Thursday, February 16, 2017

Beechcraft T-34A (A45) Mentor, N3434G, privately owned and operated by the pilot: Fatal accident occurred February 16, 2017 in Climax, Decatur County, Georgia

Donald Royce Anderson 
May 03, 1966 - February 16, 2017

 With such an entrepreneurial spirit, it comes as no surprise to hear Donald described as “a self made man”. He was always busy and could do most anything with his hands. His mind like a machine of its own. His work ethic was unmatched as those who worked by his side at Anderson Manufacturing can testify. Donald had a need for speed which included every vehicle from cars to motorcycles to airplanes ... anything that would go. He lived life to the fullest and believed life is truly a gift to be enjoyed.


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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office: Atlanta, Georgia
Textron Aviation; Wichita, Kansas
Continental Motors Inc.; Mobile, Alabama

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/N3434G



National Transportation Safety Board - Aviation Accident Factual Report

Location: Climax, GA
Accident Number: ERA17FA107
Date & Time: 02/16/2017, 1852 EST
Registration: N3434G
Aircraft: BEECH A45
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

The pilot was flying a local, personal flight from his personal airstrip after sundown. A witness who heard the airplane before the crash reported that the engine made a "sputtering" sound. The airplane collided with two tall trees and came to rest inverted on the approach end of the runway. The propeller did not exhibit indications of rotational damage. Although the right fuel tank was breached from impact and no fuel was found inside, the left tank contained 11 gallons of fuel.

An annual inspection was completed on the airframe and engine about 2.2 hours before the accident. An examination of the engine fuel lines found the throttle and metering unit outlet AN "B" nut was less than finger-tight. When the fuel manifold valve cap was opened, fuel leaked from the loose throttle and metering unit outlet AN "B" nut. Compressed air was passed through the throttle and metering unit inlet fuel line; bubbles and fuel could be seen coming out of the fuel outlet AN fitting. The condition of the fuel lines was an inspection item specifically noted as completed during the annual inspection. The throttle and metering unit outlet "B" nut most likely was not adequately secured during the inspection and backed off during the 2.2-hour previous flight and the 12-minute accident flight, which subsequently resulted in a total loss of engine power. The pilot was likely attempting to return to the runway, as the landing gear were extended and the flaps were up at the time of the accident. However, since the accident occurred concurrently with the end of civil twilight, it is possible that he did not see the trees on final approach due to the darkening conditions. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The failure of maintenance personnel to ensure that the throttle and fuel metering unit AN "B" nut was secured, which resulted in a total loss of engine power in flight and a subsequent collision with trees while attempting to land after sunset.

Findings

Aircraft
Fuel distribution - Inadequate inspection (Cause)

Personnel issues
Scheduled/routine inspection - Maintenance personnel (Cause)
Lack of action - Maintenance personnel (Cause)

Environmental issues
Dark - Effect on operation (Cause)

Factual Information

History of Flight

Maneuvering
Loss of engine power (total) (Defining event)

Approach-VFR pattern final
Collision with terr/obj (non-CFIT)

On February 16, 2017, about 1852 eastern standard time, a Beech A45, N3434G, collided with trees and terrain while on final approach for landing at Anderson Airport (GE21), Climax, Georgia. The private pilot was fatally injured, and the airplane was substantially damaged. The airplane was privately owned and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which originated about 1840.

According to a friend of the pilot, the accident flight was the pilot's first flight in the airplane since the completion of an annual inspection on February 9, 2017. The friend flew the airplane from Florida to Georgia immediately after the annual inspection and reported that there were no mechanical anomalies during the flight. The friend reported that 2.2 hours of flight time accrued from the completion of the inspection to the beginning of the accident flight. According to the airplane's Hobbs meter, the duration of the accident flight was about 12 minutes.

A neighbor reported that the heard the airplane before the crash. He stated that the engine made a "sputtering" sound before impact, but that the engine did not "backfire."

Pilot Information

Certificate: Private
Age: 50, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 06/17/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 1200 hours (Total, all aircraft) 

The pilot, who was the owner of the airplane, held a private pilot certificate with an airplane single-engine land rating. He reported 1,200 total hours of flight experience on his most recent Federal Aviation Administration (FAA) second-class medical certificate, dated June 17, 2015. His personal pilot logbooks were not located. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BEECH
Registration: N3434G
Model/Series: A45 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1957
Amateur Built: No
Airworthiness Certificate: Aerobatic
Serial Number: 53-4106
Landing Gear Type: Retractable - Tricycle
Seats: 2
Date/Type of Last Inspection: 02/09/2017, Annual
Certified Max Gross Wt.: 2900 lbs
Time Since Last Inspection: 2 Hours
Engines: 1 Reciprocating
Airframe Total Time: 4609 Hours at time of accident
Engine Manufacturer: Continental
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: IO-470-KCN
Registered Owner: ANDERSON MFG INC
Rated Power: 260
Operator: On file
Operating Certificate(s) Held:  None

The single-engine, low-wing, tandem-cockpit airplane incorporated retractable, tricycle landing gear. It was equipped with a Continental IO-470-KCN reciprocating engine rated at 260 horsepower. An examination of the maintenance logbooks revealed that the engine accumulated about 1,021 hours since its last major overhaul, which was accomplished in 1983. The airplane, which was stored outside on the pilot's property, had been operated a total of 40 hours during the 11 years before the accident.

According to the maintenance records for the most recent annual inspection, the following items were marked as completed for the engine and engine bay inspection: "Check condition of fuel lines, injection unit, or carburetor," and "Check condition and age of all engine hoses." 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: BGE, 141 ft msl
Observation Time: 2355 UTC
Distance from Accident Site: 13 Nautical Miles
Direction from Accident Site: 270°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 12°C / 3°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 30.04 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Climax, GA (GE21)
Type of Flight Plan Filed: None
Destination: Climax, GA (GE21)
Type of Clearance: None
Departure Time: 1840 EST
Type of Airspace: Class G 

Decatur County Industrial Airpark (BGE), Bainbridge, Georgia, was located about 13 miles west of the accident site. The 1855 weather at BGE included calm wind, 10 statute miles visibility, sky clear, temperature 12°C, dew point 3°C, and altimeter setting 30.04 inches of mercury.

According to sun and moon data for Climax, Georgia, sunset occurred at 1827 and the end of civil twilight occurred at 1851. 

Airport Information

Airport: Anderson Airport (GE21)
Runway Surface Type: Grass/turf
Airport Elevation: 138 ft
Runway Surface Condition: Dry
Runway Used: 18
IFR Approach: None
Runway Length/Width: 3350 ft / 75 ft
VFR Approach/Landing: Traffic Pattern 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries:  N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 31.023611, -84.393056 (est) 

The airplane came to rest inverted on the approach end of runway 18. The unlit, grass runway was part of the pilot's personal property. Oak and pine trees were located at the northern boundary of the runway. Examination of the accident site revealed that the airplane was traveling on a southerly heading and collided with two oak trees before contacting the ground. The airplane's tail cone remained lodged in one of the trees, and numerous broken tree limbs were found adjacent to the wreckage. The distance from the initial impact with the tree to the main wreckage was 109 ft.

All structure and components of the airplane were accounted for at the accident site. The landing gear were found in the extended position and the wing flaps were retracted. Flight control continuity was confirmed from the ailerons, elevator, and rudder to the cockpit controls. The cockpit fuel selector handle was found in the right tank position.

The right wing was crushed and buckled; its 25-gallon-capacity bladder fuel tank was ruptured from impact forces and contained no quantifiable fuel or fuel residue. The fuel filler cap was installed and secure. All fuel lines and vents were unobstructed. The inboard section of the wing remained attached to the fuselage. The outboard section was severed near wing station 113 and was found adjacent to the inboard wing section.

The left wing exhibited impact damage at the leading edge of the wingtip. The fuel filler cap was installed and secure. All fuel lines and vents were unobstructed. The left wing fuel tank was intact, and fuel was observed dripping from the fuel cap while the airplane was inverted at the accident site. The amount of fuel that leaked from the left wing tank before recovery was not determined. After recovery, about 11 gallons of blue-colored fuel were recovered from the left wing tank. No water or other contaminants were found in the recovered fuel.

The left horizontal stabilizer and elevator exhibited impact damage from stabilizer station 15 outboard to the tip. The right horizontal stabilizer and elevator were undamaged. The vertical stabilizer and rudder exhibited ground impact damage at the upper tips of their surfaces.

The wreckage was moved to a storage facility, where the engine was removed from the airframe and examined.

The engine remained partially attached to the airframe through cables, wires, and hoses; all four engine mounts were broken and the engine displayed impact damage. The crankcase remained intact and displayed minor impact damage. The crankshaft remained intact and was undamaged. All six cylinders remained attached to their cylinder bays and displayed varying amounts of impact damage. The engine's two-blade propeller was undamaged and attached to the crankshaft; there was no discernible bending or twisting of the blades. The propeller spinner showed no rotational damage signatures.

Internal continuity of the engine was confirmed through manual rotation of the propeller. Compression and suction were confirmed on all cylinders. Valve action was correct. The accessory drive gears rotated normally when the propeller was manually rotated.

The left and right magnetos remained attached to their installation points and were undamaged. During crankshaft rotation, the impulse couplings were heard operating; the magnetos produced spark at all posts in the correct order during impulse coupling operation.

All spark plugs remained installed in their cylinders and were undamaged. The spark plugs were removed and all of the electrodes were medium gray in color and showed minimal wear when compared to a Champion inspection chart. The Nos. 2 and 4 bottom plugs were oil-soaked. All 12 spark plugs produced spark from the ground electrode to the center electrode during impulse coupling operation.

The fuel pump remained attached to its installation point and displayed impact damage signatures; the fuel inlet AN fitting was broken free from the fuel pump. The fuel pump was removed, and the fuel pump drive was intact; it was noted during removal that the fuel pump outlet AN "B" nut was not tight. The fuel return line from the throttle and metering unit was placed into a bucket of fuel and the drive shaft was rotated using a drill; the fuel pump was capable of pumping fuel.

The throttle and metering unit remained attached to the engine and was undamaged. The rubber coupling attaching the throttle body to the induction Y-tube exhibited dry rot signatures. The mixture and throttle control arms remained secured to their shafts and the control cable rod ends remained secured to the control arms. An examination of the fuel lines found the throttle and metering unit outlet AN "B" nut was less than finger tight. When the manifold valve cap was opened, fuel leaked from the loose throttle and metering unit outlet AN "B" nut. Compressed air was passed through the throttle and metering unit inlet fuel line; bubbles and fuel could be seen coming out of the fuel outlet AN fitting. While applying compressed air, the mixture control and throttle control were actuated and it was noted that both controls were capable of modulating the air coming out of the outlet line. The fuel outlet B-nut was removed by hand; there was no damage noted to the outlet elbow threads and the fuel line did not exhibit any impact damage. The fuel inlet screen was removed and there were no contaminants noted within the screen.

The fuel manifold valve remained attached to the engine and was undamaged. The manifold cap screws were not safety wired and the data plate was missing. When the manifold valve was disassembled, fuel drained out of the manifold valve and the fuel line going from the metering unit to the manifold valve. The rubber diaphragm was undamaged. The internal components of the manifold valve were visually inspected; there were no anomalies noted and the screen was clear of contaminants.

All 6 fuel nozzles remained installed in their cylinders and were undamaged. The nozzles were removed and were clear of obstructions.

The oil screen remained secured and was properly safety wired. The screen was removed and was visually inspected; no metallic particles were noted on the screen surfaces. 

Medical And Pathological Information

The Georgia Bureau of Investigation Division of Forensic Sciences performed an autopsy on the pilot. The cause of death was multiple blunt force trauma, and the manner of death was accident.

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma performed toxicology testing on specimens from the pilot. The specimens tested negative for carbon monoxide, ethanol, and a wide range of drugs, including major drugs of abuse.



NTSB Identification: ERA17FA107
14 CFR Part 91: General Aviation
Accident occurred Thursday, February 16, 2017 in Climax, GA
Aircraft: BEECH A45, registration: N3434G
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators 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 February 16, 2017, about 1852 eastern standard time, a Beech A45, N3434G, collided with trees and terrain during the final approach to landing at Anderson Airport (GE21), Climax, Georgia. The aerobatic-category airplane was substantially damaged. The private pilot was fatally injured. The airplane was registered to a private company and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. Night, visual meteorological conditions prevailed, and no flight plan was filed for the local, personal flight that originated about 1830.

According to a friend of the pilot, this was the pilot's first flight in the airplane since an annual inspection that was completed on February 9, 2017. The friend flew the airplane from Florida to Georgia immediately after the annual and reported that there were no mechanical anomalies during the flight.

There were no eyewitnesses to the accident. The airplane came to rest, inverted, on the approach end of runway 18. The unlit, grass runway was part of the pilot's personal property. Oak and pine trees were located at the northern boundary of the runway. An examination of the accident site revealed that the airplane collided with two oak trees on a southerly heading before contacting the ground. The airplane's tail cone remained lodged in one of the trees, and numerous broken tree limbs were found adjacent to the wreckage.

All structure and components of the airplane were accounted for at the accident site. The landing gear were found in the extended position and the wing flaps were retracted. Flight control continuity was confirmed from the ailerons, elevator, and rudder to the cockpit controls. The right wing was crushed and buckled; its bladder fuel tank was ruptured from impact forces and contained no quantifiable fuel. The left wing fuel tank contained about 11 gallons of blue-colored fuel. The cockpit fuel selector handle was found in the right tank position. The engine's two-blade propeller was minimally damaged, and there was no discernible bending or twisting of the blades.

The pilot, seated in the front cockpit seat, held an private pilot certificate with an airplane single engine land rating. He reported 1,200 hours of total flight time on his latest Federal Aviation Administration second-class medical certificate, dated June 17, 2015.

The single-engine, low wing, tandem-cockpit airplane incorporated a retractable, tricycle landing gear. It was equipped with a Continental IO-470-KCN reciprocating engine rated at 260 horsepower. Examination of maintenance logbooks revealed that the engine accumulated about 1,021 hours since its last major overhaul, which was accomplished in 1983. The airplane, which was stored outside on the pilot's property, has been operated a total of 40 hours during the 11 years prior to the accident.  

According to sun and moon data for Climax, Georgia, sunset occurred at 1827 and the end of civil twilight occurred at 1851.
Donald Royce Anderson 
May 03, 1966 - February 16, 2017

 With such an entrepreneurial spirit, it comes as no surprise to hear Donald described as “a self made man”. He was always busy and could do most anything with his hands. His mind like a machine of its own. His work ethic was unmatched as those who worked by his side at Anderson Manufacturing can testify. Donald had a need for speed which included every vehicle from cars to motorcycles to airplanes ... anything that would go. He lived life to the fullest and believed life is truly a gift to be enjoyed.


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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office: Atlanta, Georgia
Textron Aviation; Wichita, Kansas
Continental Motors Inc.; Mobile, Alabama

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

http://registry.faa.gov/N3434G



National Transportation Safety Board - Aviation Accident Factual Report

Location: Climax, GA
Accident Number: ERA17FA107
Date & Time: 02/16/2017, 1852 EST
Registration: N3434G
Aircraft: BEECH A45
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On February 16, 2017, about 1852 eastern standard time, a Beech A45, N3434G, collided with trees and terrain while on final approach for landing at Anderson Airport (GE21), Climax, Georgia. The private pilot was fatally injured, and the airplane was substantially damaged. The airplane was privately owned and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight, which originated about 1840.

According to a friend of the pilot, the accident flight was the pilot's first flight in the airplane since the completion of an annual inspection on February 9, 2017. The friend flew the airplane from Florida to Georgia immediately after the annual inspection and reported that there were no mechanical anomalies during the flight. The friend reported that 2.2 hours of flight time accrued from the completion of the inspection to the beginning of the accident flight. According to the airplane's Hobbs meter, the duration of the accident flight was about 12 minutes.

A neighbor reported that the heard the airplane before the crash. He stated that the engine made a "sputtering" sound before impact, but that the engine did not "backfire."

Pilot Information

Certificate: Private
Age: 50, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 06/17/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 1200 hours (Total, all aircraft) 

The pilot, who was the owner of the airplane, held a private pilot certificate with an airplane single-engine land rating. He reported 1,200 total hours of flight experience on his most recent Federal Aviation Administration (FAA) second-class medical certificate, dated June 17, 2015. His personal pilot logbooks were not located. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BEECH
Registration: N3434G
Model/Series: A45 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1957
Amateur Built: No
Airworthiness Certificate: Aerobatic
Serial Number: 53-4106
Landing Gear Type: Retractable - Tricycle
Seats: 2
Date/Type of Last Inspection: 02/09/2017, Annual
Certified Max Gross Wt.: 2900 lbs
Time Since Last Inspection: 2 Hours
Engines: 1 Reciprocating
Airframe Total Time: 4609 Hours at time of accident
Engine Manufacturer: Continental
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: IO-470-KCN
Registered Owner: ANDERSON MFG INC
Rated Power: 260
Operator: On file
Operating Certificate(s) Held:  None

The single-engine, low-wing, tandem-cockpit airplane incorporated retractable, tricycle landing gear. It was equipped with a Continental IO-470-KCN reciprocating engine rated at 260 horsepower. An examination of the maintenance logbooks revealed that the engine accumulated about 1,021 hours since its last major overhaul, which was accomplished in 1983. The airplane, which was stored outside on the pilot's property, had been operated a total of 40 hours during the 11 years before the accident.

According to the maintenance records for the most recent annual inspection, the following items were marked as completed for the engine and engine bay inspection: "Check condition of fuel lines, injection unit, or carburetor," and "Check condition and age of all engine hoses." 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: BGE, 141 ft msl
Observation Time: 2355 UTC
Distance from Accident Site: 13 Nautical Miles
Direction from Accident Site: 270°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 12°C / 3°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 30.04 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Climax, GA (GE21)
Type of Flight Plan Filed: None
Destination: Climax, GA (GE21)
Type of Clearance: None
Departure Time: 1840 EST
Type of Airspace: Class G 

Decatur County Industrial Airpark (BGE), Bainbridge, Georgia, was located about 13 miles west of the accident site. The 1855 weather at BGE included calm wind, 10 statute miles visibility, sky clear, temperature 12°C, dew point 3°C, and altimeter setting 30.04 inches of mercury.

According to sun and moon data for Climax, Georgia, sunset occurred at 1827 and the end of civil twilight occurred at 1851. 

Airport Information

Airport: Anderson Airport (GE21)
Runway Surface Type: Grass/turf
Airport Elevation: 138 ft
Runway Surface Condition: Dry
Runway Used: 18
IFR Approach: None
Runway Length/Width: 3350 ft / 75 ft
VFR Approach/Landing: Traffic Pattern 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries:  N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 31.023611, -84.393056 (est) 

The airplane came to rest inverted on the approach end of runway 18. The unlit, grass runway was part of the pilot's personal property. Oak and pine trees were located at the northern boundary of the runway. Examination of the accident site revealed that the airplane was traveling on a southerly heading and collided with two oak trees before contacting the ground. The airplane's tail cone remained lodged in one of the trees, and numerous broken tree limbs were found adjacent to the wreckage. The distance from the initial impact with the tree to the main wreckage was 109 ft.

All structure and components of the airplane were accounted for at the accident site. The landing gear were found in the extended position and the wing flaps were retracted. Flight control continuity was confirmed from the ailerons, elevator, and rudder to the cockpit controls. The cockpit fuel selector handle was found in the right tank position.

The right wing was crushed and buckled; its 25-gallon-capacity bladder fuel tank was ruptured from impact forces and contained no quantifiable fuel or fuel residue. The fuel filler cap was installed and secure. All fuel lines and vents were unobstructed. The inboard section of the wing remained attached to the fuselage. The outboard section was severed near wing station 113 and was found adjacent to the inboard wing section.

The left wing exhibited impact damage at the leading edge of the wingtip. The fuel filler cap was installed and secure. All fuel lines and vents were unobstructed. The left wing fuel tank was intact, and fuel was observed dripping from the fuel cap while the airplane was inverted at the accident site. The amount of fuel that leaked from the left wing tank before recovery was not determined. After recovery, about 11 gallons of blue-colored fuel were recovered from the left wing tank. No water or other contaminants were found in the recovered fuel.

The left horizontal stabilizer and elevator exhibited impact damage from stabilizer station 15 outboard to the tip. The right horizontal stabilizer and elevator were undamaged. The vertical stabilizer and rudder exhibited ground impact damage at the upper tips of their surfaces.

The wreckage was moved to a storage facility, where the engine was removed from the airframe and examined.

The engine remained partially attached to the airframe through cables, wires, and hoses; all four engine mounts were broken and the engine displayed impact damage. The crankcase remained intact and displayed minor impact damage. The crankshaft remained intact and was undamaged. All six cylinders remained attached to their cylinder bays and displayed varying amounts of impact damage. The engine's two-blade propeller was undamaged and attached to the crankshaft; there was no discernible bending or twisting of the blades. The propeller spinner showed no rotational damage signatures.

Internal continuity of the engine was confirmed through manual rotation of the propeller. Compression and suction were confirmed on all cylinders. Valve action was correct. The accessory drive gears rotated normally when the propeller was manually rotated.

The left and right magnetos remained attached to their installation points and were undamaged. During crankshaft rotation, the impulse couplings were heard operating; the magnetos produced spark at all posts in the correct order during impulse coupling operation.

All spark plugs remained installed in their cylinders and were undamaged. The spark plugs were removed and all of the electrodes were medium gray in color and showed minimal wear when compared to a Champion inspection chart. The Nos. 2 and 4 bottom plugs were oil-soaked. All 12 spark plugs produced spark from the ground electrode to the center electrode during impulse coupling operation.

The fuel pump remained attached to its installation point and displayed impact damage signatures; the fuel inlet AN fitting was broken free from the fuel pump. The fuel pump was removed, and the fuel pump drive was intact; it was noted during removal that the fuel pump outlet AN "B" nut was not tight. The fuel return line from the throttle and metering unit was placed into a bucket of fuel and the drive shaft was rotated using a drill; the fuel pump was capable of pumping fuel.

The throttle and metering unit remained attached to the engine and was undamaged. The rubber coupling attaching the throttle body to the induction Y-tube exhibited dry rot signatures. The mixture and throttle control arms remained secured to their shafts and the control cable rod ends remained secured to the control arms. An examination of the fuel lines found the throttle and metering unit outlet AN "B" nut was less than finger tight. When the manifold valve cap was opened, fuel leaked from the loose throttle and metering unit outlet AN "B" nut. Compressed air was passed through the throttle and metering unit inlet fuel line; bubbles and fuel could be seen coming out of the fuel outlet AN fitting. While applying compressed air, the mixture control and throttle control were actuated and it was noted that both controls were capable of modulating the air coming out of the outlet line. The fuel outlet B-nut was removed by hand; there was no damage noted to the outlet elbow threads and the fuel line did not exhibit any impact damage. The fuel inlet screen was removed and there were no contaminants noted within the screen.

The fuel manifold valve remained attached to the engine and was undamaged. The manifold cap screws were not safety wired and the data plate was missing. When the manifold valve was disassembled, fuel drained out of the manifold valve and the fuel line going from the metering unit to the manifold valve. The rubber diaphragm was undamaged. The internal components of the manifold valve were visually inspected; there were no anomalies noted and the screen was clear of contaminants.

All 6 fuel nozzles remained installed in their cylinders and were undamaged. The nozzles were removed and were clear of obstructions.

The oil screen remained secured and was properly safety wired. The screen was removed and was visually inspected; no metallic particles were noted on the screen surfaces. 

Medical And Pathological Information

The Georgia Bureau of Investigation Division of Forensic Sciences performed an autopsy on the pilot. The cause of death was multiple blunt force trauma, and the manner of death was accident.

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma performed toxicology testing on specimens from the pilot. The specimens tested negative for carbon monoxide, ethanol, and a wide range of drugs, including major drugs of abuse.



NTSB Identification: ERA17FA107
14 CFR Part 91: General Aviation
Accident occurred Thursday, February 16, 2017 in Climax, GA
Aircraft: BEECH A45, registration: N3434G
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators 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 February 16, 2017, about 1852 eastern standard time, a Beech A45, N3434G, collided with trees and terrain during the final approach to landing at Anderson Airport (GE21), Climax, Georgia. The aerobatic-category airplane was substantially damaged. The private pilot was fatally injured. The airplane was registered to a private company and was operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. Night, visual meteorological conditions prevailed, and no flight plan was filed for the local, personal flight that originated about 1830.

According to a friend of the pilot, this was the pilot's first flight in the airplane since an annual inspection that was completed on February 9, 2017. The friend flew the airplane from Florida to Georgia immediately after the annual and reported that there were no mechanical anomalies during the flight.

There were no eyewitnesses to the accident. The airplane came to rest, inverted, on the approach end of runway 18. The unlit, grass runway was part of the pilot's personal property. Oak and pine trees were located at the northern boundary of the runway. An examination of the accident site revealed that the airplane collided with two oak trees on a southerly heading before contacting the ground. The airplane's tail cone remained lodged in one of the trees, and numerous broken tree limbs were found adjacent to the wreckage.

All structure and components of the airplane were accounted for at the accident site. The landing gear were found in the extended position and the wing flaps were retracted. Flight control continuity was confirmed from the ailerons, elevator, and rudder to the cockpit controls. The right wing was crushed and buckled; its bladder fuel tank was ruptured from impact forces and contained no quantifiable fuel. The left wing fuel tank contained about 11 gallons of blue-colored fuel. The cockpit fuel selector handle was found in the right tank position. The engine's two-blade propeller was minimally damaged, and there was no discernible bending or twisting of the blades.

The pilot, seated in the front cockpit seat, held an private pilot certificate with an airplane single engine land rating. He reported 1,200 hours of total flight time on his latest Federal Aviation Administration second-class medical certificate, dated June 17, 2015.

The single-engine, low wing, tandem-cockpit airplane incorporated a retractable, tricycle landing gear. It was equipped with a Continental IO-470-KCN reciprocating engine rated at 260 horsepower. Examination of maintenance logbooks revealed that the engine accumulated about 1,021 hours since its last major overhaul, which was accomplished in 1983. The airplane, which was stored outside on the pilot's property, has been operated a total of 40 hours during the 11 years prior to the accident.


According to sun and moon data for Climax, Georgia, sunset occurred at 1827 and the end of civil twilight occurred at 1851.


DECATUR COUNTY, Ga. (WCTV) -- One person is dead following a small plane crash in Decatur County.

The Decatur County Sheriff Wiley Griffin says the crash occurred around 6:45 p.m. Thursday near Vada, Georgia.

Sheriff Griffin says the pilot, identified as 50-year-old Donald Royce Anderson, was the only person on board at the time and was killed in the crash.

Officials say the crash occurred at the end of Anderson's airstrip on Eula Mills Road near Boutwell Road.

The cause of the crash is not known at this time.


Source:  http://www.wctv.tv

DECATUR CO., GA (WALB) - Officials have released the identity of the pilot who died in a plane crash in Decatur County Thursday night.

Donald Anderson, 50, died on impact after the single engine prop plane crashed at the end of his personal runway near Vada.

It happened just before 7 p.m. on Eula Mills Road.

Anderson's body has been sent to the GBI Crime Lab for an autopsy as a standard procedure.

The Federal Aviation Administration has been notified and will be in Decatur County Friday morning.

Source:   http://www.walb.com

Cessna 310Q, Florida Aircraft Marketing LLC, N69980: Accident occurred March 08, 2014 at Auglaize County Neil Armstrong Airport (KAXV), Wapakoneta, Ohio

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

NTSB Identification: CEN14LA159
14 CFR Part 91: General Aviation
Accident occurred Saturday, March 08, 2014 in Wapakoneta, OH
Probable Cause Approval Date: 03/06/2017
Aircraft: CESSNA 310Q, registration: N69980
Injuries: 3 Uninjured.

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

According to the private pilot, the cross-country flight was uneventful. As he parked the airplane on the ramp at the conclusion of the flight, a “puff of smoke” came from below the instrument panel. The pilot immediately shut down the electrical system, but the smoke continued to increase. He completed the airplane shutdown checklist, then he and the passengers exited the airplane. After exiting the airplane, the pilot stated he could hear fire in the nose compartment and saw paint on the nose compartment beginning to discolor. He removed the nose access panel and extinguished the fire with a fire extinguisher. 

The heater had a history of fuel leaks, as evidenced by cracks found in the heater and fuel evaporation marks in the fuel pump box. Airplane maintenance manuals and manufacturer service bulletins recommended recurring inspections of the heater system and fuel lines, but there was no documentation in the airplane’s maintenance records that the inspections had been completed. 

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
A fire due to a fuel leak of the cabin heater system. Contributing to the accident was the inadequate maintenance of the airplane, which failed to identify leaks in the heater system.

Additional Participating Entities: 
Federal Aviation Administration/ Flight Standards District Office; Columbus, Ohio
Textron Aviation; Wichita, Kansas 

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

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

http://registry.faa.gov/N69980

NTSB Identification: CEN14LA159
14 CFR Part 91: General Aviation
Accident occurred Saturday, March 08, 2014 in Wapakoneta, OH
Aircraft: CESSNA 310Q, registration: N69980
Injuries: 3 Uninjured.

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 March 8, 2014, about 1120 eastern standard time (EST), a Cessna 310Q airplane, N69980, experienced fire in the nose compartment while taxiing to the ramp at Auglaize County Neil Armstrong Airport (AXV) in Wapakoneta, Ohio. The airplane was substantially damaged. The pilot and two passengers on-board were not injured. The airplane was registered to and operated by Fluid Process Automation, LLC, under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the instrument flight rules (IFR) flight, which originated at Akron-Canton Airport (CAK) in Akron, Ohio.

According to the pilot, the flight was uneventful. As he parked the airplane on the ramp at AXV, a "puff of smoke" came from below the instrument panel. Perceiving the electrical system was the sources of the smoke, the pilot immediately shut it down but the smoke continued to increase. The pilot completed the airplane shutdown checklist and exited the airplane with the passengers. After exiting the airplane, the pilot stated he could hear fire in the nose and noticed discolored paint on the nose compartment. He removed the nose access panel and extinguished the fire with a carbon dioxide fire extinguisher.

Wreckage 

The airplane remained intact and the fire damage was limited to the nose compartment and the lower forward portion of the instrument panels and cockpit. Fire damage to the cabin area was limited to some thermal discoloration of the floor on the right side of the cockpit. The exterior damage was located on the upper portion and right side of the nose compartment. The upper section of the nose fuselage skin exhibited large areas of thermal discoloration of the exterior paint as well as bubbling and peeling of the outer layers of the paint. This damage continued down the right side of the nose compartment. The lower right exhaust louvers and the fuselage skin near the heater exhaust exhibited sooting and some thermal discoloration.

The interior of the nose compartment was heavily sooted and exhibited thermal damage particularly in the area of the cabin heater, which was located on the rear right side of the nose compartment. The left side of the compartment was heavily sooted with some generalized melting and sagging of wire insulation. On the right side, nonmetallic components (such as wire insulation, tubing and ducts) adjacent to the heater showed melting and thermal discoloration. Several rubber components of the heater assembly were missing and presumed destroyed by the fire. The exterior of the heater and adjacent metallic assembly components were sooted and had evidence of thermal discoloration. During the removal of the heater assembly, the heater assembly drain line was found blocked with a densely packed brownish-grey substance.

Heater Examination

The heater was a Southwind 8240E. According to maintenance/airplane logbooks and manufacturer information, the heater was installed when the airplane was manufactured and overhauled in 1997. A pressure decay test was performed on the combustion chamber in 2003. The current owner and pilot stated he had used the heater several times including the day of the accident.

The cabin heater assembly, including the vent and drain lines, the heater fuel pump box, and the light bulb from the heater annunciator light were removed from the airplane and sent to the NTSB Materials Laboratory for further examination.

The exterior case of the heater was removed and a pressure test of the combustion chamber and associated heat exchanger muff was performed. Four separate leaks were found. One leak was found in the igniter plug port weld. One leak was found in the heat muff end weld. Two leaks were found in the welds that attach the combustion chamber to the heat exchanger muff, and one of those leaks had a visible crack. 

The blocked drain line was examined. It was determined that the material in the drain line was densely packed from the open (drain) end to the end. Approximately 0.4 grams of material was removed from the drain line using a thin wooden scraper. The material was brownish gray in color and had a powdery consistency. A sample of the material removed from the drain line was examined using a Fourier Transform Infrared (FTIR) spectrometer. The materials were consistent with lead oxide and aluminum oxides often found in aviation fuel combustion byproduct and other materials found within the aircraft engine compartment and fuel system. 

There was evidence of fuel leakage in the fuel pump box, with evaporation marks where the fuel accumulated and evaporated off, leaving behind nonvolatile residue. There were several bands of evaporation marks consistent with multiple evaporation cycles. The fuel pump box had visible thermal discoloration, indicating it had been exposed to heat. Pressure testing of the fuel pump was not conducted due to the inability to recreate a pre-accident condition for the fuel pump.

Cessna Aircraft Company issued service letter ME73-3 on February 23, 1973, identifying the need for a special one-time inspection of aircraft heaters that have not undergone the first 100-hour inspection. The service letter also states "Service manuals presently recommend a check of the nose compartment with respect to heater fuel system components at each 100 hours." Cessna issued Service Bulletin MEB95-9 on June 16, 1995. MEB95-5 stated "The cabin heater fuel line should be inspected for fuel leaks and corrosion. Leaking fuel lines should be repaired or replaced based on results of the inspection. Minor corrosion pitting can be repaired but line replacement is required if pitting exceeds the limit allowed by this service bulletin. Non-compliance with this service bulletin could result in failure of the cabin heater fuel line; which could subsequently result in a fire." "Compliance – Mandatory, shall be accomplished within the next 100 hours of operation or 12 months, whichever occurs first." A review of the airplane's maintenance showed the heater was installed in the airplane at the time of manufacture, and overhauled in 1997. A combustion test was performed on February 3, 2003. No record of any additional inspections of the heater and fuel lines was found.

Horse meat, genitals in juice boxes seized at Washington Dulles International Airport (KIAD)



STERLING, Va. — U.S. Customs and Border Protection agents have seen some strange things at Virginia’s busiest airport, but what they discovered hidden in juice boxes at Washington Dulles International Airport on Jan. 29 left them flummoxed.

Officials said two women from Mongolia were concealing 30 pounds of horse meat inside juice boxes. One of the woman also had 13 pounds of horse genitals she said were for medicinal purposes.

Agents also found three liters of yak milk in the women’s luggage.

Neither woman was criminally charged and the pair were allowed to continue their visit.

The confiscated items were incinerated.

Source: http://wtvr.com

McDonnell Douglas 600N, N606BP: Accident occurred April 27, 2014 at Adelanto Airport (52CL), San Bernardino County, California




Additional Participating Entities: 
Federal Aviation Administration Flight Standards District Office; Riverside, California 
MD Helicopters Inc.; Mesa, Arizona
Rolls-Royce; Indianapolis, Indiana

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

http://registry.faa.gov/N606BP

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

NTSB Identification: WPR14LA173
14 CFR Part 91: General Aviation
Accident occurred Sunday, April 27, 2014 in Adelanto, CA
Probable Cause Approval Date: 02/13/2017
Aircraft: MCDONNELL DOUGLAS HELICOPTER 600N, registration: N606BP
Injuries: 1 Serious, 2 Minor.

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

The purpose of the flight was for the airline transport pilot (ATP) to evaluate and check out the commercial pilot in the helicopter. The commercial pilot reported that he was acting as pilot-in-command and at the controls. A witness reported that, as the helicopter lifted off, it initially tilted left. He added that he saw the commercial pilot increase pitch on the collective and that the helicopter then yawed right 90 degrees and tilted nose down. It left the ramp to the north of the property and then the whole fuselage continued banking left almost 90 degrees and spun nose right. The helicopter spun about three revolutions until it sounded like the engine power was reduced to flight idle. Once the power was reduced, the helicopter’s nose dropped, and the main rotor blade contacted a fence pole, which caused it to suddenly stop and the helicopter to land hard, during which the right skid collapsed. 

The witness reported that he had flown the helicopter for 25 minutes before the accident and completed one takeoff and one landing. He stated that all of the controls responded as commanded during his flight. No evidence of preimpact mechanical malfunctions or failures were found during the examination of the recovered airframe and engine.

It is likely that the commercial pilot made improper control inputs and subsequently lost helicopter control immediately after liftoff. It could not be determined whether the ATP made corrective actions in an attempt to regain control because he was seriously injured and unable to make a statement.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The commercial pilot’s improper control inputs, which resulted in a loss of helicopter control during takeoff.


HISTORY OF FLIGHT

On April 27, 2014, about 1251 Pacific daylight time, a McDonnell Douglas Helicopters (MDHI) MD600N, N606BP, collided with terrain at Adelanto, California. Classic Rotors Museum was operating the helicopter under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The airline transport pilot (ATP) in the right seat sustained serious injuries, the commercial rated pilot in the left seat and one passenger in a rear seat sustained minor injuries. The helicopter sustained substantial damage during the accident sequence. The cross-country personal flight was departing when the accident occurred with a planned destination of Ramona, California. Visual meteorological conditions prevailed, and no flight plan had been filed.

Due to the nature of injuries to the ATP, he was unable to provide a statement as to the circumstances of the accident.

A Federal Aviation Administration (FAA) inspector interviewed the commercial pilot shortly after the accident. The pilot stated that he was getting evaluated in order to be able to fly the helicopter for the museum and at the controls during the accident as pilot-in-command (PIC). Prior to the checkout, he informed the ATP that he had 10,000 hours of flight time, primarily working off fishing boats in Guam. The commercial pilot could not provide the inspector with records that validated the flight time, or that he was a current, active pilot. The last medical dated December 15, 1993, indicated a total flight time of 3,300 hours. Attempts to locate and contact the commercial pilot for more information related to the circumstances of the accident were unsuccessful.

A witness reported that he had flown the helicopter with the ATP for 25 minutes prior to the accident flight, and completed one takeoff and one landing. He stated that all controls responded as commanded during his flight. The commercial pilot and a passenger then boarded for the next flight. The winds were from the west, and the helicopter was on a heading of 250 degrees. When it lifted off the ground, it initially tilted to the left looking like it was going to dynamically roll over. He saw the commercial pilot increase pitch on the collective; the helicopter yawed to the right 90 degrees, and tilted nose down. It left the ramp to the north of the property; the whole fuselage continued to have a left bank angle of almost 90 degrees, and it spun nose right. The helicopter spun approximately three revolutions until it sounded like the power to the engine was reduced to flight idle. Once the power was reduced to flight idle, the nose of the helicopter went down, the main rotor blade came in contact with a fence pole causing sudden stoppage, and a hard landing collapsed the right gear. 

TESTS AND RESEARCH

The National Transportation Safety Board (NTSB) investigator-in-charge, an FAA inspector, and investigators from MD Helicopters and Rolls-Royce examined the recovered airframe and engine on May 28, 2014, at the facilities of Flight Trail Helicopters, Mesa, Arizona. 

Control continuity for the collective, cyclic, pedals and throttle were established. There was crush damage to the airframe with more damage on the right side than the left side.

Continuity of the drive train was established from the rotor hub through the transmission out to the NOTAR fan. The NOTAR gearbox chip detector was clean. The NOTAR rotated freely by hand.

The throttle moved freely from stop to stop, and followed movement of the throttle control in the cockpit.

The engine was left installed in the helicopter, and the engine was securely mounted. All external lines and connections were secure when checked by hand. 

The compressor impeller displayed some leading edge foreign object damage (FOD), but it could not be determined if the FOD damage occurred prior to or during the event sequence.

The fourth stage turbine wheel turned freely. The rotor head rotated when turned one direction; it did not rotate when the wheel was turned the opposite direction. The first stage turbine blades were examined with a lighted videoscope. The wheel turned freely, and there was no evidence of damage on the blades. 

The oil level for the engine was above the line. The oil was drained and the oil filter was clean.

The upper and lower magnetic chip detectors were clean.

The oil scavenge filter was clean. 

Fuel was drained from the airframe low pressure fuel filter; it appeared clear. 

N1 turned freely and was continuous from the compressor to the starter generator. 

The fuel nozzle was normal in appearance.

No evidence of preimpact mechanical malfunction was noted during the examination. A detailed report is in the public docket for this accident.



NTSB Identification: WPR14LA173 
14 CFR Part 91: General Aviation
Accident occurred Sunday, April 27, 2014 in Adelanto, CA
Aircraft: MCDONNELL DOUGLAS HELICOPTER 600N, registration: N606BP
Injuries: 1 Serious,2 Minor.

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 April 27, 2014, about 1251 Pacific daylight time, a McDonnell Douglas Helicopter (MDHI) MD600N, N606BP, collided with terrain at Adelanto, California. Classic Rotors Museum was operating the helicopter under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The airline transport pilot sustained serious injuries; the commercial rated second pilot and one passenger sustained minor injuries. The helicopter sustained substantial damage during the accident sequence. The cross-country personal flight was departing when the accident occurred with a planned destination of Ramona, California. Visual (VMC) meteorological conditions prevailed, and no flight plan had been filed.

A witness reported that winds were from the west, and the helicopter was on a heading of 250 degrees. When it lifted off the ground, it initially tilted to the left looking like it was going to dynamically roll over. He saw the co-pilot increase pitch on the collective; the helicopter yawed to the right 90 degrees and tilted nose down. It left the ramp to the north of the property; the whole fuselage continued to have a left bank angle of almost 90 degrees, and it spun nose right. The helicopter spun approximately three revolutions until it sounded like the pilot got rid of the power bringing the engine to flight idle. Once the crew cut power to flight idle, the nose of the helicopter went down, the main rotor blade came in contact with a fence pole causing sudden stoppage, and a hard landing collapsed the right gear. Personnel on the ground assisted the crew getting out of helicopter. The pilot was unconscious inside of the helicopter, and one of the ground personnel assisted the pilot by supporting him. The witness called for emergency services, and the pilot was airlifted to a hospital.