Saturday, March 25, 2017

Loss of Control in Flight: Cessna T210L Turbo Centurion, N6563D; fatal accident occurred March 25, 2017 in Hayden, Blount County, Alabama

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Birmingham, Alabama
Continental Motors; Mobile, Alabama
Textron/ Cessna; Wichita, Kansas

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


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 
 
http://registry.faa.gov/N6563D 


Location: Hayden, AL
Accident Number: ERA17FA136
Date & Time: 03/25/2017, 1433 CDT
Registration: N6563D 
Aircraft: CESSNA T210
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 4 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On March 25, 2017, about 1433 central daylight time, a Cessna T210L, N6563D, was destroyed during an uncontrolled descent and subsequent in-flight breakup near Hayden, Alabama. The private pilot and three passengers were fatally injured. The airplane was privately owned and was being operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Instrument meteorological conditions prevailed and an instrument flight rules (IFR) flight plan was filed for the flight, which originated from Kissimmee Gateway Airport (ISM), Orlando, Florida, about 1150 and was destined for McKellar-Sipes Regional Airport (MKL), Jackson, Tennessee.

According to air traffic control (ATC) radar and voice communication data provided by the Federal Aviation Administration (FAA), after takeoff, the flight proceeded toward the destination at a cruise altitude of 10,000 ft mean sea level (msl). About 1357 and again at 1403, the pilot requested and was approved to deviate right of course due to weather. About 1420, the pilot requested and was approved to climb to 12,000 ft msl; at this time, the controller also issued a frequency change. The pilot subsequently checked in with the next controller, who described moderate to extreme precipitation ahead of the airplane and asked if the pilot needed to deviate. The pilot replied that he would go anywhere the controller thought was the quickest route across the weather. The controller replied that he did not have a better route and allowed the pilot to deviate as necessary, instructing the pilot to proceed to his destination when able. About 1429, the airplane began a series of descending right turns, and the controller instructed the pilot to maintain 12,000 ft. The airplane continued to descend, and the controller again advised the pilot that he was losing altitude; the pilot replied, "I'm doing the best I can." At 1432, the controller advised the pilot that he was descending through 5,800 ft and to check his altitude. There was no response, and radar contact was lost shortly thereafter at an altitude about 2,000 ft msl.

A witness reported that he was standing in his driveway and noticed how windy it was and that the trees were leaning over almost 90°. He said that it was not raining, but he did hear thunder in the distance. He reported hearing an airplane flying above making a "weird" sound. He said he heard a loud "boom" and saw pieces of the airplane falling out of the sky but did not see it break apart. He then saw the fuselage of the airplane, which was spinning through the air, descending toward the ground. 

Pilot Information

Certificate: Private
Age: 45, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 08/22/2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 288 hours (Total, all aircraft), 288 hours (Total, this make and model)

The pilot, age 45, held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He reported a total flight experience of 288 hours, including 16.6 hours during the previous 6 months, on his most recent FAA third-class medical certificate application dated August 22, 2016. At that time, the pilot reported no medical conditions, and the medical certificate indicated no restrictions. The pilot's logbook was not available for review. The pilot's recent flight experience and instrument flight experience could not be determined. A review of the aircraft logbook revealed that the airplane was flown a total of 25.7 hours since the pilot's most recent flight review on July 27, 2016.

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N6563D 
Model/Series: T210 L
Aircraft Category: Airplane
Year of Manufacture:1974 
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 21060580
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 07/18/2016, Annual
Certified Max Gross Wt.: 3800 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 4258.5 Hours as of last inspection
Engine Manufacturer: Continental
ELT: C91A installed, not activated
Engine Model/Series: TSIO-520-R
Registered Owner: RHEIORG CONSULTING LLC
Rated Power: 310 hp
Operator: On file
Operating Certificate(s) Held: None

The airplane was manufactured in 1974 and was powered by a Continental TSIO-520-R engine rated at 310 horsepower equipped with a McCauley three-bladed controllable pitch propeller. The most recent annual inspection was completed on July 18, 2016, at a tachometer time of 2,220.8 hours. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: BHM, 650 ft msl
Distance from Accident Site: 22 Nautical Miles
Observation Time: 1453 CDT
Direction from Accident Site:180° 
Lowest Cloud Condition: Unknown
Visibility:  10 Miles
Lowest Ceiling: Broken / 4600 ft agl
Visibility (RVR):
Wind Speed/Gusts: 16 knots /
Turbulence Type Forecast/Actual:/ None 
Wind Direction: 260°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.09 inches Hg
Temperature/Dew Point: 21°C / 12°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: ORLANDO, FL (ISM)
Type of Flight Plan Filed: IFR
Destination: JACKSON, TN (MKL)
Type of Clearance: IFR
Departure Time: 1250 EDT
Type of Airspace: Class G

Synoptic Conditions

The southeast section of the National Weather Service (NWS) Surface Analysis Chart for 1300 depicted a low pressure system over Missouri at 1007-hectopascals (hPa) associated with an occluded front. Over northeast Missouri, the occluded frontal system split into a stationary front across northern Missouri eastward across Illinois, Indiana, Ohio, into Pennsylvania, and a cold front extending southward across eastern Missouri through Arkansas and into Louisiana, where the front became stationary and extended southwestward along the Texas Gulf coast. A squall line was depicted ahead of the cold front from southeastern Louisiana into southern Mississippi with an outflow boundary depicted from the end of the squall line northward across western Alabama, immediately west of the accident site at the time of the accident. The accident site was located ahead of the cold front and the outflow boundary, in the warm air sector of the front.

The station models on the surface analysis chart depicted southerly winds sustained at 5 to 15 knots and broken to overcast sky cover in the area of the accident site. One station immediately south-southwest of the accident site and behind the outflow boundary reported a thunderstorm and rain showers. East of the outflow boundary, the station models indicated temperatures in the mid-to-upper 70s°F, while west of the boundary the temperatures were in the low 60s°F. Dew point temperatures were in the 50s°F to near 60°F near the Gulf Coast.

Regional Radar Mosaic

Weather radar depicted a line of echoes in the immediate vicinity of the accident site, which is enclosed in the red circle (see figure 1), the echoes were immediately west of Birmingham, Alabama at the time. A second more defined line of intense echoes associated with the squall line extended behind the first line from southeast Mississippi, to southeastern Louisiana, and into the Gulf of Mexico. A third area was located behind the two lines west through north of Jackson, Mississippi with an area of intense echoes.


Figure 1: National Radar Mosaic

Convective Outlook

The morning convective outlook chart from the NWS Storm Prediction Center depicted a slight risk of organized severe thunderstorms over western Alabama, eastern Mississippi, and southeastern Louisiana during the period around the accident time, with a marginal area of thunderstorms through western Tennessee and the rest of Alabama. A slight risk indicated that an area of organized severe thunderstorms of scattered coverage was possible across the region, with either short-lived and/or isolated severe storms possible. A marginal risk indicated more isolated severe storm coverage. The convective outlook is typically used in preflight weather briefings to highlight areas where thunderstorms and severe thunderstorms can be expected.

Surface Observations

The closest weather reporting station was Birmingham-Shuttlesworth International Airport (BHM), located 25 miles south of the accident site at an elevation of 650 ft.

The 1353 observation included wind from 160° at 14 knots gusting to 19 knots, 10 miles visibility, a few clouds at 4,700 ft above ground level (agl), broken ceiling at 6,000 ft agl, temperature 26°C, dew point temperature 13°C, altimeter 30.10 inches of mercury. Remarks included peak wind from 200° at 28 knots at 1307, and distant lightning to the northwest.

The 1453 observation included wind from 260° at 16 knots, 10 miles visibility, broken ceiling at 5,500 feet agl, temperature 21°C, dew point temperature 12°C, altimeter 30.09 inches of mercury.

A special weather observation issued at 1502 included wind from 260° at 17 knots gusting to 22 knots, 10 miles visibility, overcast ceiling at 4,600 ft agl, temperature 20°C, dew point temperature 12°C, altimeter 30.09 inches of mercury. Remarks included wind shift occurred at 1442, and distant lightning to the south and southwest.

Preflight Weather Briefing

The pilot accessed an online weather briefing through ForeFlight and filed an IFR flight plan. He obtained a low-altitude route briefing between Kissimmee, Florida, and Jackson, Tennessee, at 0606 and again at 1134, about 20 minutes before departure. The briefing included all relevant reports and forecasts, advisories, and NOTAMs for the route.

The terminal forecast for BHM, which was along the route of flight, predicted marginal visual flight rules conditions with southeasterly wind at 20 knots gusting to 30 knots, with visibility 4 miles in moderate rain, overcast cumulonimbus clouds at 2,000 ft agl, and thunderstorms. At the time of the briefing, other than the AIRMETs Tango for turbulence, there were no hazardous weather advisories current for the route. A review of the briefing indicated that the convective outlook documented above was included in the information accessed by the pilot.

Although there were no hazardous weather advisories or convective SIGMETs active at the time the pilot received his preflight weather information, two of the air traffic controllers who worked the flight broadcast convective SIGMETs while the pilot was on frequency that affected the pilot's intended route of flight and called for thunderstorms with tops exceeding 40,000 ft. One of these SIGMETs was broadcast about 1 hour into the flight, and the second about 2 hours into the flight (about 40 minutes before the accident occurred).

In-Flight Weather Information

Convective SIGMET

Convective SIGMETs 60C and 61C were issued at 1255 for two areas of thunderstorms over western Alabama, Mississippi, southeastern Louisiana, and for the immediate coastal waters. Convective 60C impacted the route of flight but did not extend over the location of the accident. The advisory was current until 1455.

Three sperate convective SIGMETs were issues at 1355 for portions of southwestern Alabama, southern Mississippi, and Louisiana, which were valid until 1555. In the hour prior to the accident, no Convective SIGMENTS were current for the route of flight, although the outlook area warned of potential issuance of advisories over the region.

Reflectivity

Figure 2 depicts the airplane's flight track overlaid on the Birmingham WSR-88D base reflectivity image for 1432 with reflectively elevation angle scans at 0.44°, 1.23° and 2.35°; respectively. Echoes of 5 to 35 dBZ or light to moderate intensity echoes along the flight track were present at all elevation scans with echoes of 45dBZ or heavy intensity echoes present within 5 miles northwest of the flight track. A strong intensity echo with reflectivity of 55dBZ or extreme intensity echoes south-southwest of the accident site was beginning to develop or surge upwards and move to the north-northeast.


Figure 2: Birmingham WSR-88D Base Reflectivity Images

[For additional weather information, see the NTSB Meteorology Factual Report located in the public docket for this investigation.]

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 3 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 4 Fatal
Latitude, Longitude: 33.909167, -86.732778

The wreckage field was about 4,550 ft long, oriented on a true heading about 247°. The left elevator was located at the beginning of the debris field. Continuing along the wreckage path was the inboard right wing and the left wing assembly, including the aileron and flap. Various parts of the airplane continued along the debris path that led to the main wreckage, which was located at the end of the debris path. The main wreckage comprised the engine, fuselage, and empennage. The engine mounts were broken; however, the engine remained attached to the airframe through hoses, wires, and cables. The cockpit and cabin were destroyed; the flight instruments were impact damaged. The empennage remained attached by the rudder and elevator control cables. The horizontal stabilizers were bent upward toward the vertical stabilizer. The rudder remained attached to the vertical stabilizer.

The left wing and center wing section separated from the fuselage and remained intact. The right wing separated outboard of the top and bottom spars. The right wing was separated into 3 large pieces with the aileron still attached to the outboard portion of the wing. An approximate 6-ft section of the middle portion of the right wing, which included the entire right flap, was removed from the accident site before the site could be secured.

Control cable continuity was established from the rudder, elevator, and elevator trim tab to the forward floor assembly area. Control cable continuity was established from the right aileron bellcrank to the wing root area. Control cable continuity was established from the left aileron bellcrank to the wing root area for the drive cable. The left aileron carry-through cable was fractured in tensile overload from the bellcrank. Examination of the airframe did not reveal any pre-accident anomalies that would have precluded normal operation.

Examination of the engine established continuity between the crankshaft, camshaft, connecting rods, and associated components by rotating the crankshaft with a hand tool. All six cylinders displayed thumb compression and suction. The No. 5 cylinder displayed significantly less compression and suction than the other cylinders; a borescope inspection revealed a small piece of wood between the intake valve and the valve seat. All the cylinders were inspected using a lighted borescope; the internal components displayed normal operating and combustion signatures.

The fuel pump remained attached to its installation point and displayed minor impact damage signatures. The fuel pump was removed; the drive coupling was intact and the driveshaft was capable of rotation. The throttle and fuel metering assembly had broken free from its installation point and displayed impact damage. The throttle and mixture control arms remained secured to their shafts and the fuel inlet screen was clear of any contaminants. The manifold valve was undamaged and disassembled. The internal components displayed normal operation signatures; there were no anomalies noted within the valve housing. The fuel injectors were removed and were clear of obstructions.

Examination of the magnetos revealed that the right magneto had broken free from its mounting pad and the left magneto remained partially attached to its mounting pad. The magnetos were removed and the driveshafts were rotated by hand as well as using an electric drill. Both magnetos produced a spark to each of the posts in the correct order. The ignition harness displayed impact damage signatures to several of the ignition leads.

The top spark plugs were removed and visually inspected; the electrodes displayed normal operating and wear signatures. The bottom spark plug electrodes were inspected using a lighted borescope and displayed normal operating signatures.

The turbocharger remained attached to the exhaust system and displayed impact damage. Continuity was established between the compressor and turbine section and both the compressor and tubing were capable of normal rotation. The compressor and turbine blades displayed normal operating signatures. Examination of the engine revealed no pre-impact anomalies that would have prevented normal operation or production of rated horsepower.

Examination of the propeller revealed that blades No. 1 and No. 2 displayed minor forward-bending deformation and blade No. 3 displayed a significant amount of aft-bending deformation. All blades displayed chordwise scoring and impact damage. No pre-impact anomalies were noted during the examination that would have prevented normal operation. 

Medical And Pathological Information

An autopsy was performed on the pilot by the University of Alabama, Birmingham, Department of Pathology; the cause of death was multiple blunt force injuries.

Toxicology testing performed at the FAA Forensic Sciences Laboratory identified N-propanol and ethanol at 0.046 gm/dl in muscle, but no ethanol in liver, and amphetamine in lung and heart tissue (0.114 µg/g).

Ethanol is the intoxicant commonly found in beer, wine, and liquor. It acts as a central nervous system depressant. Because ingested alcohol is distributed throughout the body, levels from different postmortem tissues are usually similar. Ethanol may also be produced in body tissues by microbial activity after death; in this case levels may vary widely.

Amphetamine is a Schedule II controlled substance that stimulates the central nervous system. It is available by prescription for the treatment of attention deficit disorders and narcolepsy. It carries a boxed warning about its potential for abuse and has warnings about an increased risk of sudden death and the potential for mental health and behavioral changes. 

Additional Information

According to the FAA's General Aviation Joint Steering Committee, a pilot's sight, supported by other senses, allows a pilot to maintain orientation while flying. However, when visibility is restricted (i.e., no visual reference to the horizon or surface detected), the body's supporting senses can conflict with what is seen. When this spatial disorientation occurs, sensory conflicts and optical illusions often make it difficult for a pilot to tell which way is up.

The FAA Airplane Flying Handbook (FAA-H-8083-3) describes some hazards associated with flying when visual references, such as the ground or horizon, are obscured. The handbook states,

The vestibular sense (motion sensing by the inner ear) in particular tends to confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in the attitude of the airplane, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated; leading the pilot to believe the attitude of the airplane has changed when in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation.

FAA Advisory Circular (AC) 60-22, Aeronautical Decision Making, states, "Pilots, particularly those with considerable experience, as a rule always try to complete a flight as planned, please passengers, meet schedules, and generally demonstrate that they have 'the right stuff'." One of the common behavioral traps that the AC describes is "Get-There-Itis." The text states, "Common among pilots, [get-there-itis] clouds the vision and impairs judgment by causing a fixation on the original goal or destination combined with a total disregard for any alternative course of action."

FAA AC-00-6B, Aviation Weather, describes thunderstorms and the turbulence that is associated with them. The AC stated, in part:

Turbulence is present in all thunderstorms. Severe or extreme turbulence is common. Gust loads can be severe enough to stall an aircraft at maneuvering speed or to cause structural damage at cruising speed. The strongest turbulence occurs with shear between updrafts and downdrafts. Outside the cumulonimbus cloud, turbulence has been encountered several thousand feet above, and 20 miles laterally from, a severe storm.

The Turbulence Reporting Criteria Table in the FAA Aeronautical Information Manual provides the following definitions:

Severe: Turbulence that causes large, abrupt changes in altitude and/or attitude. It usually causes large variations in indicated airspeed. Aircraft may be momentarily out of control.


Extreme: Turbulence in which the aircraft is violently tossed about and is practically impossible to control. It may cause structural damage.


NTSB Identification: ERA17FA136

14 CFR Part 91: General Aviation
Accident occurred Saturday, March 25, 2017 in Hayden, AL
Aircraft: CESSNA T210L, registration: N6563D
Injuries: 4 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 March 25, 2017, about 1425 central daylight time, a Cessna 210L, N6563D, was destroyed during a uncontrolled descent and subsequent inflight breakup near Hayden, Alabama. The pilot and three passengers were fatally injured. Instrument meteorological conditions prevailed and an instrument flight rules flight plan was filed. The flight originated from Kissimmee Gateway Airport (ISM), Orlando, Florida, and was destined for Mc Kellar-Sipes Regional Airport (MKL), Jackson, Tennessee. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to preliminary air traffic control (ATC) radar and voice communication data provided by the Federal Aviation Administration, ATC described moderate to extreme precipitation to the pilot and asked if the pilot needed to deviate. The pilot replied that he would go anywhere the controller thought was the quickest route across the weather. The controller replied that he did not have a better route, and allowed the pilot to deviate as necessary, instructing the pilot to proceed to his destination when able. The airplane then began to descend, and the controller instructed the pilot to maintain 12,000 feet. The airplane continued to descend and the pilot advised ATC "I'm doing the best I can." The controller advised the pilot that turning to the east or southeast would be away from the weather. The airplane continued descending and the pilot did not respond. ATC advised the pilot that he was descending thru 5,800 feet and to check his altitude. There was no response, and shortly after radar contact was lost.

According to a witness, he was standing in his driveway and noticed how windy it was, and that the trees were leaning over almost 90 degrees. He said that it was not raining but he did hear thunder in the distance. He reported hearing an airplane flying above making a "weird" sound. He said he heard a loud "boom" and started seeing pieces of the airplane falling out of the sky, but did not see it break apart. He then saw the fuselage of the airplane which was spinning through the air heading towards the ground.

The wreckage was scattered over a large area that included dense vegetation. The debris field was about one mile in length, oriented toward 247 degrees true. The first component located along the debris field was the left elevator. Additional components located along the debris path included fragments of the right wing and the left-wing assembly. The fuselage came to rest at the end of the debris path in a dense wooded area. The fuselage, cockpit, cabin section, empennage and engine were destroyed. The wreckage was recovered from the site and retained for further examination.
    Joseph and Jennifer Crenshaw, with their two children Jacob and Jillian 



Jackson, Tennessee 

Joseph and Jennifer Crenshaw of Jackson, TN, along with their two children Jacob and Jillian, lost their lives following a weather-related aircraft accident on March 25th, 2017.

Joseph Connell Crenshaw, 46, was born on June 16, 1970 in Jackson, TN to Nancy Crenshaw and the late Dr. Tom Crenshaw. He is survived by his mother, Nancy Connell Crenshaw of Humboldt; his brothers, John Crenshaw and Tim Crenshaw; three nieces and two nephews; and his father and mother-in-law, David and Lynn Nance of Trenton. Joseph was a graduate of University of Tennessee at Martin. He was a Certified Financial Planner, Chartered Retirement Plans Specialist, and Accredited Investment Fiduciary of First Tennessee Bank. He was also a former Board Member of University School of Jackson where his children attended as well as an Instrument-Rated Pilot and a much beloved father and husband. Joseph hosted the neighborhood Fourth of July fireworks extravaganza each year. He was an intelligent, ambitious, and funny Tom Cruise doppleganger. He fought for his family and truly was the glue that held them all together. 

Jennifer Dawn Nance Crenshaw, 43, was born on January 31, 1972 in Jackson, TN to David and Lynn Caraway Nance of Trenton. She is survived by her parents, David and Lynn Nance of Trenton; her sister Laura Lynn Springfield of Jackson; two nieces and one nephew; and her mother-in-law, Nancy Crenshaw of Humboldt. Jennifer "Ginger" Crenshaw obtained her Bachelors of Science degree from University of Tennessee at Martin and her Registered Nursing degree from Union University. Ginger was a Certified Private Pilot, who enjoyed painting and art, and entertaining family and friends. Jennifer was, first and foremost, a devoted mother and wife. Jennifer was a beautiful spirit who adored her kids more than anything and fiercely protected them. These Crenshaws were true soulmates and stayed together through thick and thin. This family lived well and were loved more than most. This is why they will be missed so very much! 

Jacob Addison Crenshaw, 16, was born on August 10, 2000 in Humboldt, TN to the late Joseph and Jennifer Crenshaw. He is survived by his maternal grandparents, David and Lynn Nance of Trenton and his paternal grandmother, Nancy Crenshaw of Humboldt. Jacob "Thunder Calves" Crenshaw was a sophomore and avid football player at University School of Jackson. He was a four-year member of the USJ band where he played the drums. He also enjoyed playing "Dungeons and Dragons" competitively with his friends. He was a loyal, dedicated, vivacious and handsome young man. He truly inspired those around him with his commitment and positive spirit. Jacob was a natural leader and role model to both his family and friends. 

Jillian Celeste Crenshaw, 14, was born on February 17, 2003 in Jackson, TN to the late Joseph and Jennifer Crenshaw. She is survived by her maternal grandparents, David and Lynn Nance of Trenton and her paternal grandmother, Nancy Crenshaw of Humboldt. Jillian was an eighth grader at the University School of Jackson. Jillian was a USJ Scholar, a tennis club member, and a National Presidential Fitness Award Recipient. She was actively involved in both Kincaid-Gooch Voice Studio and University School of Jackson musicals and plays. Jillian was an incredibly talented and riveting aspiring young actress and singer. She was smart, funny, sensitive, kind and had an infectious smile that would light up an entire room. 

The period of visitation will be held for two hours on Saturday, April 1, 2017 from 11-1 p.m. at West Jackson Baptist Church.

A funeral service will be held on Saturday, April 1, 2017 at 1 p.m. at West Jackson Baptist Church with a private family burial to follow.

George A. Smith and Sons North Chapel

- See more at: http://www.legacy.com

Four roses at the crash site











Beech V35B Bonanza, registered to JE Aviation LLC and operated by a private individual, N2053Y: Fatal accident occurred March 24, 2017 in Union City, Canadian County, Oklahoma

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Oklahoma City, Oklahoma
Textron Aviation; Wichita, Kansas
Continental Motors Inc; Mobile, Alabama

http://registry.faa.gov/N2053Y 

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


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


Location: Union City, OK
Accident Number: CEN17FA138
Date & Time: 03/24/2017, 1520 CDT
Registration: N2053Y
Aircraft: BEECH V35
Aircraft Damage: Destroyed
Defining Event: Aerodynamic stall/spin
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On March 24, 2017, about 1520 central daylight time, a Beechcraft V35B airplane, N2053Y, impacted terrain near Union City, Oklahoma. The pilot was fatally injured, and the airplane was destroyed. The airplane was registered to JE Aviation LLC, Oklahoma City, Oklahoma, and operated by a private individual under Title 14 Code of Federal Regulations Part 91 as a personal fight. Visual meteorological conditions prevailed, and the airplane was not on a flight plan. The local flight originated from the Chickasha Municipal Airport (KCHK), Chickasha, Oklahoma.

A review of radar data revealed that the flight originated from KCHK (elevation 1,152 ft) about 1510. After departure, the airplane turned to a northerly heading and climbed to 5,500 ft. The radar tracked the airplane northward before the airplane slowed and disappeared from the radar. The last radar point at 1519 recorded the airplane at 73 knots and 5,250 ft in the vicinity of the accident site.

The pilot was not in contact with an air traffic control facility nor was he required to be. 

A witness reported hearing the airplane and then seeing it descending in a "spin;" the airplane disappeared behind a tree line and a fire erupted. Another witness said that he heard the airplane, stating that "the engine sounded weird, like cutting in and out." The witness added that he heard the crash and saw smoke and fire. 

PERSONNEL INFORMATION

The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. The pilot's third-class medical certificate was issued on October 20, 2015, with the limitation: "must wear corrective lenses." A review of the pilot's logbook revealed that he had 286.5 hours total flight and 19.3 hours in the accident airplane. 

AIRCRAFT INFORMATION

The Beechcraft V35B is a 4-place, low-wing, single-engine airplane with retractable landing gear. The accident airplane was powered by a 300-horsepower, 6-cylinder, reciprocating Continental IO-550 engine, which drove a constant-speed propeller. The normally aspirated engine was modified with the addition of a turbocharger. The airplane was also modified with two 20-gallon wing tip fuel tanks. These modifications were approved under supplemental type certificates (STCs). A review of the airplane's maintenance records revealed the airplane's most recent annual inspection was conducted on January 16, 2017, at a total airframe time of 5,074.5 hours. A review of Federal Aviation Administration (FAA) records revealed that JE Aviation LLC's purchase of the airplane was completed on March 2, 2017. 

METEOROLOGICAL INFORMATION

At 1535, the weather observation facility located at KCHK, located about 18 miles south of the accident site, recorded wind 220° at 22 knots gusting to 29 knots, 10 miles visibility, clear sky, temperature 77°F, dew point 36°F, and an altimeter setting of 29.69 inches of mercury.

Astronomical data from the U.S. Navy Observatory for Chickasha recorded a sunrise on March 24, 2017, at 0704 and sunset at 1947. 

WRECKAGE AND IMPACT INFORMATION

The airplane impacted an open field located in a rural, lightly wooded area. A postcrash fire consumed most of the airplane and ignited a brush/grass fire which also consumed small buildings located near a residence.

The on-site examination of the of the impact site revealed an absence of a wreckage path, and small ground creators, near the engine and right-wing tip. Damage to the nose of the airplane, wings, and the flat position of the wreckage along with the ground scars, are were consistent with the airplane impacting terrain in a slightly right-wing-down, nose-low attitude, with little forward velocity.

The airplane's fuselage and wings were largely consumed by the fire, leaving heavier structures and an outline of the components. Flight control continuity from the control column to both the left and right ailerons bellcranks was confirmed. The ruddervator cables were traced to the control column and rudder pedals. The control column and pedals were impact-damaged; however, the attaching hardware for the flight controls was in place. All three of the airplane's landing gear were in the "down" position with the gear actuator in the extended (gear down) position. The cabin's instrument panel and avionics were destroyed by impact and fire damage.

After the initial on-site documentation of the wreckage, the airplane was recovered and transported to a salvage facility. A detailed engine examination was conducted on April 20, 2017, at the salvage facility by the National Transportation Safety Board (NTSB) investigator-in-charge and a technical representative from the engine manufacturer.

The engine received extensive fire damage and impact damage, and the three-bladed propeller remained attached to the crankshaft flange. Initially, the engine would not rotate by hand; however, when an extension was applied to the crankshaft, a "pop" was heard and the crankshaft would rotate with difficulty. Later, when the engine was disassembled, it was confirmed that the camshaft had broken just before the camshaft gear. No preimpact abnormalities were noted with the crankshaft or through the valve train. The magnetos were fire damaged and could not be field tested. The fuel metering unit, manifold, and fuel pump were examined; all had either fire or impact damage. The turbocharger had impact damage and was partially melted. The top set of sparkplugs were removed; the plugs exhibited light colored combustion deposits; and the electrodes exhibited normal signatures.

Although the examination was limited by thermal and impact damage, no pre-impact abnormalities were noted during the airframe or engine examinations. 

Pilot Information

Certificate: Private
Age: 31
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 10/20/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:   (Estimated) 286.5 hours (Total, all aircraft), 20 hours (Total, this make and model), 20.3 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N2053Y
Model/Series: V35 B
Aircraft Category: Airplane
Year of Manufacture: 1978
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: D-10200
Landing Gear Type: Retractable - Tricycle
Seats:
Date/Type of Last Inspection: 01/16/2017, Annual
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines:  Reciprocating
Airframe Total Time: 5074.5 Hours
Engine Manufacturer: Continental
ELT: C126 installed, not activated
Engine Model/Series: IO-550
Registered Owner: JE Aviation LLC
Rated Power: 300 hp
Operator: JE Aviation LLC
Operating Certificate(s) Held:  None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KCHK
Distance from Accident Site:
Observation Time: 1535 CDT
Direction from Accident Site:
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 22 knots / 29 knots
Turbulence Type Forecast/Actual:  /
Wind Direction: 220°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.69 inches Hg
Temperature/Dew Point: 25°C / 2°C
Precipitation and Obscuration: No Precipitation
Departure Point: Chickasha, OK (KCHK)
Type of Flight Plan Filed: None
Destination: Wiley Post, OK (KPWA)
Type of Clearance: None
Departure Time: 1510 CDT
Type of Airspace:

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude:  35.361389, -97.912778

Medical And Pathological Information


The Office of the Chief Medical Examiner, Oklahoma City, Oklahoma conducted an autopsy on the pilot. The cause of death was determined to be "multiple blunt force injuries and thermal injury"

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, conducted toxicological testing on the pilot. The specimens were not tested for cyanide and carbon monoxide. The tests were negative for ethanol and positive for aproxen, and ertraline.


Naproxen is an overthecounter anti-inflammatory pain medication commonly marketed with the names Naprosyn and Aleve; it is not impairing. Desmethylsertraline is a metabolite of ertraline, which is an antidepressant prescription medication, often marketed under the name Zoloft. While Zoloft is not generally considered impairing, the underlying depression can impair cognition, judgment, and slow psychomotor responses. As a result, depression is a disqualifying condition to the FAA, but medical certificates may be issued if the depression is in remission for at least 6 months. In this case, personal medical records were not obtained and the status of the pilot's psychiatric illness at the time of the accident is unknown.

NTSB Identification: CEN17FA138
14 CFR Part 91: General Aviation
Accident occurred Friday, March 24, 2017 in Union City, OK
Aircraft: BEECH V35B, registration: N2053Y
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 March 24, 2017 about 1520 central daylight time, a Beechcraft V35B, airplane, N2053Y, impacted terrain near Union City, Oklahoma. The private rated pilot was fatally injured, and the airplane was destroyed. The airplane was registered to and operated by a private individual under the 14 Code of Federal Regulations Part 91 as a personal fight. Visual meteorological conditions prevailed and the airplane was not on a flight plan. The local flight originated from the Chickasha Municipal Airport (KCHK), Chickasha, Oklahoma.

A witness reported hearing the airplane and then seeing the airplane descending in a "spin"; the airplane disappeared behind a tree line and a fire erupted. Another witness, who did not see the crash, said they heard the airplane, stating that engine sounded weird, like cutting in and out. The witness added that he heard the crash and saw smoke and fire. 

The on-site examination of the wreckage revealed the airplane impacted an open field located in a rural, lightly wooded area. The postcrash fire ignited a brush/grass fire which also consumed sheds located near a local residence. The postcrash fire also consumed much of the airplane. 

A preliminary review of radar data, revealed that the accident flight originated from KCHK about 1510. After departure, the airplane turned to a northerly heading while climbing to 5,500 feet. The radar tracked the airplane northward; before the it slowed and disappeared from the radar. The last radar point at 1519 recorded the airplane at 77 knots and 5,200 feet. 

After the initial on-site documentation of the wreckage, the airplane was recovered to a secure facility for further examination.

Eric Ryan Hensley (1985 - 2017)

It is with great sadness that we announce the sudden passing of Eric Ryan Hensley on Friday, March 24, 2017 at 31 years of age. He lived in Oklahoma City and worked as a Territory Manager for Appareo Systems. Eric was flying his personal aircraft outside of Oklahoma City on Friday when the plane went down.

Eric was born in Edmond on June 22, 1985. He grew up in Tulsa and attended Jenks High School where he graduated in 2004. Eric attended Oklahoma State University and earned his Bachelor of Science in Marketing in 2007 then earned his Masters of Business Administration at Texas State University in 2009. After graduation Eric lived in Austin, Texas and worked in the Economic Development area of the San Marcos Chamber of Commerce. In 2010 he moved to Oklahoma City and began working for Chesapeake Energy as a Landman. After five years with Chesapeake he moved on to pursue his passion, aviation. He earned his private pilot license in 2016 and began working for Appareo Systems.

Eric was a passionate person with a big heart and an even bigger smile. He was kind to everyone he met and always put others first. Eric loved his family fiercely and was a loyal friend that could always be depended on. Eric loved flying, music, playing the guitar, fishing, hunting, and was an Eagle Scout. He was unconditionally generous and believed that God blessed him to be able to bless others.

He and Lara Dawn Upshaw were married on July 19, 2014, and his life was forever changed with the arrival of their daughter, Reese, in October 2016. He loved his baby girl and his wife with every ounce of his soul and it was apparent just by the way he looked at them. Lara and Reese were his two greatest loves and everything he did in life was for them.

Eric will be forever remembered by his loving wife Lara and their infant daughter Reese, by his parents Jerry and Diane Hensley (Tulsa), his sister Sara Andrews and husband Wade and their daughter Saige (Edmond), his grandmothers Carlene Hensley (Miami) and Shirley Guerrieri (Tulsa/Miami), Lara's parents Steve and Opal Upshaw (Bartlesville/Ponca City), and numerous uncles, aunts, cousins, extended family and close friends.

Eric was preceded in death by his grandfathers Glenn Hensley and Art Guerrieri (Miami).

A memorial service to celebrate Eric's life will be held at Life.Church Broadway and Britton at 9001 N. Broadway Extension in Oklahoma City on Friday, March 31, 2017 at 1:00 p.m.

In lieu of flowers, if desired, loved ones may donate a memorial contribution to the charity of your choosing or to the Reese Hensley Scholarship Fund at Regent Bank. (7136 S Yale Ave, STE 100, Tulsa, OK 74136).

- See more at: http://www.legacy.com



Cessna 140, N2505N: Incident occurred March 23, 2017 in Wray, Yuma County, Colorado

http://registry.faa.gov/N2505N

Federal Aviation Administration / Flight Standards District Office; Denver, Colorado

Aircraft clipped a powerline. 

Date: 23-MAR-17
Time: 15:45:00Z
Regis#: N2505N
Aircraft Make: CESSNA
Aircraft Model: 140
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: MANEUVERING (MNV)
Operation: 91
City: WRAY
State: COLORADO


Delta Airlines, Boeing 757-200, N683DA: Incident occurred March 23, 2017 in Eagle, Eagle County, Colorado

http://registry.faa.gov/N683DA

Federal Aviation Administration / Flight Standards District Office; Denver, Colorado 

Aircraft was on a descent profile near Denver (going to Eagle) when it encountered turbulence at flight level 340. Two (2) flight attendants were injured near Denver, Colorado on their way to Eagle County Regional Airport (KEGE), Colorado

Date: 23-MAR-17
Time: 17:56:00Z
Regis#: DAL2302
Aircraft Make: BOEING
Aircraft Model: 757-200
Event Type: INCIDENT
Highest Injury: MINOR
Aircraft Missing: No
Damage: NONE
Activity: COMMERCIAL
Flight Phase: APPROACH (APR)
Operation: 121
Aircraft Operator: DELTA
Flight Number: 2302
City: EAGLE
State: COLORADO


Cessna 172H Skyhawk, Kelly Site Development LLC, N3947R: Accident occurred March 23, 2017 at Person County Airport (KTDF), Roxboro, North Carolina

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

NTSB Identification: GAA17CA206 
14 CFR Part 91: General Aviation
Accident occurred Thursday, March 23, 2017 in Timberlake, NC
Probable Cause Approval Date: 10/17/2017
Aircraft: CESSNA 172, registration: N3947R
Injuries: 1 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 solo student pilot reported that, during the landing flare, he “felt a big push from behind,” which resulted in a propeller strike and substantial damage to the fuselage. 

The student pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. 

A review of recorded data from the automated weather observation station located on the airport revealed that, at the time of the accident, the wind was from 190° at 3 knots. The airplane landed on runway 6.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The student pilot’s failure to maintain pitch control during the landing flare with a tailwind, which resulted in a propeller strike. 

The solo student pilot reported that, during the landing flare he "felt a big push from behind", which resulted in a propeller strike and substantial damage to the fuselage. 

The student pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. 

A review of recorded data from the automated weather observation station located on the airport reported that, at the time of the accident, the wind was from 190° at 3 knots. The airplane landed on runway 6.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Baltimore, Maryland

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

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
  
Kelly Site Development LLC:   http://registry.faa.gov/N3947R

NTSB Identification: GAA17CA206
14 CFR Part 91: General Aviation
Accident occurred Thursday, March 23, 2017 in Timberlake, NC
Aircraft: CESSNA 172, registration: N3947R
Injuries: 1 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 solo student pilot reported that, during the landing flare he "felt a big push from behind", which resulted in a propeller strike and substantial damage to the fuselage.

The student pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. 

A review of recorded data from the automated weather observation station located on the airport reported that, at the time of the accident, the wind was from 190° at 3 knots. The airplane landed on runway 6.