Monday, February 6, 2017

Captain Doron: Junior Pilots Flying (Part 2)

Captain Doron 
Published on February 6th, 2017

Cessna 150H, N22721, Eagle View Flight: Fatal accident occurred September 20, 2015 in Morrisville, Madison County, New York

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

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

Aviation Accident Data Summary -  National Transportation Safety Board:  https://app.ntsb.gov/pdf

BARGABOS EARTHWORKS INC:   http://registry.faa.gov/N22721

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

FAA Flight Standards District Office:  FAA Albany FSDO-01

NTSB Identification: ERA15FA362
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 20, 2015 in Morrisville, NY
Probable Cause Approval Date: 01/31/2017
Aircraft: CESSNA 150H, registration: N22721
Injuries: 2 Fatal.

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.

The private pilot rented the airplane for a local pleasure flight and departed the airport with full fuel tanks. The airplane had been flying for about 30 minutes and then began a series of turns with its altitude fluctuating between 1,900 and 2,100 ft mean sea level (about 600 to 800 ft above ground level). About that time, one witness reported the engine began "spitting and sputtering" and experienced a total loss of power. Other witnesses reported that the engine stopped, restarted, and then lost power again. The airplane subsequently pitched nose down and entered a spin before ground impact, which is indicative of an aerodynamic stall. Postaccident examination of the airframe and engine did not reveal any evidence of preimpact malfunctions; however, damage to the engine and its associated components precluded a functional check of the engine. Additionally, there were no anomalies noted or reported with the fuel source that would have resulted in a loss of engine power. Although the environmental conditions were favorable for serious carburetor icing at glide power, it is likely the pilot was operating the airplane in cruise flight before the reported engine fluctuations.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain airspeed and her exceedance of the airplane's critical angle-of-attack, which led to an aerodynamic stall, following a total loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation.

Cathryn V. Depuy

Ryan Michael Adams 

Cathryn Depuy and Ryan Adams





Cathryn V. Depuy






HISTORY OF FLIGHT

On September 20, 2015, about 1251 eastern daylight time, a Cessna 150H, N22721, registered to and operated by Bargabos Earthworks, Inc., dba Eagle View Flight, was destroyed when it collided with trees then terrain near Morrisville, New York. The private pilot and one passenger were fatally injured. Visual meteorological conditions prevailed at the time and no flight plan was filed for the 14 Code of Federal Regulations Part 91 personal, local flight that departed from Hamilton Municipal Airport (VGC), Hamilton, New York, about 1217.

The airplane owner indicated that the pilot rented the airplane for the purpose of a pleasure flight. About 20 minutes after departure, he heard her announce on the VGC common traffic advisory frequency that she was over Colgate University, which was the last communication from her. He further indicated there was no distress call made by the pilot.

Review of air route surveillance radar data revealed an uncorrelated visual flight rules target with a 1200 transponder code at 1217:53, at 1,300 feet mean sea level (msl) was located 347 degrees and 0.4 nautical mile from the departure end of runway 35 at VGC. The target, which was consistent with the accident airplane's departure, proceeded north and then east of VGC, where a 270 degree turn occurred, followed by proceeding in a southerly direction flying around Colgate University where another 270 degree turn occurred. The flight then proceeded in a north-northwesterly direction flying between 2,300 and 2,400 ft msl east and north of VGC until 1245, and then turned to the left and proceeded in a westerly direction until 1249. The flight turned right to a northwesterly direction until 1250, then performed a 180 degree turn to the left and proceeded in a south-southeasterly direction with an increase and decrease in altitude noted. The flight continued in the south-southeasterly direction until about 1251; the altitude was noted to increase from 1,900 to 2,000 ft between the last two radar returns, which were 12 seconds apart. The last uncorrelated radar target was at 1251:17, at 2,000 ft msl. The accident site was located about 141 degrees and 1,600 ft from the last radar target.

Witnesses who were located along or near the airplane's final flight path reported hearing an engine malfunction, that was described as "spitting and sputtering." Several witnesses also reported that the engine experienced a total loss of power while the airplane was climbing, then it restarted when the airplane was descending. The engine was heard to lose power again while climbing consistent with the altitude increase during the last two radar returns, but the engine did not restart during the subsequent descent. The airplane was then observed to pitch nose-down and then "spiraled towards the ground." One of the witnesses who was located northwest of the accident site and was on a tractor with the engine running reported he did not see any smoke trailing the airplane.

One witness drove to the area and located the wreckage, then directed first responders to the accident site.

PERSONNEL INFORMATION

The pilot, age 18, seated in the left seat, held a private pilot certificate with an airplane single-engine land rating issued August 17, 2015. She held a third class medical certificate with no limitations issued October 3, 2013.

A review of the pilot's logbook that contained entries from her first logged flight dated August 2, 2013, to her last logged flight dated September 2, 2015, revealed she logged a total time of 130.6 hours, of which 13.9 hours were as pilot-in-command (PIC). Of the 13.9 hours logged as PIC, 1.1 hours were in the accident airplane. In the last 90 and 30 days, she logged 14.1 hours and 3.4 hours, respectively, of which 2.9 hours were in the accident airplane.

According to the airplane owner, he flew with the accident pilot in the accident airplane on two separate flights as part of a checkout for insurance purposes. The checkout flights were performed on August 29 and 30, 2015; the flight duration of both was recorded to be 1.8 hours. The flights included practice departure stalls, approach to landing stalls, a power off stall from a left skidding turn, and several simulated engine failures; one of which culminated with a landing to a grass field. The airplane owner indicated that the accident pilot performed all the maneuvers "very well."

According to Federal Aviation Administration (FAA) records, the passenger did not hold any pilot certificate.

AIRCRAFT INFORMATION

The airplane was manufactured in 1968 by Cessna Aircraft Company. It was powered by a 100 horsepower Continental O-200-A engine, and equipped with a McCauley 1A101DCM 6948 fixed pitch propeller.

On September 16 and 17, 2015, the airplane was flown by a private pilot. The total flight duration of both flights was reported to be .9 hour. The private pilot reported that he did not experience any abnormal issues during the flights. He further recalled that the stall warning horn activated during one landing, just before touchdown.

Review of the engine logbook revealed the engine was overhauled last on June 26, 1980; the engine total time before overhaul was unknown. At the engine overhaul, new Slick magnetos were installed. The engine was installed at tachometer time 2,816, and had accrued about 2,059 hours since overhaul at the time of the accident.

According to maintenance records, the airplane's last annual inspection was signed off as being completed on April 8, 2015, at an airframe total time of 4,821.4 hours. The airplane had been operated about 55 hours since the inspection.

METEOROLOGICAL INFORMATION

A weather observation taken at Griffiss International Airport (RME), Rome, New York, at 1253, reported the visibility was 10 statute miles, and few clouds at 3,800 ft. The temperature and dew point were 17 and 7 degrees Celsius respectively, and the altimeter setting was 30.16 inches of mercury. The accident site was located about 22 nautical miles south-southwest from RME.

According to a carburetor icing probability chart found in FAA Special Airworthiness Information Bulletin CE-09-35, the temperature and dew point reported at RME about the time of the accident were favorable for "serious icing at glide power."

WRECKAGE AND IMPACT INFORMATION

The airplane crashed at the edge of a tree line adjacent to a field. The accident site was located about 310 degrees and 6 nautical miles from the geographic center of VGC. Further inspection of the immediate area revealed a gentle sloped clearing at a higher elevation about 700 feet and 160 degrees from the accident site location.

The airplane came to rest with the empennage elevated at a 60 degree angle from the ground. The empennage was lying over both wings, which was oriented on a magnetic heading of 308 degrees. Inspection of the immediate area revealed damage to several tree limbs of an 80-foot tall tree about 30 feet above ground level; the tree limbs were damaged on the northwest side of the tree. The heading from the damaged tree limbs to the main wreckage was approximately 194 degrees. Also located in the immediate wreckage area were tree limbs of varying diameters, none of which exhibited evidence of smooth cuts oriented at a 45-degree angle. All primary and secondary flight controls and structure remained attached or were in close proximity to the main wreckage. No pre or postcrash fire was noted on any component of the wreckage.

Examination of the cockpit, which was destroyed by impact revealed the pilot's seat remained attached to the seat tracks at all seat feet positions; the seat lock pin was in the fourth hole from the front, and a safety stop was in place on the inboard seat track. The pilot's lapbelt and shoulder harness remained attached, but the lapbelt webbing was cut. The co-pilot's seat remained attached at the left forward and right aft seat feet positions. The co-pilot's lapbelt and shoulder harness were not buckled. The pilot's control yoke was fractured, while the right horn of the co-pilot's control yoke was fractured. The airspeed indicator, which was separated from the instrument panel indicated 68 mph. The vertical speed indicator was separated from the instrument panel and the needle was separated from faceplate, no needle slap mark was noted. The throttle control was extended 1.75 inches, and the mixture control was fractured at the instrument panel. The carburetor heat control knob was missing and the control was extended 0.50 inch. The tachometer was impact damaged and the needle was missing, no needle slap mark was noted. A needle slap mark on the oil pressure gauge faceplate was noted at the lower end red line radial. The ignition switch was in the both position and the key was inserted but broken. The switch was impact damaged. It was disassembled with no evidence of any preimpact anomalies and subsequently functioned properly in all positions when tested. Examination of the engine primer control revealed the outer nut that secured the primer to panel was separated from the barrel. The primer was impact damaged; however, the knob was in the locked position and was required to be rotated about 180 degrees before it could be unlocked from the outer knurled nut, which was separated. Two cellular phones were recovered and retained for further examination.

Examination of the both wings revealed extensive impact damage. Both lift struts remained connected at both ends. Vented fuel caps remained installed on both fuel tanks, which were breached; no stains were noted aft of either fuel tank opening. Residual blue colored fuel consistent with 100 low lead fuel was found in the left fuel tank, while no fuel was found in the right fuel tank. Both flaps and ailerons remained connected; however, impact damage was noted to the left aileron, right flap, and right aileron. One flap cable remained connected to the flap bellcrank near the left flap control surface, but the other cable was pulled from the bellcrank and exhibited tension overload. The right flap pushrod was bent and the rod was fractured at the right flap attach point. The flap motor support was fractured, and the flap jackscrew had no threads extended, which equated to the flaps retracted position. The flap cable exhibited tension overload about 2 ft outboard from the bellcrank. Operational testing of the stall warning horn revealed it did not operate. The internal portion of the wing leading edge was accessed, which revealed the plastic tube remained connected to a portion of the housing, but the housing was fractured. When suction was applied to the portion of housing that was still attached to the plastic tube, the stall warning horn was heard to operate.

Examination of the flight control system revealed aileron, elevator, and rudder flight control continuity from the cockpit to each cable where cut for recovery, and from that point to each control surface. The elevator push/pull rod remained connected to the forward bellcrank, but the push/pull rod exhibited "S" type bending and was fractured near the control yoke attach point. Examination of the control yoke revealed the left and right control yoke chains were separated from the sprockets, and the chains were fractured into multiple pieces.

Examination of the left fuel supply line revealed it was broken at the tank outlet, and the vent interconnect was separated from the tank. The left fuel vent check valve was installed correctly, and the line was free of obstructions from the inlet into the tank. Examination of the right fuel supply revealed the fuel tank outlet screen was clean. The fuel vent interconnect was separated, but the line was free of obstructions from the left to right side. Examination of the airframe fuel supply revealed the fuel strainer did not contain any fuel; the screen was clean but the bowl contained brown colored dust. Examination of the fuel shutoff valve revealed the control arm was fractured, but the valve remained attached to the structure. The valve was in the full open position; impact damage was noted to the inlet and outlet fuel lines.

Examination of the empennage revealed it was displaced to the right with the leading edge of the horizontal stabilizer contacting the right side of the empennage. The vertical stabilizer with attached rudder and right horizontal stabilizer remained attached, while the left horizontal stabilizer and elevator were separated but found in close proximity to the main wreckage. Examination of the left horizontal stabilizer revealed a semi-circular dent on the leading edge near the root; the left elevator was pulled from the torque tube. The elevator trim tab actuator was extended 1-11/16 inches as measured from the housing to the center of the rod end attach bolt, which equated to tab trailing edge 4 degrees up.

Examination of the engine revealed all cylinders and the oil sump remained attached, although the oil sump was breached and crushed. The carburetor and attached airbox were impact separated but remained attached by the control cables. The throttle was partially open and the mixture control was near the full rich position. An impact mark on the mixture stop boss adjacent to the "R" position was noted; the mixture control cable broke during removal. The inlet fitting of the carburetor was broken off and the carburetor bowl did not contain any fuel. Further inspection of the carburetor revealed a gap was noted between the throttle body and bowl near the accelerator pump. The carburetor was retained for further examination. Crankshaft, camshaft, and valve train continuity, and thumb suction and compression were confirmed to cylinder Nos. 1, 2, and 4. Continuity was also observed to the rear of the engine. The No. 3 cylinder intake pushrod was dented aft, which precluded movement of the intake valve. The No. 3 cylinder was removed for examination, which revealed the ring gaps were not aligned, and no discrepancies with the valve train components were noted. Examination of the piston dome revealed normal combustion deposits and color.

Further examination of the engine revealed the left magneto remained partially attached to the accessory case by the lower clamp; the upper clamp and securing hardware remained in place, but the stud was bent up. The right magneto was separated from the engine but the clamps and securing hardware remained in-place. Both magnetos were retained for further inspection. All ignition leads were impact damaged; therefore, operational testing of the ignition harness could not be performed. All spark plugs remained secured to each cylinder, but the top spark plugs for the Nos. 2 and 4 cylinders were broken. The No. 4 top spark plug was completely separated but recovered at the site, while the No. 2 top spark plug remained attached by the ignition lead. The No. 1 top spark plug was noted to be finger loose, but it was bent, and damage to the adjacent cylinder fins was noted. All spark plugs were marked, removed, and inspected in accordance with a Champion Aviation Check-A-Plug chart; all were dark in color. The spark plugs were then tested in a spark plug tester at 80 psi; all tested good with the exception of the Nos. 2 and 3 top spark plugs. The No. 2 top spark plug was fractured and a shift of the center electrode was noted. Normal wear of the center and ground electrodes were noted. The No. 3 top spark plug was bent and the center electrode was displaced. Normal wear of the center and ground electrodes were noted.

Examination of the lubrication system components revealed the oil tank remained attached and the filler cap was in place, but the tank was breached and displaced. The oil pick-up screen was visible in the breached tank and was clean; no ferrous material was noted. The engine oil filter, which was safety wired, was removed and the filer media was cut out for inspection; no ferrous particles were present. The oil pump was also removed from the accessory case for inspection; no discrepancies with the gears or pump housing were noted.

Examination of the air induction system components revealed the airbox was heavily crushed, but the air induction filter was in-place; no obstruction of the air induction system components was noted. A screen was in place behind the filter. Inspection of the airbox revealed the carburetor heat cable remained attached, and the valve was found positioned in the "cold" position. No evidence of movement of the valve associated with impact was noted.

Examination of the exhaust system components revealed heavy crushing, but there were no obstructions of the exhaust system components and the internal baffles of the mufflers were intact with no separation of baffle noted.

Examination of the propeller, which remained attached to the engine revealed one blade was bent aft about 10 degrees near the blade tip, and the leading edge was twisted towards low pitch. Slight chordwise scratches were noted on the cambered side of the blade, and nicks were noted on the leading edge. The second blade was bent aft about 45 degrees beginning about 13 inches from the hub. Slight chordwise scratches were noted on the cambered side of the blade, and nicks were noted on the leading edge.

MEDICAL AND PATHOLOGICAL INFORMATION

An external examination of the pilot, and an autopsy of the passenger were performed by Onondaga County Medical Examiner, Syracuse, New York. The cause of death for both was listed as blunt impact injuries.

Forensic toxicology of specimens of the pilot and passenger were performed by the Medical Examiner's Office, and also by the FAA Bioaeronautical Sciences Research Laboratory (FAA), located in Oklahoma City, Oklahoma. The Medical Examiner's toxicology report for the pilot indicated the results were negative for volatiles, carbon monoxide, and tested drugs, while the FAA toxicology report for the pilot indicated the results were negative for carbon monoxide, volatiles, and tested drugs; testing for cyanide was not performed.

The Medical Examiner's toxicology report for the passenger indicated the results were negative for volatiles, carbon monoxide, and tested drugs, while the FAA toxicology report for the passenger indicated the results were negative for carbon monoxide and volatiles. Testing for cyanide was not performed and unquantified amount of Ibuprofen was detected in the submitted urine specimen.

TESTS AND RESEARCH

Postaccident examination of the carburetor was performed at an FAA Certified Repair Station (FAA CRS). Although the carburetor exhibited extensive impact damage, it was subjected to operational testing, and displayed excessive leakage from the parting surfaces of the throttle body and bowl assemblies, which precluded additional testing. Disassembly examination revealed the outboard sides of both pontoons were crushed in, consistent with hydraulic deformation, and the interior of the carburetor bowl was clean. The float was subjected to hot submergence test and no bubbles were noted.

Postaccident examination of the left and right magnetos was performed at an FAA CRS. Impact damage to both precluded operational testing. The primary and secondary resistance readings of both coils, and both capacitors were within specification. No evidence of carbon tracing was noted to the distributor block of the left magneto. The right distributor block was not attached or located. Additional testing of the left coil could not be performed due to the separation of the coil tab, though testing of the right coil at the manufacturer's facility did not reveal any preimpact failure, which would have resulted in total loss of engine power.

Both recovered cellular phones (iPhone 5 and iPhone 6) were sent to the NTSB Vehicle Recorder Laboratory for attempts to download any still or video files associated with the accident flight. Both phones exhibited extensive impact damage; therefore, no data could be recovered.

ADDITIONAL DATA/INFORMATION

Fuel Information

The airplane was last fueled on September 19, 2015. According to fueler, both fuel tanks were filled with 100 low lead fuel to the top of each filler neck opening. The airplane had not been operated between the fueling and the departure of the accident flight.

Immediately after the accident, fuel operations at VGC were suspended. Subsequent checks of airport fuel samples for specific gravity and contaminates did not reveal any anomalies. Further, there were no reports of fuel related issues from other airplanes that were fueled from the same source as the accident airplane.

Weight and Balance Information

The latest weight and balance dated May 28, 2015, indicated that the airplane's empty weight was 1,086.29 pounds. Estimated weight calculations that were performed based on a full fuel load at takeoff, and the weights of the pilot and passenger (140 pounds each) reported during autopsy, revealed that the airplane was operating within its weight limitations at takeoff.





NTSB Identification: ERA15FA362
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 20, 2015 in Morrisville, NY
Aircraft: CESSNA 150H, registration: N22721
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 20, 2015, about 1251 eastern daylight time, a Cessna 150H, N22721, registered to and operated by Bargabos Earthworks, Inc., experienced a loss of control in-flight and collided with trees then terrain near Morrisville, New York. Visual meteorological conditions prevailed at the time and flight plan information is unknown at this time for the 14 Code of Federal Regulations Part 91 personal, local, flight from Hamilton Municipal Airport (VGC), Hamilton, New York. The airplane was destroyed by impact forces and the private pilot and one passenger were fatally injured. The flight originated from VGC about 1218.

The airplane owner indicated that the pilot rented the airplane for the purpose of a pleasure flight. He also indicated about 20 minutes after takeoff, he heard the pilot announce on the VGC common traffic advisory frequency that the flight was over Colgate University. That was the last communication he heard from her, and there were no distress calls made by the pilot.

Witnesses who were located about 1 nautical mile northwest of the accident site reported seeing the airplane flying in a southeasterly direction. One witness described the airplane's altitude as "very low". The engine sounded as if it were, "spitting and sputtering", and while climbing to gain altitude, the engine sound ceased completely. The airplane then began descending and the engine sound restarted, followed by the airplane leveling off. The airplane then began climbing again, and the engine sound ceased for a second time and did not restart. The airplane then pitched nose down and spiraled to the ground.

Helio H-395 Super Courier, Renfro's Alaskan Adventures, N910SP: Accident occurred September 18, 2015 in Bethel, Alaska

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

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

Aviation Accident Data Summary  -   National Transportation Safety Board:   https://app.ntsb.gov/pdf

Renfro's Alaskan Adventures (DBA: Renfro's Alaskan Adventures Inc.): http://registry.faa.gov/N910SP

NTSB Identification: GAA15CA268
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Friday, September 18, 2015 in Bethel, AK
Probable Cause Approval Date: 12/17/2015
Aircraft: HELIO H 395, registration: N910SP
Injuries: 4 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot of the float-equipped airplane stated that after takeoff from a lake, about 30-50 feet above the treetops, the airplane encountered a downdraft and descended uncontrolled into trees and terrain. 

The nearest weather reporting station was 7 NM to the north, and reported that the wind was 350 degrees true at 17 knots, with gusts to 23. The airplane sustained substantial damage to the wings and the elevator.

The pilot reported that there were no mechanical failures or anomalies prior to or during the flight that would have prevented normal operation.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain a positive climb rate during takeoff initial climb, resulting in an uncontrolled descent and collision with trees and terrain.

Eurocopter EC 130B4, Blue Hawaiian: Precautionary landing at Sandy Beach, Hawaii




HONOLULU (HawaiiNewsNow) -

A tour helicopter was forced to conduct a precautionary landing at Sandy Beach Park on Monday because of weather-related safety concerns, the aircraft's pilot tells Hawaii News Now. 

The Blue Hawaiian helicopter tour was flying around Oahu with several passengers on board when weather conditions near the airport deteriorated, a company spokesperson says. Air traffic controllers determined that visibility was too poor to conduct a safe landing.

As a result, the pilot went into a holding pattern over the Waialae area. The helicopter circled over the area for more than 30 minutes while waiting for clearance to land. 

When it was not given clearance, the pilot conducted the precautionary landing at Sandy Beach.

No injuries were reported during the incident.

A tour bus was dispatched to the beach park to transport customers back to the company's headquarters near the Honolulu International Airport.  

The helicopter has since been flown back to base.

Source:   http://www.hawaiinewsnow.com

Super Six, N426KS: Accident occurred February 06, 2017 near Silver Creek Airport (NC52), Morganton, Burke County, North Carolina

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Charlotte, North Carolina

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

http://registry.faa.gov/N426KS

NTSB Identification: ERA17LA102
14 CFR Part 91: General Aviation
Accident occurred Monday, February 06, 2017 in Morganton, NC
Aircraft: SHELL JOHN SUPER SIX, registration: N426KS
Injuries: 1 Serious.

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

On February 6, 2017, at 1615 eastern standard time, an experimental-exhibition Super Six, N426KS, collided with trees and terrain during a forced landing shortly after take-off from Silver Creek Airport (NC52), Morganton, North Carolina. The airplane was substantially damaged and the private pilot/owner was seriously injured. The airplane was operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed near the accident site at the time of the accident, and no flight plan was filed for the local flight.

The owner stated he would occasionally run the airplane's engine and would not fly it, but on the day of the accident, he decided to take the airplane up around the pattern one time. He conducted a preflight inspection on the airplane, that included "sticking" the fuel tanks to ensure there was enough fuel for the short flight. The pilot remembered the run-up, takeoff roll and rotation, but did not remember anything else until he woke up in the ambulance.

Witnesses reported that they heard the engine "sputtering," and saw the airplane descend through the trees before it came to rest and caught fire.

Initial examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that it struck trees and terrain about 3,500 feet west of the departure end of the runway in a wooded area, about 250 feet from residential buildings. The cockpit, left inboard wing and right wing were partially consumed by fire. The outboard portion of the left wing was located about 25 feet up in a tree aft of the main wreckage. The empennage had impact and fire damage and was twisted. The engine remained attached to the airframe and exhibited fire and impact damage.

The reduction gear box and propeller separated from the engine and were located approximately 50 feet from the wreckage in a clearing. The propeller exhibited no rotational damage and one of the three blades was bent slightly aft in a near feathered position. The propeller dome was crushed on one side.

The metal fuel tank had been punctured but the fuel sump contained a small amount of liquid that had the smell and color of 100LL Aviation Fuel.

The two-seat, single-engine, low-wing, tailwheel-equipped airplane was powered by a Pratt and Whitney, R1830-92, 1,200 hp engine. The airplane's airworthiness certificate was issued on March 21, 2011. The airplane had accumulated approximately 85 hours of total flight time. The last condition inspection was completed on April 6, 2016 at 77.6 hours total aircraft time. According to the pilot's son, who had 75 hours in the airplane, the fuel burn during cruise flight was 50 gallons per hour. During takeoff, the fuel burn was 120 gallons per hour and the fuel boost pump should be turned on.

The weather conditions reported at Hickory Regional Airport (HKY), Hickory, North Carolina, located 17 miles to the east of the accident site, included wind from 210° true at 8 knots, with no clouds or restrictions to visibility. The temperature was 18 degrees C with a dew point of -1 degrees C and the altimeter setting was 30.08 inches of mercury.

The engine was retained for further examination.









One man was injured in a plane crash in Morganton on Monday afternoon.

John Henry Shell Sr., 84, of Morganton, was taken to Carolinas HealthCare Systems Blue Ridge in Morganton and is reported as being stable, said Capt. Jason Whisnant with Morganton Department of Public Safety.

A source close to Shell said that he received lacerations to the face and was "bruised and banged up" and will be taken to a Charlotte hospital for further evaluation.

Shell was flying an experimental aircraft in the area of Jamestown Road and Rain Tree Lane when he crashed in a field near the road around 4:30 p.m., Whisnant said.

There were no others in the plane with Shell, he said.

Authorities believe he may have started the flight at the Silver Creek Airport, which was less than a mile from where the crash happened near the carbon plant in Morganton.

There was heavy fire and smoke when police and firefighters arrived on scene and the pilot was already out of the plane, Whisnant said.

“It appears there were some mechanical issues with the plane just from what witnesses are stating,” Whisnant said. “The plane began losing altitude a short distance from here.”

The crash also caused nearby woods and a field to catch fire and firefighters responding by applying a foam spray to suppress the fire before it spread.

John Garrington, of Morganton, was driving by when he saw the plane go down. He was the first to call 911 and trekked through the woods to find others helping the pilot out of the plane.

Tyler Woodard, who lives near to where the crash happened, saw the plane flying around the area several times.

“I guess he was doing little trial runs and it looked to be just fine, good clean runs as far as I would say,” Woodard said. “I am sitting from the porch of the apartments and I literally see something come down and it exploded.”

Woodard immediately began running toward the flames to help pull Shell out with the help of another man who saw the plane plummet, too.

“We drug him out and saw his nose and that it was busted up,” Woodard said. “We both looked to see if there was anybody else secondary in there and me and the other gentleman were prepared to go in, but he (Shell) said first hand that nobody else was with him.”

Woodard said that Shell was alert and coherent and was able to get himself over to a vehicle.

“I think when the (first) responders got here that is when he really figured out what had happened,” Woodard said.

Woodard said it was a blessing that Shell was still alive and that some neighbors came over and prayed with him.

The plane was a total loss, and part of it was lodged in a tree after making impact before striking the ground.

Responding agencies were Morganton Department of Public Safety, North Carolina State Highway Patrol, Burke County Fire Marshal’s Office, Burke REACT, Burke County Rescue Squad and Burke EMS.

Story and photo gallery:  http://www.morganton.com

Curaçao Civil Aviation Authority: Fokkers InselAir are safe

WILLEMSTAD - The three Fokker aircraft that are currently part of InselAir’s fleet are in good and safe condition. This is according to the Curaçao Civil Aviation Authority (CCAA). The CCAA responds after the controversy in the media about the safety of the InselAir aircraft.

Two inspectors of the CCAA inspects on a daily basis every incoming and outgoing flight of the company. The four MD-80 aircraft which are on the ground are now in good condition, but they have not been released yet by the Aruban Aviation Authority.

The Minister responsible for aviation, Suzanne Camelia-Römer also indicated that if an InselAir flight leaves it is because the aircraft is safe. “The flights that receive a green light are safe,” said the Minister in an interview. “All these aircraft are being inspected. We have a number one rule. This is if there are doubts, then the aircraft will not fly!”

This is the Minister’s reaction to the ban of the U.S. Consulate and the Dutch Government for the officials to fly with InselAir.

Source:  http://curacaochronicle.com

Van's RV10, N122WK: Fatal accident occurred September 16, 2015 near Bacon County Airport (KAMG), Alma, Georgia

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

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

Aviation Accident Data Summary -  National Transportation Safety Board:   https://app.ntsb.gov/pdf

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

FAA Flight Standards District Office:  FAA Atlanta FSDO-11


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

http://registry.faa.gov/N122WK 

NTSB Identification: ERA15FA359
14 CFR Part 91: General Aviation
Accident occurred Wednesday, September 16, 2015 in Alma, GA
Probable Cause Approval Date: 01/31/2017
Aircraft: BOATRIGHT WAYLON RV10, registration: N122WK
Injuries: 5 Fatal.

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.

The noncertificated pilot/owner departed in his four-seat, amateur-built airplane in dark night conditions with four passengers on board. Radar data and a witness account indicated that the airplane was performing climbs, descents, and “S” turns at low altitude before the accident; the radar data indicated that climb and descent rates reached over 2,500 ft per minute. The witness described the airplane flying “just above the trees” and up and down in an “M” pattern with smooth increases and decreases in engine power until it disappeared from view, and the engine sounds ceased. Examination of the airplane revealed no evidence of mechanical malfunctions or anomalies, and the accident site was consistent with impact at full engine power and a high rate of descent. The pilot had a history of disregard for established rules and regulations. He operated the accident airplane for years without a pilot certificate. He was arrested on three separate occasions, two of those within the 4 months before the accident, for operating vehicles under the influence of alcohol. His contempt for rules and regulations, as illustrated in his operation of surface vehicles and the accident airplane, is consistent with an attitude of “anti-authority,” which the Federal Aviation Administration considers hazardous to safe operation of aircraft. On the night of the accident, the pilot elected to conduct the flight with more passengers than could be restrained in seats, which resulted in the airplane likely being loaded near its maximum allowable gross weight and beyond its aft center of gravity limit. The aggressive maneuvering described by the witness and as shown by radar data would have been challenging given the reduced visual references associated with dark night conditions, the loading of the airplane, and the unrestrained passenger, and ultimately resulted in the pilot’s loss of control at low altitude.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The noncertificated pilot's decision to perform aerobatic maneuvers in his overweight, improperly-loaded airplane in dark night conditions at low altitude, which resulted in a loss of airplane control and collision with terrain. Contributing to the accident was the pilot's established "anti-authority" attitude, as demonstrated by his behavior on the night of the accident and in the years prior.
Waylon Dan Boatright, 38; pilot, owner and builder of the accident airplane.
Angela Brooke Wade, 20
Drayden Ashley Sears, 24
Logan Tomberlin, 23

Ethan Tyree Hampton, 23








HISTORY OF FLIGHT

On September 16, 2015, about 0342 eastern daylight time, an experimental, amateur-built RV-10, N122WK, was destroyed when it impacted trees and terrain following an uncontrolled descent in Alma, Georgia. The pilot and 4 passengers were fatally injured. Night visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was conducted under the provisions of Title14 Code of Federal Regulations Part 91. The airplane departed Bacon County Airport (AMG), Alma, Georgia, exact time unknown.

According to local law enforcement, a search for the airplane was initiated at 0342 after a 911 call, and the airplane was located approximately 6 miles east of the departure airport about 1630 that afternoon.

In an interview, a witness stated she got out of bed and went to the kitchen of her home for a glass of water. She noted the time when she entered the kitchen at 0322. Her attention was drawn to a noise she heard outside, so she looked out the window.

According to the witness, "I looked out over the blueberry field and saw a bright, clear, bluish-white light, like an LED light, going up and down and heard the sounds of a small plane. I thought it was a crop duster because the sound of the engine was increasing and decreasing, and it was going up and down and flying a pattern in the shape of an "M."

The witness repeated that the airplane flew in an "M" pattern and illustrated it with her hands. She said the airplane flew "not much above the tree line" and continued flying in this pattern, with smooth, continuous increasing and decreasing engine noise until it descended from view and the engine could no longer be heard.

Radar data from the Federal Aviation Administration (FAA) depicted a visual flight rules (1200 code) radar target maneuvering in the vicinity of the accident site between 03:29:52 and 03:31:59, at altitudes ranging between 2,200 feet mean sea level (msl), and 2,900 feet msl. The targets depicted an s-shaped ground track when plotted. The last few targets showed a climb from 2,400 feet to 2,900 feet in 7 seconds, and then a descent down to 2500 feet 12 seconds later. This correlated to a climb rate greater than 3,000 feet per minute, and a descent rate of 2,500 feet per minute.

PERSONNEL INFORMATION

The pilot was the owner and builder of the accident airplane. According to FAA records, the pilot was issued a repairman experimental aircraft builder certificate on December 19, 2010. He was issued a third-class medical certificate on January 19, 2011, and he reported 25 total hours of flight experience on that date.

According to the FAA, a student pilot certificate was not issued concurrent with the medical certificate due to an administrative oversight, but a student pilot certificate issued on that date would have been expired at the time of the accident. The pilot did not hold a pilot certificate and no pilot logbook was recovered; therefore, the pilot's total flight experience could not be determined.

The pilot's medical and pharmaceutical records were not recovered or reviewed despite multiple requests to his family. A review of his criminal record revealed 3 arrests for driving under the influence of alcohol (DUI). The first arrest was in 1997, and was not reported on the pilot's FAA Student Pilot/Airman Medical Certificate application. The pilot's second DUI arrest was 12 weeks before the accident, and his most recent DUI arrest was 6 weeks before the accident.

AIRCRAFT INFORMATION

The four-seat, single-engine, low-wing, fixed-gear, 4-place airplane was manufactured by the pilot from a kit in 2010, and equipped with a Lycoming IO-540 series, 260-horsepower reciprocating engine. According to the airplane's maintenance records, the most recent condition inspection was completed on March 10, 2015, at 338 total aircraft hours.

The maximum allowable gross weight of the airplane was 2,700 pounds.

METEOROLOGICAL INFORMATION

At 0253, the weather reported at Bacon County Airport (AMG), Alma, Georgia; located 6 miles west of the accident site, included clear skies and wind from 060 degrees at 5 knots. The temperature was 73 degrees, the dew point was 19 degrees, and the altimeter setting was 30.21 inches of mercury.

At the time of the accident, the moon was below the horizon with 10 percent of its disk illuminated.

WRECKAGE INFORMATION

The wreckage was examined at the accident site, and all major components were accounted for at the scene. The wreckage came to rest on flat, wooded terrain about 77 feet elevation. The wreckage path was approximately 200 feet long, and oriented about 240 degrees magnetic. The initial impact was in trees about 50 feet above the ground. The distance from the first tree strike to the impact crater was about 50 feet. The severed tree trunks and branches displayed angular cuts consistent with propeller contact. A section of tree trunk about 6 feet long and 13 inches in diameter displayed similar clean, angular cuts at each end and was found about 200 feet beyond the initial impact point. Another section of tree trunk was found nearby with sharp angular cuts, with a section of propeller blade embedded. The propeller blade section displayed an "S" bend and was fractured on both sides. The fracture surfaces displayed features consistent with overstress.

The engine, cockpit, cabin area, and tail section were completely fragmented, and largely contained in and around the initial impact crater. The main wing spar was fractured in multiple pieces and lay on either side of the impact crater. Control continuity could not be confirmed due to the extensive damage. Wing tips, sections of aileron, seat cushions, and other small pieces associated with the airplane were located in a wide arc surrounding the accident site. The instrument panel, its associated components, and the cockpit controls could not be identified. An altimeter was found in the impact crater and displayed no useable data.

The engine was severely damaged by impact. The engine case was fractured, and the accessories were all separated from their mounts. One propeller blade was found next to the engine, the propeller hub and remaining propeller blade were found buried in the impact crater beneath the engine. Both propeller blades displayed similar twisting, bending, leading-edge gouging, and chordwise scratching.

The engine crankshaft could not be rotated due to impact damage. Borescope examination of each cylinder and inside the crankcase revealed normal wear and lubrication signatures. The accessories (magnetos, pumps) could not be tested due to impact damage. Examination of the engine and disassembly of its accessories revealed no evidence of any preimpact mechanical anomalies.

MEDICAL AND PATHOLOGICAL INFORMATION

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, could not perform the toxicological testing for the pilot with the samples obtained.

The Division of Forensic Sciences, Georgia Bureau of Investigation performed the autopsy on the pilot. The cause of death was listed as multiple blunt force injuries.

ADDITIONAL INFORMATION

The weight and balance condition was estimated based on the potential fuel state of the airplane (full vs half full fuel tanks), as its fuel state at the time of the accident was not known. Occupant weights were based on driver's license listed weights.

The seating of the occupants was also estimated, or assumed, as this was a four-place airplane and there were 5 occupants on board. Most likely, the lightest of the passengers sat across the laps of the two rear-seat passengers. Therefore, the weights were calculated at that moment arm.

With full fuel tanks, the airplane was at or above its maximum allowable gross weight, and loaded near its aft center-of-gravity (CG) limit. Interpolation of weight and balance charts revealed that the CG of the airplane moved aft as fuel was consumed.

With fuel tanks filled halfway, or less, the airplane was near its maximum allowable gross weight, and loaded beyond its aft CG limit.

Further, a fifth passenger would be unrestrained, and could either move about the cabin deliberately, or float uncontrollably in a negative-g condition, which could result in significant changes in the airplane's CG condition.

Federal Aviation Regulations Part 91.303, define aerobatic flight as, "An intentional maneuver involving an abrupt change in an aircraft's attitude, an abnormal attitude, or abnormal acceleration, not necessary for normal flight."

FAA-H-8083-25, Pilot's Handbook of Aeronautical Knowledge, stated:

"The effects that overloading has on stability also are not generally recognized. An airplane, which is observed to be quite stable and controllable when loaded normally, may be discovered to have very different flight characteristics when it is overloaded. Although the distribution of weight has the most direct effect on this, an increase in the airplane's gross weight may be expected to have an adverse effect on stability, regardless of location of the center of gravity."

"Generally, an airplane becomes less controllable, especially at slow flight speeds, as the center of gravity [CG] is moved further aft."

FAA-H-8083-2, Risk Management Handbook, identified five "hazardous attitudes" that may contribute to poor pilot judgment: anti-authority, impulsivity, invulnerability, macho, and resignation. The publication also stated,

"In an attempt to discover what makes a pilot accident prone, the Federal Aviation Administration (FAA) oversaw an extensive research study on the similarities and dissimilarities of pilots who were accident free and those who were not. The project surveyed over 4,000 pilots, half of whom had "clean" records while the other half had been involved in an accident. Five traits were discovered in pilots prone to having accidents:

1. Disdain toward rules
2. High correlation between accidents in their flying records and safety violations in their driving records
3. Frequently falling into the personality category of "thrill and adventure seeking"
4. Impulsive rather than methodical and disciplined in information gathering and in the speed and selection of actions taken
5. Disregard for or underutilization of outside sources of information, including copilots, flight attendants, flight service personnel, flight instructors, and air traffic controllers."

NTSB Identification: ERA15FA359
14 CFR Part 91: General Aviation
Accident occurred Wednesday, September 16, 2015 in Alma, GA
Aircraft: BOATRIGHT WAYLON RV10, registration: N122WK
Injuries: 5 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, 2015, about 0342 eastern daylight time (EDT), an experimental amateur-built Vans RV-10, N122WK, was destroyed when it impacted trees and terrain following an uncontrolled descent in Alma, Georgia. The pilot/owner/builder and 4 passengers were fatally injured. Night visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight which was conducted under the provisions of Title14 Code of Federal Regulations Part 91.

According to the Sheriff's Department, a search for the airplane was initiated at 0342 after a 911 call, and was located approximately 6 miles east of the departure airport about 1630 that afternoon.

In an interview, a witness stated she got out of bed and went to the kitchen of her home for a glass of water. She noted the time when she entered the kitchen was 0322. Her attention was drawn to a noise she heard outside, so she looked out the window. According to the witness, "I looked out over the blueberry field and saw a bright, clear, bluish-white light, like an LED light, going up and down and heard the sounds of a small plane. I thought it was a crop duster because the sound of the engine was increasing and decreasing, and it was going up and down and flying a pattern in the shape of an 'M'."

The witness repeated that the airplane flew in an 'M' pattern and illustrated it with her hands. She said the airplane flew "not much above the treeline" and continued flying in this pattern, with smooth, continuous increasing and decreasing engine noise until it descended from view and the engine could no longer be heard.

Preliminary radar data provided by the Federal Aviation Administration (FAA) depicted a visual flight rules (1200 code) radar target maneuvering in the vicinity of the accident site between 03:29:52 and 03:31:59, at altitudes ranging between 2,200 feet mean sea level (msl), and 2,900 feet msl. The targets depicted an 'S'-shaped ground track when plotted. The last few targets correlated to be the accident airplane showed a climb from 2,400 feet to 2,900 feet in 7 seconds, and then a descent down to 2500 feet 12 seconds later. This correlated to a climb rate greater than 3,000 feet per minute, and a descent rate of 2,500 feet per minute.

According to FAA records, the pilot was issued a repairman experimental aircraft builder certificate on December 19, 2010 for the accident airplane. He was issued a third-class medical certificate on January 19, 2011, and he reported 25 total hours of flight experience on that date.

According to the FAA, a student pilot certificate was not issued concurrent with the medical due to an administrative oversight, but a student pilot certificate issued on that date would have been expired at the time of the accident. The pilot/owner/builder did not hold a pilot certificate and no pilot logbook was recovered; therefore, the pilot's total flight experience could not be determined.

The four-seat, single-engine, low-wing, fixed-gear, 4-place airplane was manufactured from a kit in 2010 by the pilot/owner, and equipped with a Lycoming 260-horsepower reciprocating engine. According to the airplane's maintenance records, the most recent condition inspection was completed on March 10, 2015, at 338 total aircraft hours.

The wreckage was examined at the accident site and all major components were accounted for at the scene. The wreckage came to rest on flat wooded terrain about 77 feet elevation. The wreckage path was approximately 200 feet long, and oriented about 240 degrees magnetic. The initial impact was in trees about 50 feet above the ground. The distance from the first tree strike to the impact crater was about 50 feet. The severed tree trunks and branches displayed angular cuts. A section of tree trunk about 6 feet long and 13 inches in diameter displayed clean, angular cuts at each end and was found about 200 feet beyond the initial impact point. Another section of tree trunk was found nearby with sharp angular cuts, with a section of propeller blade embedded. The propeller blade section displayed an 'S' bend and was fractured on both sides. The fracture surfaces displayed features consistent with overstress.

The engine, cockpit, cabin area, and tail section were completely fragmented, and largely contained in and around the initial impact crater. The main wing spar was fractured in multiple pieces and lay on either side of the impact crater. Control continuity could not be confirmed due to the extensive impact-related damage. Wing tips, sections of aileron, seat cushions, and other small pieces associated with the airplane were located in a wide arc surrounding the accident site. The instrument panel, its associated components, and the cockpit controls could not be identified. An altimeter was found in the impact crater and displayed no useable data.

The engine was severely damaged by impact. The engine case was fractured, and the accessories were all separated from their mounts. One propeller blade was found next to the engine, the propeller hub and remaining propeller blade was found buried in the impact crater beneath the engine. Both propeller blades displayed similar twisting, bending, leading-edge gouging, and chordwise scratching.

The engine could not be rotated due to impact damage. Borescope examination of each cylinder and inside the crankcase revealed normal wear and lubrication signatures. The accessories (magnetos, pumps) could not be tested due to impact damage. Examination of the engine and disassembly of its accessories revealed no evidence of any preimpact mechanical anomalies.

Three cellular telephones and two electronic data cards were retained for examination at the NTSB Vehicle Recorders Laboratory.