York.

The pilot departed FOK about 1000 the morning of the accident and flew to 4B8 to pick up his passenger for the subsequent return flight to FOK where the passenger, a NASCAR driver, would be participating in a race at the Riverhead Raceway that afternoon. The pilot and passenger were friends and had been flying together for over 10 years; they and had flown this route many times according to friends.

The line service attendant at 4B8 reported that the pilot requested that the airplane's fuel tanks be topped off. The airplane was fueled with 15.8 gallons of 100LL aviation gasoline; 9 gallons in the right tank and 6.8 gallons in the left tank. After fueling, the line service attendant witnessed the pilot check the fuel through the fuselage fuel sump, then converse with several other pilots before departing with his passenger about 1230.

Review of radar data revealed no returns that could be correlated with the accident airplane. Several witnesses near the accident site, about 24 miles south of 4B8, stated that they did not see the airplane or hear any engine sounds, but they heard what sounded like a "crash" in the trees. One witness described the sound of "gravel being dumped out of a dump truck." Several homeowners in the area searched for the source of the sound and found the wreckage about an hour later.

Pilot Information

Certificate: Airline Transport; Commercial
Age: 81, Male
Airplane Rating(s): Multi-engine Land; 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): Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 10/16/2006
Occupational Pilot: No
Last Flight Review or Equivalent: 
Flight Time:  (Estimated) 31000 hours (Total, all aircraft) 

According to Federal Aviation Administration (FAA) airman records, the pilot, age 81, held an airline transport pilot certificate with a rating for airplane multi-engine land and commercial privileges for airplane single-engine land and sea. He also held a flight instructor certificate with ratings for airplane single-engine and instrument airplane, a flight engineer certificate with a rating for turbojet-powered airplanes, and a mechanic certificate with airframe and powerplant ratings.

The pilot's most recent application for an FAA second-class medical certificate was dated October 16, 2006. On that date, he reported 31,300 total hours of flight experience.



Aircraft and Owner/Operator Information

Aircraft Make: MOONEY
Registration: N53CP
Model/Series: M20C
Aircraft Category: Airplane
Year of Manufacture: 1964
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 2663
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.: 2575 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:  at time of accident
Engine Manufacturer: LYCOMING
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: IO-360-B1B
Registered Owner: On file
Rated Power: 180 hp
Operator: On file
Operating Certificate(s) Held: None 

The low-wing, four-seat monoplane was issued a standard airworthiness certificate on September 4, 1964. It was equipped with retractable landing gear and was powered by an air-cooled Lycoming IO-360, 180-horsepower engine, driving a Hartzell 3-bladed constant speed propeller. The airplane was equipped with two 26-gallon fuel tanks for a total fuel capacity of 52 gallons. No airplane maintenance records were located.



Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: HVN, 13 ft msl
Distance from Accident Site: 9 Nautical Miles
Observation Time: 1253 EDT
Direction from Accident Site: 228°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: Broken / 1400 ft agl
Visibility (RVR):
Wind Speed/Gusts: Light and Variable /
Turbulence Type Forecast/Actual: None / None
Wind Direction: Variable
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.16 inches Hg
Temperature/Dew Point: 24°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: PLAINVILLE, CT (4B8)
Type of Flight Plan Filed: None
Destination: WESTHAMPTON BCH, NY (FOK)
Type of Clearance: None
Departure Time: 1240 EDT
Type of Airspace: Class G

At 1653, the weather conditions reported at Tweed-New Haven Airport (HVN), New Haven, Connecticut, located 9 miles southwest of the accident site, included variable wind at 3 knots, 10 statute miles visibility, broken clouds at 1,400 ft above ground level, temperature 24°C, dew point 19°C, and an altimeter setting of 30.16 inches of mercury.



Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 41.361389, -72.744444 (est)

Examination of the accident site revealed that the airplane's first point of impact was in 75-ft-tall pine trees in a nose-down attitude before coming to rest against trees in a nose-down position on its right side. The wreckage path was 175 ft long and was oriented on a heading of about 010° magnetic. There were an open field about 1,500 ft north of the accident site. The right wing separated from the fuselage at the wing root during impact and was the first piece of wreckage discovered at the start of the wreckage path. Three feet of the outboard left wing was found 75 ft north of the right wing and was wrapped around a tree. The fuselage, left wing, and tail assembly remained together at the main wreckage site, where they came to rest against a tree. The landing gear was extended, and the landing gear selector was in the "DOWN" position. The wing flaps were in the retracted position.

The primary flight instruments on the pilot's (left) side remained intact. The magneto switch was found in the "BOTH" position. The airplane was not equipped with any instruments that contained non-volatile memory.

The right wing fuel tank was breached during the impact sequence and evidence of fuel was found on the trees and vegetation near the initial impact point. The left wing fuel tank contained about 7.5 gallons of fuel. The fuel selector was inaccessible due to cockpit crushing and floor buckling, but a visual examination through the firewall indicated that it was in the left tank position.

The airframe and engine were removed from the site to facilitate further examination.

The propeller remained attached to the crankshaft flange. The spinner was partially crushed on one side. For the examination and visual reference, the three propeller blades were labeled A, B, and C. Blade A was bent aft about 30° about 6 inches outboard of the hub and could be rotated in the hub by hand. Blades B and C appeared straight and undamaged, with no rotational scoring, s-bending, or chordwise scratching. The propeller governor was impact-damaged and partially separated from the engine. The governor control cable remained attached to the governor control arm but was impact damaged. The governor oil screen was absent of debris.

Continuity of the crankshaft to the rear gears and to the valve train was confirmed and each cylinder produced suction and compression. The interiors of the cylinders were examined using a lighted borescope and no anomalies were noted. The No. 1 cylinder was removed to facilitate inspection of the engine crankcase. No anomalies were noted to the crankcase interior components or to the No. 1 cylinder, piston or valves. Oil was present in the engine and the pistons, valves, and crankshaft appeared lubricated.

Both left and right magnetos were undamaged and no anomalies were noted. Both magnetos produced sparks at regular intervals when rotated by an electric drill.

The ignition harness remained attached to the magnetos, and the leads remained secured by their terminal ends to their respective spark plugs. The spark plugs remained secured to their respective cylinders. The top spark plugs were removed and examined. They all displayed little wear and no evidence of carbon or lead fouling in accordance with the Champion Check-A-Plug chart.

The vacuum pump remained attached to the engine and no damage was noted. The pump was removed and partially disassembled. The composite drive assembly, carbon rotor, and carbon vanes were intact.

The alternator remained attached to the engine and was undamaged. The alternator was rotated easily by hand and the drive belt was in place and unbroken.

The fuel injector servo was fractured across the throttle bore and separated from the engine oil sump. The throttle and mixture control cables remained attached to their respective servo control arms. The control cables and associated brackets were impact-damaged and the positions of the controls could not be determined.

The induction air box and air filter were present and impact-damaged but did not exhibit any preimpact anomalies.

The fuel injector servo was partially disassembled and no damage to the rubber diaphragms or other internal components was noted. The servo fuel inlet screen was absent of debris. The fuel flow divider remained attached to the engine and no damage was noted. The flow divider was partially disassembled, and no damage was noted to the rubber diaphragms or other internal components.

No debris was noted inside the flow divider. The fuel nozzle lines and the two-piece nozzles remained in place and were unobstructed. The engine-driven fuel pump remained attached to the engine. No damage was noted and it operated normally when actuated by hand. The pump was partially disassembled, and no damage was noted.

Liquid with an odor consistent with aviation fuel was observed in the engine-driven fuel pump, the hose from the pump to the servo, in the servo, and in the fuel selector. The fuel selector valve was removed from the airframe and air pressure applied to the valve fuel outlet port. Air did not pass through the selector valve when the handle was in the position marked "LEFT." The handle was moved to the "OFF" position, then back to the "LEFT" position, and it remained blocked. Air did not pass through the valve when the actuator handle was placed in the position marked "OFF" or in the rearward, unmarked position. Air passed freely when the handle was placed in the position marked "RIGHT." When the handle was returned to the position marked "LEFT," no air passed through the selector valve. The selector handle moved normally with no unusual resistance between the settings.

The valve was disassembled and a spongy mass of reddish fibers consistent in appearance with red cotton shop towel fibers were observed in the selector cavity (see figure 1). The rounded mass was about 5/8 inches in length and about 3/8 inches in width. Fibers also covered about 5% of the fuel drain screen.

Figure 1-Debris discovered in the fuel selector.

A section of PVC similar to plumbing or electrical conduit was discovered in the wreckage (see figure 2). It was made up of five individually-threaded, male-to-female connections which, when threaded together, measured about 9 inches long. On the top of the device was a PVC pipe in the shape of a handle. The entire device was in three separate pieces when discovered; the top of the t-handle was broken from the device and the bottom section was unscrewed. On each side of the handle was a label indicating "LEFT" and "RIGHT." The top of the handle was labeled "FUEL." On the bottom of the T-handle connection, the vertical pipe appeared to be hand carved/shaved so that it would fit into the top section of the devise There was a 3/4-inch notch cut out on the bottom of the device. When the device was reassembled during the examination, it fit into the airplane fuel selector handle, and appeared to be designed to switch the fuel tanks; however, the reason for its fabrication and use was unknown.


Figure 2-Homemade fuel selector tool after partial reassembly.

Medical And Pathological Information

The State of Connecticut, Office of the Chief Medical Examiner, performed the autopsy and determined that the cause of death was blunt injuries of the head and chest.

According to the report, the pilot weighed 195 pounds. The autopsy identified previous cardiac surgery but did not describe the status of the grafts or the thickness of various walls. The heart weighed 500 grams and microscopy identified myocyte hypertrophy and described the myocardium as having extensive fibrosis. The average heart weight for a 195-pound man is 376 grams with an upper range of 484 grams. In addition, the pathologist noted a scar of the upper left chest with underlying suture material, but no defibrillator device or wires were described.

Toxicology testing by the state of Connecticut Department of Emergency Services and Public Protection, Division of Scientific Services, did not identify any tested-for alcohols.

Toxicology testing performed by the FAA Forensic Sciences Laboratory identified clopidogrel, losartan, and metoprolol in blood. All these substances, as well as ibuprofen and vardenafil, were identified in urine. Clopidogrel is an anti-platelet medication used to prevent recurrent heart attacks and is commonly marketed with the name Plavix. Losartan and metoprolol are blood pressure medications. Ibuprofen is an over-the-counter analgesic often marketed with the names Motrin and Advil. Vardenafil is a drug used to treat erectile dysfunction and is commonly sold with the name Levitra. None of these substances are considered impairing.

The pilot had previously reported hypertension and ischemic cardiomyopathy due to severe coronary artery disease that had been treated with three-vessel coronary artery bypass grafting in 2001. He had obtained a special issuance medical certificate beginning in 2002 and had reported using various medications over the years. No other abnormalities were identified on the physical exam and the pilot was initially issued a second-class medical certificate limited by a requirement to wear corrective lenses and specifying, "Limited second class/Full third class privileges; Not valid for carrying passengers or cargo for compensation except if serving as pilot of fully qualified 2-pilot crew; Not valid for any class after 10/31/2007." The pilot subsequently had an internal defibrillator placed and his medical certificate was denied in December 2007. The National Transportation Safety Board traveled to the scene of this accident.

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Bradley; Enfield, Connecticut
Lycoming; Williamsport, Pennsylvania

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/N53CP 


Location: North Branford, CT
Accident Number: ERA17FA327
Date & Time: 09/16/2017, 1300 EDT
Registration: N53CP
Aircraft: MOONEY M20C
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 16, 2017, about 1300 eastern daylight time, a Mooney M20C, N53CP, was substantially damaged when it impacted trees and terrain near North Branford, Connecticut. The airline transport pilot and the passenger were fatally injured. The airplane was owned by the pilot who was operating it as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed from Robertson Field Airport (4B8), Plainville, Connecticut, and was destined for Francis S. Gabreski Airport (FOK), Westhampton Beach, New York.

The pilot departed FOK about 1000 the morning of the accident and flew to 4B8 to pick up his passenger for the subsequent return flight to FOK where the passenger, a NASCAR driver, would be participating in a race at the Riverhead Raceway that afternoon. The pilot and passenger were friends and had been flying together for over 10 years; they and had flown this route many times according to friends.

The line service attendant at 4B8 reported that the pilot requested that the airplane's fuel tanks be topped off. The airplane was fueled with 15.8 gallons of 100LL aviation gasoline; 9 gallons in the right tank and 6.8 gallons in the left tank. After fueling, the line service attendant witnessed the pilot check the fuel through the fuselage fuel sump, then converse with several other pilots before departing with his passenger about 1230.

Review of radar data revealed no returns that could be correlated with the accident airplane. Several witnesses near the accident site, about 24 miles south of 4B8, stated that they did not see the airplane or hear any engine sounds, but they heard what sounded like a "crash" in the trees. One witness described the sound of "gravel being dumped out of a dump truck." Several homeowners in the area searched for the source of the sound and found the wreckage about an hour later.

Pilot Information

Certificate: Airline Transport; Commercial
Age: 81, Male
Airplane Rating(s): Multi-engine Land; 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): Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 10/16/2006
Occupational Pilot: No
Last Flight Review or Equivalent: 
Flight Time:  (Estimated) 31000 hours (Total, all aircraft) 

According to Federal Aviation Administration (FAA) airman records, the pilot, age 81, held an airline transport pilot certificate with a rating for airplane multi-engine land and commercial privileges for airplane single-engine land and sea. He also held a flight instructor certificate with ratings for airplane single-engine and instrument airplane, a flight engineer certificate with a rating for turbojet-powered airplanes, and a mechanic certificate with airframe and powerplant ratings.

The pilot's most recent application for an FAA second-class medical certificate was dated October 16, 2006. On that date, he reported 31,300 total hours of flight experience.

Aircraft and Owner/Operator Information

Aircraft Make: MOONEY
Registration: N53CP
Model/Series: M20C
Aircraft Category: Airplane
Year of Manufacture: 1964
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 2663
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.: 2575 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:  at time of accident
Engine Manufacturer: LYCOMING
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: IO-360-B1B
Registered Owner: On file
Rated Power: 180 hp
Operator: On file
Operating Certificate(s) Held: None 

The low-wing, four-seat monoplane was issued a standard airworthiness certificate on September 4, 1964. It was equipped with retractable landing gear and was powered by an air-cooled Lycoming IO-360, 180-horsepower engine, driving a Hartzell 3-bladed constant speed propeller. The airplane was equipped with two 26-gallon fuel tanks for a total fuel capacity of 52 gallons. No airplane maintenance records were located.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: HVN, 13 ft msl
Distance from Accident Site: 9 Nautical Miles
Observation Time: 1253 EDT
Direction from Accident Site: 228°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: Broken / 1400 ft agl
Visibility (RVR):
Wind Speed/Gusts: Light and Variable /
Turbulence Type Forecast/Actual: None / None
Wind Direction: Variable
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.16 inches Hg
Temperature/Dew Point: 24°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: PLAINVILLE, CT (4B8)
Type of Flight Plan Filed: None
Destination: WESTHAMPTON BCH, NY (FOK)
Type of Clearance: None
Departure Time: 1240 EDT
Type of Airspace: Class G

At 1653, the weather conditions reported at Tweed-New Haven Airport (HVN), New Haven, Connecticut, located 9 miles southwest of the accident site, included variable wind at 3 knots, 10 statute miles visibility, broken clouds at 1,400 ft above ground level, temperature 24°C, dew point 19°C, and an altimeter setting of 30.16 inches of mercury.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 41.361389, -72.744444 (est)

Examination of the accident site revealed that the airplane's first point of impact was in 75-ft-tall pine trees in a nose-down attitude before coming to rest against trees in a nose-down position on its right side. The wreckage path was 175 ft long and was oriented on a heading of about 010° magnetic. There were an open field about 1,500 ft north of the accident site. The right wing separated from the fuselage at the wing root during impact and was the first piece of wreckage discovered at the start of the wreckage path. Three feet of the outboard left wing was found 75 ft north of the right wing and was wrapped around a tree. The fuselage, left wing, and tail assembly remained together at the main wreckage site, where they came to rest against a tree. The landing gear was extended, and the landing gear selector was in the "DOWN" position. The wing flaps were in the retracted position.

The primary flight instruments on the pilot's (left) side remained intact. The magneto switch was found in the "BOTH" position. The airplane was not equipped with any instruments that contained non-volatile memory.

The right wing fuel tank was breached during the impact sequence and evidence of fuel was found on the trees and vegetation near the initial impact point. The left wing fuel tank contained about 7.5 gallons of fuel. The fuel selector was inaccessible due to cockpit crushing and floor buckling, but a visual examination through the firewall indicated that it was in the left tank position.

The airframe and engine were removed from the site to facilitate further examination.

The propeller remained attached to the crankshaft flange. The spinner was partially crushed on one side. For the examination and visual reference, the three propeller blades were labeled A, B, and C. Blade A was bent aft about 30° about 6 inches outboard of the hub and could be rotated in the hub by hand. Blades B and C appeared straight and undamaged, with no rotational scoring, s-bending, or chordwise scratching. The propeller governor was impact-damaged and partially separated from the engine. The governor control cable remained attached to the governor control arm but was impact damaged. The governor oil screen was absent of debris.

Continuity of the crankshaft to the rear gears and to the valve train was confirmed and each cylinder produced suction and compression. The interiors of the cylinders were examined using a lighted borescope and no anomalies were noted. The No. 1 cylinder was removed to facilitate inspection of the engine crankcase. No anomalies were noted to the crankcase interior components or to the No. 1 cylinder, piston or valves. Oil was present in the engine and the pistons, valves, and crankshaft appeared lubricated.

Both left and right magnetos were undamaged and no anomalies were noted. Both magnetos produced sparks at regular intervals when rotated by an electric drill.

The ignition harness remained attached to the magnetos, and the leads remained secured by their terminal ends to their respective spark plugs. The spark plugs remained secured to their respective cylinders. The top spark plugs were removed and examined. They all displayed little wear and no evidence of carbon or lead fouling in accordance with the Champion Check-A-Plug chart.

The vacuum pump remained attached to the engine and no damage was noted. The pump was removed and partially disassembled. The composite drive assembly, carbon rotor, and carbon vanes were intact.

The alternator remained attached to the engine and was undamaged. The alternator was rotated easily by hand and the drive belt was in place and unbroken.

The fuel injector servo was fractured across the throttle bore and separated from the engine oil sump. The throttle and mixture control cables remained attached to their respective servo control arms. The control cables and associated brackets were impact-damaged and the positions of the controls could not be determined.

The induction air box and air filter were present and impact-damaged but did not exhibit any preimpact anomalies.

The fuel injector servo was partially disassembled and no damage to the rubber diaphragms or other internal components was noted. The servo fuel inlet screen was absent of debris. The fuel flow divider remained attached to the engine and no damage was noted. The flow divider was partially disassembled, and no damage was noted to the rubber diaphragms or other internal components.

No debris was noted inside the flow divider. The fuel nozzle lines and the two-piece nozzles remained in place and were unobstructed. The engine-driven fuel pump remained attached to the engine. No damage was noted and it operated normally when actuated by hand. The pump was partially disassembled, and no damage was noted.

Liquid with an odor consistent with aviation fuel was observed in the engine-driven fuel pump, the hose from the pump to the servo, in the servo, and in the fuel selector. The fuel selector valve was removed from the airframe and air pressure applied to the valve fuel outlet port. Air did not pass through the selector valve when the handle was in the position marked "LEFT." The handle was moved to the "OFF" position, then back to the "LEFT" position, and it remained blocked. Air did not pass through the valve when the actuator handle was placed in the position marked "OFF" or in the rearward, unmarked position. Air passed freely when the handle was placed in the position marked "RIGHT." When the handle was returned to the position marked "LEFT," no air passed through the selector valve. The selector handle moved normally with no unusual resistance between the settings.

The valve was disassembled and a spongy mass of reddish fibers consistent in appearance with red cotton shop towel fibers were observed in the selector cavity (see figure 1). The rounded mass was about 5/8 inches in length and about 3/8 inches in width. Fibers also covered about 5% of the fuel drain screen.

Figure 1-Debris discovered in the fuel selector.

A section of PVC similar to plumbing or electrical conduit was discovered in the wreckage (see figure 2). It was made up of five individually-threaded, male-to-female connections which, when threaded together, measured about 9 inches long. On the top of the device was a PVC pipe in the shape of a handle. The entire device was in three separate pieces when discovered; the top of the t-handle was broken from the device and the bottom section was unscrewed. On each side of the handle was a label indicating "LEFT" and "RIGHT." The top of the handle was labeled "FUEL." On the bottom of the T-handle connection, the vertical pipe appeared to be hand carved/shaved so that it would fit into the top section of the devise There was a 3/4-inch notch cut out on the bottom of the device. When the device was reassembled during the examination, it fit into the airplane fuel selector handle, and appeared to be designed to switch the fuel tanks; however, the reason for its fabrication and use was unknown.


Figure 2-Homemade fuel selector tool after partial reassembly.

Medical And Pathological Information

The State of Connecticut, Office of the Chief Medical Examiner, performed the autopsy and determined that the cause of death was blunt injuries of the head and chest.

According to the report, the pilot weighed 195 pounds. The autopsy identified previous cardiac surgery but did not describe the status of the grafts or the thickness of various walls. The heart weighed 500 grams and microscopy identified myocyte hypertrophy and described the myocardium as having extensive fibrosis. The average heart weight for a 195-pound man is 376 grams with an upper range of 484 grams. In addition, the pathologist noted a scar of the upper left chest with underlying suture material, but no defibrillator device or wires were described.

Toxicology testing by the state of Connecticut Department of Emergency Services and Public Protection, Division of Scientific Services, did not identify any tested-for alcohols.

Toxicology testing performed by the FAA Forensic Sciences Laboratory identified clopidogrel, losartan, and metoprolol in blood. All these substances, as well as ibuprofen and vardenafil, were identified in urine. Clopidogrel is an anti-platelet medication used to prevent recurrent heart attacks and is commonly marketed with the name Plavix. Losartan and metoprolol are blood pressure medications. Ibuprofen is an over-the-counter analgesic often marketed with the names Motrin and Advil. Vardenafil is a drug used to treat erectile dysfunction and is commonly sold with the name Levitra. None of these substances are considered impairing.

The pilot had previously reported hypertension and ischemic cardiomyopathy due to severe coronary artery disease that had been treated with three-vessel coronary artery bypass grafting in 2001. He had obtained a special issuance medical certificate beginning in 2002 and had reported using various medications over the years. No other abnormalities were identified on the physical exam and the pilot was initially issued a second-class medical certificate limited by a requirement to wear corrective lenses and specifying, "Limited second class/Full third class privileges; Not valid for carrying passengers or cargo for compensation except if serving as pilot of fully qualified 2-pilot crew; Not valid for any class after 10/31/2007." The pilot subsequently had an internal defibrillator placed and his medical certificate was denied in December 2007.


NTSB Identification: ERA17FA327
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 16, 2017 in North Branford, CT
Aircraft: MOONEY M20C, registration: N53CP
Injuries: 2 Fatal.

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

On September 16, 2017, at 1300 eastern daylight time, a Mooney M20C, N53CP, was substantially damaged when it collided with trees and terrain near North Branford, Connecticut. The airline transport pilot, who was also the owner of the airplane, and one passenger were fatally injured. The airplane was operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that originated from Robertson Field Airport (4B8), Plainville, Connecticut, and was destined for Francis S Gabreski Airport (FOK), Westhampton Beach, New York.

Earlier on the day of the accident about 1000, the pilot/owner flew from FOK north to 4B8, where he planned to pick up his passenger for a subsequent flight back to FOK. The route of flight was about 60 miles. The pilot and passenger had been flying together for over 10 years and had flown the route many times.

At 1109, the airplane was fueled with 15.8 gallons of 100 low-lead aviation gasoline; 9 gallons in the right wing tank and 6.8 gallons in the left wing tank. After he topped-off both fuel tanks per the pilot's request, the fueler witnessed the pilot sample the fuel in the airplane's fuel system, before he departed with his passenger about 1230.

Several witnesses near the accident site stated that they did not see the airplane or hear any engine sounds, but they heard what sounded like a "crash" in the trees. One witness described it as the sound of "gravel being dumped out of a dump truck." Several homeowners searched for the source of the sound and found the airplane wreckage about 1 hour after hearing the impact.

The pilot held an airline transport pilot certificate with a rating for airplane multiengine land. He held a commercial pilot certificate with ratings for airplane single-engine land and airplane single-engine sea. He also held a flight instructor certificate with a rating for instrument airplane. In addition, he held a mechanic certificate with airframe and powerplant ratings. According to Federal Aviation Administration (FAA) airman records, the pilot reported a flight experience of 31,300 total hours as of his last medical exam, dated October 16, 2006.

According to FAA airworthiness records, the airplane was issued a standard airworthiness certificate on September 4, 1964. The airplane was a low wing, four-seat, monoplane of conventional metal construction. It was equipped with retractable landing gear, and was powered by an air cooled, Lycoming IO-360, 180-horsepower engine, driving a Hartzell 3-blade constant-speed propeller.

At 1353, the weather conditions reported at Tweed-New Haven Airport (HVN), New Haven, Connecticut, which was located at 12.5 ft elevation, 9 miles southwest of the accident site, included variable wind at 3 knots, visibility 10 statute miles, broken clouds at 1,400 ft, temperature 24°C, dew point 19°C, and an altimeter setting of 30.16 inches of mercury.

Examination of the accident site revealed that the airplane first struck 75-ft-tall pine trees in a steep descending attitude before coming to rest up against trees in a nose-down position on its right side. The wreckage path was 170 ft-long and oriented on a north-northeast magnetic heading of 021°. The right wing separated from the fuselage at the wing root during impact, and was the first piece of wreckage discovered at the start of the debris path. The outboard 3 feet of the left wing was found 75 ft north of the right wing and was wrapped around a tree. The remaining fuselage, cockpit, left wing and tail assembly remained intact. The landing gear were in the extended position and the landing gear selector was in the down detent. The wing flaps were in the retracted position.

The right fuel tank was breached during the accident and evidence of fuel was found on the trees and vegetation near the initial impact point. The left fuel tank contained approximately 7.5 gallons of fuel. Visual examination through the firewall indicated that the fuel selector in was in the left fuel tank position.

The engine remained attached to the mounts and remained largely intact. All cylinders remained attached to the crankcase and there were no broken fuel lines or oil lines discovered at the scene. The engine oil was measured using the dip stick and it was at the full indication

The three-blade constant-speed propeller remained attached to the crankshaft flange and was largely intact. There was no evidence of rotational scoring and two of the blades were not damaged. One of the blades was bent aft about 30° and the propeller spinner was crushed on one side.

The wreckage was retained for further examination.



 Aaron McCarter
 National Transportation Safety Board






The pilot who died in the Saturday afternoon plane crash that killed race-car driver Ted Christopher en route to a competition at Riverhead Raceway was a Long Islander who had a longtime friendship with the driver, a Connecticut police spokesman said Monday.

North Branford police Lt. James Lovelace identified the pilot as Charles Patrick Dundas, 81, of Hauppauge. He said Dundas had flown Christopher many times before.

“From what I’ve been told he was a very well-experienced pilot who had a long friendship with the driver,” Lovelace said.

Dundas was a veteran pilot who held ratings for commercial multi-engine aircraft, including the DC-9, Boeing 757 and Boeing 767 and other heavy aircraft, according to the Federal Aviation Administration.

Investigators believe the two were headed from Robertson Field in Plainville, Connecticut, where Christopher, 59, lived, to Gabreski Airport in Westhampton Beach, but the destination airport has not yet been confirmed, Lovelace said.

The Mooney M20C aircraft owned and piloted by Dundas was hangered at Gabreski, which is not far from where Christopher was scheduled to compete in a modified division race Saturday night, Lovelace said.

Officials at Riverhead Raceway paid tribute to Christopher Saturday night, including a ceremonial lap by the orange No. 82 modified car in which he was scheduled to compete.

The FAA said the single-engine plane crashed into a wooded area on the North Branford-Guilford border near New Haven early Saturday afternoon. The National Transportation Safety Board, which is investigating the cause of the crash, said the right wing was sheared off on impact.

The NTSB investigator, Aaron McCarter, said in a televised statement from the scene that a preliminary report was expected in seven to 10 days and that a more definitive incident report would likely be issued in 12-18 months. The NTSB, citing the ongoing investigation, would not cite an area of focus Monday.

Christopher was a widely known modified division race driver in the Northeast who had 109 division wins at Stafford Speedway in Connecticut, where he also was a nine-time division champ. He had another 99 wins at Thompson Speedway and 47 at the New London-Waterford Speedbowl.

Original article can be found here ➤  http://www.newsday.com


A legend of short-track racing, Ted Christopher of Plainville, Connecticut,  was killed in a plane crash Saturday in Connecticut while en route to Riverhead Raceway where he was scheduled to compete in the NASCAR Whelen Modified Tour championship race, according to NASCAR. He was 59.

A Suffolk County man has been identified as the second person killed in a Connecticut plane crash that claimed the life of a NASCAR champion.

Police said Sunday that 81-year-old Charles Patrick Dundas, of Manorville, was killed along with modified champion racer Ted Christopher in woods near North Branford.

Federal officials say the plane had left Plainville's Robertson Airport headed for Long Island on Saturday.

Dundas, who also lived in Fort Pierce, Fla., and Christopher were the only two aboard the Mooney M20-C plane when it crashed.

Christopher, 59, was to have competed Saturday night at Long Island's Riverhead Raceway.

NASCAR authorities had said Christopher was a passenger, but North Branford police wouldn't confirm that detail Sunday or say if Dundas was the pilot.

However, Federal Aviation Administration records show that Dundas was a certificated pilot based out of Francis S. Gabreski Airport in Westhampton Beach.

Police found no evidence of fire or an explosion accompanying the crash.

Original article can be found here ➤ http://www.nydailynews.com





Two people, including Ted Christopher, one of the winningest race car drivers at Connecticut tracks over the past decades, died when a small plane crashed Saturday afternoon in a wooded area near the North Branford-Guilford border.

Police confirmed that the crash killed the pilot and passenger, but as of Saturday night were not releasing their names. Christopher’s family confirmed that he was one of the victims. He was 59.

The crash happened a little before 2 p.m. in the woods of North Branford just behind a small Guilford neighborhood.

"We heard a noise, it almost sounded like a dump truck opening the back and gravel falling out," said Carrie Carignan, who lives a few doors away from where the plane went down near West Street and Taylor Lane.

Carignan and her fiancé hiked into the woods a little later, and about 40 minutes afterward came across the wreckage, she said.

“The plane is literally straight up and down. They were saying maybe it hit a tree and literally went straight down — it was just horrific,” Carignan said. “The nose is down and the wings and everything are just spread out through the woods. I really didn’t want to look at it too much.”

A neighbor who accompanied the couple back into the woods to try to help, and who did not want to be named, said that one victim had been thrown out of the cockpit, and that there were pieces of the plane scattered on the ground.

The plane, a Mooney M20C, a propeller-driven aircraft, crashed at 1:53, according to the Federal Aviation Administration, which will investigate the incident.

“The plane is down in a heavily wooded area. The FAA has started its investigation; the NTSB will be here later tonight,” police Lt. James Lovelace said.

Police could not say where the plane was coming from or going to, and Lovelace said it was too early to discuss a cause. There was no sign of fire or explosion, he said.

Christopher was known as one of the leading and most diverse short-track drivers in America over the past two-plus decades. He was also known for a confident bravado and unique swagger like few others in the local short track racing scene. In the ranks of New England Modified racing he was most commonly referred to by two monikers, either simply “TC” or “The King.”

Christopher was the all-time winningest driver at both Stafford Motor Speedway and Thompson Speedway. He was also a longtime regular competitor at the New London-Waterford Speedbowl.

At Stafford Motor Speedway, he competed weekly in the track’s premier division, the SK Modifieds. He had a division-leading six victories this year, with his last win coming on Sept. 8. He finished fourth in the SK Modified feature Friday at Stafford.

He had 109 career SK Modified victories at Stafford Speedway and nine championships in the division. Overall, he had 131 victories at the track overall since 1986. His next closet competitor on the all-time wins list at the track was Woody Pitkat with 77 victories.

At Thompson Speedway he had won one of two SK Modified features at the track in the last event there on Sept. 10. It was his 99th victory overall at the facility.

At the New London-Waterford Speedbowl he had 47 career victories.

He was the third winningest driver of all-time on the NASCAR Whelen Modified Tour with 42 career victories in 372 starts dating back to the 1987 season.

Christopher long had a reputation for racing anything anytime — from local Midgets divisions, to SuperModifieds, to indoor events in Three-Quarter Midgets to competing twice at the top level of Sports Car racing at the Rolex 24 Hours of Daytona.

He had made six career starts in NASCAR’s top-level Monster Energy Cup Series and had 21 career starts in NASCAR’s second level Xfinity Series. In NASCAR’s regional K&N Pro Series East he had 10 career victories in 92 starts from 1990 to 2008.

“We are all saddened to learn of the tragic plane crash this afternoon that claimed the lives of NASCAR driver Ted Christopher and the aircraft’s pilot," NASCAR Chairman and CEO Brian France said in a statement Saturday night. "As a championship driver on the NASCAR Whelen Modified Tour and New England short tracks, Christopher was a throwback to NASCAR’s roots. He was a tough racer’s racer, and his hard driving style and candid personality endeared him to short track fans throughout the country. He will be missed throughout the racing community, in the garage and, especially, in the hearts of his many fans. NASCAR has his family and friends in its thoughts and prayers during this difficult time.”

Original article can be found here ➤   http://www.courant.com


GUILFORD, Conn. (CBSNewYork) – NASCAR driver Ted Christopher was killed Saturday in a small plane crash in Connecticut.

The Mooney M20C aircraft crashed in a wooded area near Guilford shortly before 2 p.m., according to the FAA.

Authorities said two people were on board the plane at the time. The second person’s name has not been released.

“We are all saddened to learn of the tragic plane crash this afternoon that claimed the lives of NASCAR driver Ted Christopher and the aircraft’s pilot,” said NASCAR Chairman and CEO Brian France.

“As a championship driver on the NASCAR Whelen Modified Tour and New England short tracks, Christopher was a throwback to NASCAR’s roots. He was a tough racer’s racer, and his hard driving style and candid personality endeared him to short track fans throughout the country,” France continued. “He will be missed throughout the racing community, in the garage and, especially, in the hearts of his many fans. NASCAR has his family and friends in its thoughts and prayers during this difficult time.”

Christopher was scheduled to compete Saturday in a race in Connecticut.

“All of us at Thompson Speedway Motorsports Park are saddened to learn of Ted Christopher’s passing. Last Sunday, he recorded his 99th victory on our oval. He will be remembered as one of the greatest Modified drivers of all time,” Thompson Speedway Motorsports said in a statement. “May Ted rest in peace. Our thoughts and prayers are with the Christopher family, and all those impacted by this tragic loss.”

The FAA and NTSB are investigating the cause of the crash.

Original article can be found here ➤ http://newyork.cbslocal.com






NORTH BRANFORD, CT (WFSB) -  The racing community is mourning the loss of a veteran modified NASCAR driver, Ted Christopher, they said was one of the victims in a plane crash.

Police said the 2 people on board a Mooney M20C aircraft were killed when it crashed in North Branford on Saturday. 

Crews responded to a plane crash with injuries on West Street that happened around 1:53 p.m. on Saturday. Police said they do not yet know where the plane took off, or to where it was headed. Police did not release the names, but Eyewitness News learned through several sources the identification of one of the victims.

"It was really strange," described neighbor Carrie Carignan. "It almost sounded like a dump truck opening the back and gravel falling out."

Carignan and her fiancee told Eyewitness News they assumed the noise was a tree falling in the woods, but it wasn't until an hour later, when she said her husband made the gruesome discovery while on a hike. 

"All of a sudden, he called me frantic, you got to call 911, you got to call 911," said Carignan "There's been a plane crash and I'm like 'Oh my God.'"

The FAA is investigating the crash.

News of the crash spread quickly to the racing community when it was learned that veteran NASCAR Whelen Modified driver, 59-year-old Ted "Teddy" Christopher was one of the victims killed in the crash.

Before a race tonight at Waterford Speedbowl, General Manager, George Whitney said racers followed Christopher's #13 car as it was driven around the track twice in remembrance of the driver killed in the crash this afternoon. Whitney said Christopher often raced at speed ways in Waterford and Thompson. 

NASCAR CEO Brian France made a statement of the driver's passing. 

"We are all saddened to learn of the tragic plane crash this afternoon that claimed the lives of NASCAR driver Ted Christopher and the aircraft's pilot. As a championship driver on the NASCAR Whelen Modified Tour and New England short tracks, Christopher was a throwback to NASCAR's roots. He was a tough racer's racer, and his hard driving style and candid personality endeared him to short track fans throughout the country. He will be missed throughout the racing community, in the garage and, especially, in the hearts of his many fans. NASCAR has his family and friends in its thoughts and prayers during this difficult time."

Guilford Police and Fire, and North Branford units are also responded. The remains of the plane will be removed in the coming days. 

Original article can be found here ➤ http://www.wfsb.com






NORTH BRANFORD >> NASCAR officials say modified championship racer Ted Christopher was one of two people killed when a small plane crashed in Connecticut.

The Federal Aviation Administration confirms that two people were aboard a Mooney M20C plane that went down in the woods near the North Branford-Guilford border shortly before 2 p.m. Saturday. They didn’t release names.

NASCAR says Christopher and the plane’s pilot died.

Jeff Mulready, who lives nearby, was out for a walk behind his house when he found the plane. He and his fiance, Carrie Carigman, immediately called 911.

When they heard the noise, they had no idea it was a crash, Mulready said.

Carigman said she saw two men in their 50s or 60s in the small plane. One man had crashed through the windshield, she said.

The 59-year-old Christopher captured 13 track championships and competed at every level of NASCAR during his career. In 2006, he was selected as one of the top 25 drivers in NASCAR Whelen All-American Series history.

Racecar driver Dale Earnhardt Jr. tweeted Saturday night that Christopher “was a legend.”

The National Transportation Safety Board will investigate the accident.

Original article can be found here ➤ http://www.nhregister.com




GUILFORD — A plane crashed near West Street in Guilford, along the North Branford line, according to police.

The call came in shortly before 3 p.m. A witness said she and her fiancé heard a loud noise and thought a tree fell when they made the horrific discovery.

“They just described it to me and I came on scene later and then the responding officers and they heard a loud noise,” said Lt. James Lovelace of the North Branford Police Department.

“It almost sounded like a dump truck like opening the back and gravel falling out,” said Carrie Carignan of Guilford.

Carignan said she and her fiancé discovered the crash an hour after it happened. She also said if it was not for them walking into the field to see what happened, no one would have known about the incident.

“There was like two people dead inside the plane. It was so much all at once,” added Carignan.

North Branford Police confirmed two men have died in the crash. Their names have not been released yet, but Thompson Speedway Motorsports Park confirmed that once of the victims was local racing legend Ted Christopher.

In a Facebook post from the Speedway, they said Ted was “one of the greatest modified drivers of all time.”

Connecticut State Police assisted the Guilford Police Department at the scene of the crash. The North Branford Fire Department appeared on scene just before 6 p.m. The FAA and NTSB are also on the scene and will be for several hours.

“You can see the plane is literally like straight up and down. I don’t know. They were saying maybe it hit a tree and it just literally went straight down,” added Carignan.

North Branford Police have not released details on where the plane was coming from and where it was headed. They said the NTSB is expected to do another press conference Sunday morning to answer more questions.

Original article can be found here ➤ http://fox61.com

1 comment:

  1. SWAG (Scientific Wild Ass Guess) The 1400 broken cloud condition did not include PIREPs for tops. Older Mooneys were equipped with pneumatic wing levelers (We called them "Push-to-Turn" systems, due to the button on the yoke that disabled the wing leveler in order to perform banks.) The systems worked reasonably well, but some Mooney pilots, myself included, would pop the button out of the yoke and store it in a convenient pocket on most flights. Here's my SWAG. First, check that wing leveling system to determine if the button was installed. Second, obtain PIREPs on the tops of the broken cloud layer. I'm guessing that the aircraft possibly entered the clouds during a descent for landing--inadvertently--and the pilot M-A-Y have experienced spatial disorientation. One means to research this scenario would be the transponder Mode C data tag on an approach control scope or DBrite tube, if the aircraft was so-equipped.

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