Saturday, April 1, 2017

Search called off for plane reported down near Moontown Airport (3M5), Madison County, Alabama

Emergency crews spent part of their evening searching Northeast Madison County investigating a reported crashed small aircraft.

A caller reported a plane crash landing near Madison County High School.

Crews spent nearly two hours searching by air and foot for the reported downed plane.

Don Webster with HEMSI told us the plane could have safely landed at nearby Moontown Airport.

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

Airbus A320-200, N589JB, JetBlue: Incident occurred August 13, 2017 at John F. Kennedy International Airport (KJFK), New York -and- incident occurred April 01, 2017 at Orlando International Airport (KMCO), Orange County, Florida

Federal Aviation Administration / Flight Standards District Office; New York

Aircraft on final, struck a bird and sustained damage to leading edge of the wing. No injuries. Landed without incident. 

Date: 13-AUG-17
Time: 13:08:00Z
Regis#: JBU838
Aircraft Make: AIRBUS
Aircraft Model: A320
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: COMMERCIAL
Flight Phase: APPROACH (APR)
Operation: 121
Aircraft Operator: JETBLUE
Flight Number: JBU838
City: NEW YORK
State: NEW YORK

ORLANDO, FLORIDA —  A plane that departed from Boston had to make an emergency landing in Orlando for a possible landing gear problem.

The Federal Aviation Administration said JetBlue Flight 897 was on its way to Liberia, Costa Rica, when it declared an emergency. The flight flew in a holding pattern off the east coast of Florida to burn fuel before landing at Orlando International Airport.

The FAA said the pilot reported that the aircraft may have collided with birds when departing from Logan International Airport.

A spokesperson from JetBlue confirmed the plane did make the landing out of an abundance of caution following a bird strike during take off.

There are no details at this time as to why the pilot continued to fly down the coast after the strike.

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

Icon A5, N672BA, registered to Icon Aircraft Inc., operated by Icon Flight Center East: Accident occurred April 01, 2017 in Key Largo, Florida

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

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

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

Registered to Icon Aircraft Inc
Operated by Icon Flight Center East
http://registry.faa.gov/N672BA

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Fort Lauderdale, Florida

NTSB Identification: GAA17CA213 
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 01, 2017 in Key Largo, FL
Probable Cause Approval Date: 06/07/2017
Aircraft: ICON AIRCRAFT INC A5, registration: N672BA
Injuries: 2 Uninjured.

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

The pilot of the amphibious airplane reported that, during a no-flap water landing, he noticed a higher descent rate than expected. He added that he applied full power to initiate a go-around but that the airplane landed hard on the water. The pilot and passenger egressed the airplane and were rescued without further incident.

The airplane sustained substantial damage to the fuselage.

The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.
The pilot reported that he believed the airplane encountered “a windshift/shear to a tailwind as [he] transitioned high to low for landing approach toward the [south-southwest].” A review of recorded data from the automated weather observation station located about 6 miles west of the accident site reported that, about 17 minutes before the accident, the wind was from 090° at 9 knots.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain a proper descent rate during the approach, which resulted in a hard landing.

The pilot of the amphibious airplane reported that during a no flap water landing, he noticed a higher descent rate than expected. He added that he applied full power to initiate a go-around, but the airplane landed hard on the water. The pilot and passenger egressed the airplane and were rescued without further incident.

The airplane sustained substantial damage to the fuselage.

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

The pilot reported that he believes the airplane encountered "a windshift/shear to a tailwind as [he] transitioned high to low for landing approach toward the [south-southwest]". A review of recorded data from the automated weather observation station located about 6 miles to the west of the accident site reported that about 17 minutes before the accident the wind was 090° at 9 knots.






SOUTH MIAMI-DADE, FLA. (WSVN) - A small plane made a water landing in South Miami-Dade, Saturday afternoon.

According to Miami-Dade Fire Rescue, the Icon A5 aircraft landed in the area of Biscayne National Park with two male occupants on board.

A Miami-Dade Fire Rescue boat was requested to assist Florida Fish and Wildlife and park officials.

When crews arrived, they found the men sitting on the wings of the mostly submerged plane. They were not injured.

Colyaer Freedom S100, N787Z: Fatal accident occurred March 02, 2015 in Boynton Beach, Palm Beach County, Florida

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

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

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

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

Additional Participating Entities
Federal Aviation Administration / Flight Standards District Office; Miramar, Florida
Rotax Engines

Colyaer Aircraft; Pontevedra

NTSB Identification: ERA15FA141
14 CFR Part 91: General Aviation
Accident occurred Monday, March 02, 2015 in Boynton Beach, FL
Probable Cause Approval Date: 03/29/2017
Aircraft: COLYAER SL FREEDOM, registration: N787Z
Injuries: 2 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

The airline transport pilot departed in his light sport aircraft with a friend, who held a student pilot certificate, on a cross-country flight to another airport for lunch. GPS data showed the airplane maneuvered near the accident site for about 30 minutes, performing multiple climbs, descents, and turns. Several witnesses reported hearing the engine "sputter," which was immediately followed by an advance in engine power. Although the airplane's final movements were not captured by witness reports or radar/GPS data, examination of the accident site showed that the airplane was in a steep descent when it impacted a swamp. The impact geometry was consistent with an in-flight loss of control and subsequent uncontrolled descent to ground impact. A postcrash fire ensued, which consumed most of the airplane.

Postaccident examination of the airplane and the engine did not reveal any mechanical anomalies that would have precluded normal operation. Although the environmental conditions were favorable for light icing at glide or cruise power, witnesses reported that the engine regained power after "sputtering"; such a gain in power is not consistent with a carburetor ice condition. The cause of the "sputtering" reported by the witnesses could not be determined because the extensive fire damage precluded testing of the engine-driven fuel pump, carburetors, and ignition system components.

The pilot reported a vibration in the control stick to the airplane manufacturer in the days leading up to the accident. The manufacturer responded to the pilot on the morning of the accident and stated that the vibration could be the result of an inadequately balanced engine or propeller. However, the propeller's effect on the airplane's performance could not be determined because two of the blades were not recovered from the accident site and the acetal pitch change slide block within the propeller hub was consumed by postcrash fire.

Although sedating medications were found in toxicological specimens from both occupants, and the pilot's autopsy found evidence of severe coronary artery disease, the investigation could not determine if these physiological conditions contributed to the accident.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
An in-flight loss of control for reasons that could not be determined based on the available evidence.






On March 2, 2015, about 1252 eastern standard time, a Colyaer Freedom S100, N787Z, collided with terrain after a loss of control near Boynton Beach, Florida. The airline transport-rated pilot and passenger were fatally injured, and the airplane was destroyed by impact forces and postcrash fire. The airplane was registered to the pilot and was being operated as a 14 Code of Federal Regulations Part 91 local personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight departed from Palm Beach County Park Airport (LNA), West Palm Beach, Florida at 1217.

The pilot's wife reported that the pilot and passenger had planned to fly to Okeechobee, Florida, for lunch and then return home. The airplane's flight path was captured by data recovered from an onboard Garmin 496 global positioning satellite (GPS) unit. A review of the data showed that, after its departure, the airplane maintained a westerly course to a wildlife refuge about 9 nautical miles (nm) west of LNA. The airplane then maneuvered over the wildlife refuge completing numerous descents, climbs, and turns. The last GPS point recorded was at 1251:18 and showed the airplane at a GPS altitude of 883 ft with a ground speed of 57 knots.

According to witnesses who were fishing about 1/2 mile from the accident site, they observed the airplane flying over the wildlife refuge for about 20 to 30 minutes and then heard the engine make a sound that they described as a "sputter." One witness said the sound resembled a sound his boat motor makes when it runs out of fuel and the cylinders are misfiring. The engine then "revved up" almost instantaneously, which was followed by a loud boom about 30 seconds later. The witnesses did not observe the airplane's descent or impact but did notice smoke coming from the wreckage after it came to rest.




PERSONNEL INFORMATION

The pilot, age 64, held an airline transport certificate with ratings for airplane multi-engine land and single-engine sea. He reported a total flight experience of 19,400 hours and 300 flight hours in the previous 6 months on his latest first-class medical certificate application, which was dated February 3, 2015. A copy of the pilot's personal logbook was provided by his family, but it did not contain any entries beyond December 2013. According to the logbook entries, the pilot had accumulated a total of 128 flight hours from March 2008 to December 2013 in the accident airplane make and model. The pilot's wife estimated that the pilot had accrued an additional 5 flight hours between January 2014 and the day of the accident.

A follow-up interview with the pilot's wife was used to construct a 72-hour history of the pilot's activities. In the days leading up to the accident, the pilot completed some construction projects around the house and attended a church service. He received about 9 hours of uninterrupted sleep the night before the accident. The pilot's wife observed no abnormalities in the pilot's behavior or sleep patterns on the day of the accident nor did she detect any unusual behavior from the pilot in the 3 days that preceded the accident. She further remarked that her husband would not have allowed the passenger to fly the airplane.

The passenger, age 66, held a student pilot certificate with an endorsement to conduct solo flights in a Czech Sport Aircraft Sportcruiser. He did not possess a medical certificate. A copy of the passenger's logbook, which included entries from 2013 to February 23, 2015, was provided by his family. According to the logbook, the passenger had accumulated about 36 hours of total flight experience at the time of the accident.

According to a 48-hour history provided by the passenger's wife, he stayed near the house during the 2 days that preceded the accident. The passenger and the pilot had planned the recreational flight a few weeks prior, and her husband had been talking about it in anticipation for several days. She remarked that her husband did not have any health issues and exercised regularly at a local gym; however, he was taking cholesterol medication. He normally went to sleep between 2200 and midnight and woke up around 0700. The passenger's wife did not observe any abnormalities in his behavior or sleep pattern in the days leading up to the accident.



AIRCRAFT INFORMATION

According to records collected from the Federal Aviation Administration (FAA) and the pilot's logbook, the pilot purchased the airplane in 2008 from the previous owner, who provided the accident pilot with 6 hours of instructional flight time in the airplane. At the time of purchase, the airplane had accrued a total of about 23 flight hours. About 6 months after he registered the airplane, the pilot visited the airplane manufacturer in Pontevedra, Spain, to receive supplemental flight training with the airplane's designer/builder.

According to FAA records, the amphibious airplane was manufactured in 2008 and registered to the pilot on May 30, 2008. The airplane was powered by a Rotax 912 ULS, a normally-aspirated, direct drive, 4 stroke liquid and air-cooled, 100 horsepower reciprocating engine. The aircraft logbooks were not recovered. A maintenance history was constructed from hand-written copies of the logbook entries that were provided by the pilot's mechanic. The airplane's most recent condition inspection was completed on February 20, 2015, when the airplane had about 146 total flight hours.

According to the pilot's wife, she and the pilot decided to sell the airplane because they were not flying as much as they had initially planned. The pilot demonstrated the airplane to two prospective buyers about 1 week before the accident. During each flight, he departed from LNA, performed a touch and go in the water near his house, and then returned to LNA. At the conclusion of one of the demonstration flights, a cylinder head temperature probe was replaced. According to the mechanic who replaced the probe, he completed a ground run in the airplane after installing the new probe and did not observe any anomalous temperature indications.

About 1 week before the accident, the pilot wrote to the manufacturer about a small vibration in the control stick that a potential buyer had noticed. The manufacturer responded to the pilot on the morning of the accident and stated that the vibration could be the result of an inadequately balanced engine or propeller. A representative of the mechanic stated that his client installed only "one propeller" in his history with the accident airplane. Maintenance records supplied by the pilot's mechanic indicated that he replaced a Warp Drive propeller with an Airmaster AP332R variable pitch propeller hub with three Warp Drive propeller blades in October 2012. Further, the mechanic stated that he did not observe any anomalies with the propeller following its installation. He did not recall if the propeller had been balanced.




METEOROLOGICAL INFORMATION

The 1253 recorded weather observation at Boca Raton Airport, Boca Raton, Florida, included wind from 090° at 7 knots gusting 14 knots, 10 statute miles visibility, clouds scattered at 2,200 ft and 2,700 ft, and broken at 3,700 ft, temperature 26° C, dew point 20° C; barometric altimeter 30.23 inches of mercury.

According to an FAA carburetor icing probability chart, the recorded weather conditions were conducive to light icing at glide or cruise power.

WRECKAGE AND IMPACT INFORMATION

The airplane came to rest upright in swamp water on a southeasterly heading about 40 ft from a dirt road and 1 nm from the airplane's final GPS target. All major components of the airplane were accounted for at the accident site. Most of the fuselage and empennage were consumed by fire. The right wing displayed fire damage, the wingtip was separated, and the inboard wood spar was broken at the fuselage. The elevator separated from the tail section and was located several feet behind the main wreckage. All three composite propeller blades had fractured and separated from the propeller hub.

Airframe

Postaccident examination of the airframe was completed at a secure facility by a Federal Aviation Administration inspector (FAA), the NTSB Investigator-in-Charge, and a representative from the engine manufacturer. The aileron flexball cable was traced from the cockpit flight controls to the right aileron through the center bellcrank. The left aileron was destroyed by fire; however, although thermally damaged, the left aileron flexball cable extended from the center bellcrank to an allen bolt that is normally coupled to the left aileron. The wing flap control system was not recovered.

Continuity of the elevator flexball control cable was confirmed from the elevator to the cockpit flight controls. The right and left occupants' rudder pedals moved synchronously, which actuated the center bellcrank assembly. About 6 inches of push rod, which extended from the rudder into the vertical stabilizer, was present; however, the rudder control tubes that connected to the push rod at the vertical stabilizer were not recovered.

The wing fuel tanks were destroyed by fire, but the fuselage tank remained intact and contained trace amounts of blue colored fuel that resembled 100 low lead aviation grade gasoline. The gascolator filter was free of debris, and the gascolator bowl was void of fuel.

The throttle and choke controls were confirmed from the throttle/choke quadrant to the carburetors.

All three composite propeller blades were separated and about 6 inches of each blade remained connected to the propeller hub. Each of the remaining blade sections displayed composite fibers that were thermally damaged. The propeller blade ferrules were covered in soot, and the propeller spinner exhibited blistering, consistent with fire damage. A section of propeller blade that measured about 15 inches in length was co-located with the main wreckage and did not exhibit any fire damage. The other two propeller blades were not recovered. A visual inspection of the propeller extension shaft found that it was about 10 inches in length, which was 4.72 inches beyond the engine manufacturer's maximum limitation.

The propeller hub and blade remnants were sent to the NTSB material's laboratory in Washington, D.C., for further examination. The control wires and metallic components of the pitch change mechanism within the hub were intact; however, the pitch change slide, which was composed of acetal, was melted and not attached to the drive screw.

Engine

The engine was intact and remained attached to the engine mounts. An attempt to rotate the crankshaft at the propeller flange was unsuccessful as a result of the thermal damage to the engine crankcase. A nut on the ignition housing was fused to the crankshaft, which precluded disassembly of the crankcase. A visual examination of the connecting rods and crankshaft through the cylinder portholes did not reveal any anomalies.

The electronic modules and external triggers to the engine's dual capacitor discharge ignition system were consumed by postcrash fire and could not be examined. The functionality of the ignition coils and cables could not be confirmed due to extensive damage. Both the stator and flywheel were damaged by fire, which precluded functional testing.

The engine driven fuel pump was destroyed by fire and could not tested. Both constant depression diaphragm carburetors were displaced from the intake manifolds and destroyed by fire, which precluded an inspection of the floats, fuel bowls, and diaphragms.

Both the top and bottom spark plugs were removed from each cylinder for inspection; each plug appeared grey in color, consistent with normal operating signatures. All 8 spark plug electrode gaps were within the gap range prescribed by the manufacturer. Rust deposits were observed along the rim of several of the spark plug cases.

The cylinder heads exhibited evidence of exposure to postcrash fire; however, each piston displayed signatures consistent with normal combustion, and all of the cylinder valve faces and seats were in place. Each cylinder bore exhibited cross-hatching with no indications of scoring or oil starvation. An inspection of the valves, valve springs, rocker arms, and push rods did not reveal any anomalies.

An inspection of the oil pump did not reveal any anomalies; however, the unit was thermally damaged and could not be functionally tested. The oil tank was partially damaged by fire, but remained intact and displayed some oil residue within the sump case. The oil cooler, oil filter, and oil lines were consumed by postcrash fire and could not be examined.

The engine reduction gearbox displayed some soot residue on the case; however, the internal gearset did not display any anomalies. Remnants of oil were observed within the gearbox.

MEDICAL AND PATHOLOGICAL INFORMATION

Autopsies were performed on both occupants by District 15 - State of Florida, Office of the District Medical Examiner, West Palm Beach, Florida. The autopsy reports listed the cause of death for the pilot and the passenger as blunt impact injuries of head, neck, torso, and thermal injuries. The pilot's autopsy found significant diffuse, calcific, severe coronary artery disease with focal narrowing by 75-80% in both the left anterior descending and right coronary arteries and a scar along the septum.

Forensic toxicology testing was performed on specimens of the pilot and passenger by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma. Testing on specimens of the pilot detected the presence of cetirizine and losartan in the blood and urine and salicylate in the urine. Toxicology testing performed on specimens of the passenger detected cetirizine, chlorpheniramine, diphenhydramine, hydroxyzine, losartan, naproxen, quinine, and salicylate in the urine. Cetirizine, chlorpheniramine (0.022 ug/ml), diphenhydramine (0.0031 ug/ml), and losartan were also identified in the passenger's cavity blood.

Cetirizine is an antihistamine available over the counter, commonly marketed with the name Zyrtec. It carries a warning, "When using this product, drowsiness may occur; avoid alcoholic drinks; alcohol, sedatives, and tranquilizers may increase drowsiness; be careful when driving a motor vehicle or operating machinery." Chlorpheniramine, diphenhydramine, and hydroxyzine are all sedating antihistamines, and each carries a warning about operating machinery due to drowsiness or "marked drowsiness." Chlorpheniramine is commonly sold under the names Chlortrimeton and Chlor-tab; therapeutic blood levels are between 0.0100 and 0.0400 ug/ml. Diphenhydramine is available in a large number of products marketed as treatments for cold symptoms and allergies. Additionally, diphenhydramine is used as the active ingredient in a number of over the counter sleep aids. Therapeutic blood levels are between 0.0250 and 0.1120 ug/ml. Finally, hydroxyzine is a prescription sedating antihistamine commonly sold under the names Atarax and Vistaril.

Due to their warnings of drowsiness, all four of the antihistamines found in the passenger's blood meet the FAA's criteria for waiting 5 maximum dosing intervals before flight.



NTSB Identification: ERA15FA141
14 CFR Part 91: General Aviation
Accident occurred Monday, March 02, 2015 in Boynton Beach, FL
Aircraft: COLYAER SL FREEDOM, registration: N787Z
Injuries: 2 Fatal.

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

On March 2, 2015, about 1252 eastern standard time, a Colyaer Freedom S100, N787Z, was destroyed after it impacted terrain and a postcrash fire ensued near Boynton Beach, Florida. The airline transport pilot and student pilot were fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91, that departed from Palm Beach County Park Airport (LNA), West Palm Beach, Florida at 1218.

Preliminary radar data indicated that the airplane had been operating over a wildlife refuge area for approximately 25 minutes prior to the accident. According to witnesses who were fishing about a half mile from the accident site, they also observed the airplane flying over the wildlife refuge, and then heard the airplane engine make a sound that resembled a cylinder misfire, similar to what they had heard their boat motor do. The engine then "revved up" almost instantaneously, which was followed by a loud boom about thirty seconds later. The witnesses then rushed to the accident site, and observed smoke coming from the wreckage. About a minute later a postcrash fire ensued.

Examination of the accident site revealed that the airplane had come to rest upright in a swamp on a southeasterly heading about 40 feet from a berm. All major components of the airplane were accounted for. The wings had remained attached to the fuselage and exhibited some fire damage. Both wing flaps and a portion of the left wing aileron were destroyed by fire. A portion of the right wing tip, that measured about 70 inches in length, was impact separated. The fuselage, with the exception of the cockpit hull, and the empennage, were completely destroyed by fire. The elevator had separated from the tail section and was located several feet behind the main wreckage. All three composite propeller blades were fracture separated from the propeller hub. A section of propeller blade that measured about 15 inches in length was co-located with the main wreckage. The other two propeller blades were not recovered. Examination of the accident site and wreckage revealed that the airplane was not rotating around the vertical axis at impact.

Postaccident examination of the airframe was conducted After recovery from the accident site. Continuity of the elevator flex control cable was confirmed from the elevator to the elevator flight controls. Both left and right aileron flex cables were attached to the aileron and displayed continuity to the center bell crank. The wing flap control system was not recovered. The airplane was equipped with three fuel tanks; a left wing tank, a right wing tank, and a fuselage tank. Both wing tanks were destroyed by fire. The fuselage tank remained intact; however, the fuel lines were burned and the fuel vent was impact damaged. The gascolator filter was free of debris and the gascolator bowl was void of contamination. The right and left occupants' rudder pedals moved synchronously, which actuated the center bell crank assembly and push rods. There was approximately six inches of push rod, which extended from the rudder into the vertical stabilizer. The rudder control tubes that connected to the push rod at the vertical stabilizer were not recovered. The throttle and choke controls were confirmed from the throttle/choke quadrant to the carburetors.

The pilot held a FAA airline transport pilot license with a rating for airplane multi-engine land. His most recent FAA first-class medical certificate was issued on February 4, 2015. At that time, he reported 19,400 hours of total flight experience of; of which, about 149 hours were in the airplane make and model.

A handheld Garmin 496 global positioning system receiver was recovered from the cockpit and forwarded to the NTSB Vehicle Recorder Laboratory, Washington, DC, for download.

Baking Duce, N9898R: Accident occurred April 01, 2017 at Cochise County Airport (P33), Willcox, Arizona

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona

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


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

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

http://registry.faa.gov/N9898R 


NTSB Identification: GAA17CA214
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 01, 2017 in Willcox, AZ
Probable Cause Approval Date: 06/20/2017
Aircraft: RONALD J BENDER BAKING DUCE, registration: N9898R
Injuries: 1 Minor.

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

The pilot of the tailwheel-equipped airplane reported that, during the landing roll and as he pulled the power to idle and lowered the tail, he raised the flaps and that the airplane then encountered a “sudden and strong wind” that caused it to weather-vane. Subsequently, the airplane veered off the right side of the runway, the main landing gear collapsed, and the airplane came to rest nose down.

The airplane sustained substantial damage to both right and left wings and both lift struts.

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

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain directional control of the airplane during the landing roll after encountering a dirt devil.

The pilot of the tailwheel-equipped airplane reported that during the landing roll as he pulled the power to idle and lowered the tail, he raised the flaps and the airplane encountered a "sudden and strong wind" that caused the airplane to weather-vane. Subsequently, the airplane veered off the right side of the runway, the main landing gear collapsed, and the airplane came to rest nose down.

The airplane sustained substantial damage to both right and left wings and both lift struts.


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

NTSB Identification: GAA17CA214
14 CFR Part 91: General Aviation
Accident occurred Saturday, April 01, 2017 in Willcox, AZ
Aircraft: RONALD J BENDER BAKING DUCE, registration: N9898R
Injuries: 1 Minor.

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

The pilot of the tailwheel-equipped airplane reported that during the landing roll as he pulled the power to idle and lowered the tail, he raised the flaps and the airplane encountered a "sudden and strong wind" that caused the airplane to weather-vane. Subsequently, the airplane veered off the right side of the runway, the main landing gear collapsed, and the airplane came to rest nose down.

The airplane sustained substantial damage to both right and left wings and both lift struts.

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

On Saturday, April 1, at about noon, the Cochise County Sheriff's Office was advised of a “plane crash” at the Cochise County Airport, Carol Capas, spokeswoman for the sheriff's office, said.

Sheriff's deputies responded, along with Willcox Fire Department, and located a single-engine airplane that appeared to have significant damage. The 55-year-old pilot and sole occupant received a head injury on impact but refused transport to a hospital, said Capas.

The initial information received indicates that the aircraft took off from Lordsburg Municipal Airport, New Mexico,  enroute to Casa Grande Municipal Airport, Arizona. 

The Federal Aviation Administration has been notified and will continue the investigation.

This is the second hard landing in the Willcox area in less than a month. The other was between Bowie and San Simon. There were no injuries.

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

North American AT-6D (SNJ-5) Texan, Rosetta Aviation Inc., N29965: Incident occurred April 01, 2017 near Punta Gorda Airport (KPGD), Charlotte County, Florida

http://registry.faa.gov/N29965

Federal Aviation Administration / Flight Standards District Office; Tampa, Florida

Aircraft landed 1/2 mile south of the airport in a field after reporting an engine failure.  

Date: 01-APR-17
Time: 20:08:00Z
Regis#: N29965
Aircraft Make: NORTH AMERICAN
Aircraft Model: AT-6D
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: UNKNOWN (UNK)
City: PUNTA GORDA
State: FLORIDA




PUNTA GORDA, Fla. A plane force landed about half a mile northwest of the Punta Gorda Airport, the Charlotte County Sheriff’s Office said.

The emergency landing occurred around 2 p.m. A North American SNJ-5 lost power and was unable to reach the runway, deputies said. The pilot was able to land the plane safely on the belly of the aircraft in a nearby cow pasture.

The pilot was uninjured and the copilot suffered only minor injuries, according to the sheriff’s office.

No other injuries were reported.

The Federal Aviation Administration is investigating the crash.

Source:  http://www.winknews.com

PUNTA GORDA, Fla - - A plane force landed just half a mile from the Punta Gorda Airport, Saturday.

Charlotte County Deputies responded to a cow pasture where the crash took place.

A North American SNJ-5 had lost power and was unable to make it to the runway, deputies said.

The pilot was able to safely belly land the aircraft and was uninjured. The co-pilot suffered only a minor scratch to his arm.

No cows were injured in the landing.

Cessna P206B Super Skylane, Keystone Seaplane, LLC, N8615Z: Fatal accident occurred September 18, 2015 in Spring Hill, Hernando County, Florida

Gary Cohen


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

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

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

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

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

http://registry.faa.gov/N8615Z

NTSB Identification: ERA15FA361
14 CFR Part 91: General Aviation
Accident occurred Friday, September 18, 2015 in Spring Hill, FL
Probable Cause Approval Date: 03/29/2017
Aircraft: CESSNA U206, registration: N8615Z
Injuries: 1 Fatal.

NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

The commercial pilot departed in his amphibious, single-engine airplane on an instrument flight rules (IFR) flight plan for his home seaplane base. When the pilot arrived near his destination, he cancelled his flight plan with air traffic control (ATC), then circled in the area before requesting another IFR clearance to an airport that was equipped with an instrument approach. ATC cleared the pilot for the approach. A review of radar data indicated that the approach was normal until the airplane passed over the final approach fix; it then went off course and entered a steep descent into a residential neighborhood.

Postaccident examination of the airframe, engine, and data downloaded from the electronic engine monitor revealed no mechanical deficiencies that would have precluded normal operation before impact. The pilot’s logbook revealed that he had been actively training for his flight instructor certificate for instrument airplane and had recent IFR experience. The pilot’s toxicology testing was positive for metabolites of cocaine; however, it could not be determined if he was impaired at the time of the accident. The pilot was also under investigation by the Federal Aviation Administration (FAA) for not reporting his past use of illegal drugs and suicidal thoughts. The FAA had conducted two psychological evaluations and a review was in process regarding the status of his medical certificate at the time of the accident. However, the investigation could not determine whether any underlying psychiatric or psychological conditions contributed to the pilot’s behavior at the time of the accident.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain a stabilized instrument approach, which resulted in a loss of control.

HISTORY OF FLIGHT

On September 18, 2015, about 0855 eastern daylight time, a Cessna U206E amphibious airplane, N8615Z, collided with terrain near Spring Hill, Florida. The commercial pilot was fatally injured and the airplane was substantially damaged. The airplane was registered to Keystone Seaplane, LLC, Odessa, Florida, and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Instrument meteorological conditions prevailed at the time of the accident, and an instrument flight rules (IFR) flight plan was filed for the flight, which departed Page Airport (FMY), Fort Myers, Florida, about 0727.

A review of air traffic control communications provided by the Federal Aviation Administration (FAA) revealed the pilot's original flight plan was from FMY to the Lake Keystone Seaplane Base (57FL), Odessa, Florida, where the airplane was based. When the pilot arrived near 57FL, he told air traffic control that he had the seaplane base in sight and cancelled his IFR flight plan at 0833. A review of radar data revealed that the airplane then made a series of turns in the vicinity of the seaplane base before the pilot requested an IFR clearance to the Brooksville-Tampa Bay Regional Airport (BKV), Brooksville, Florida. The pilot was cleared by air traffic control for the ILS RWY 9 instrument approach into BKV. Radar data revealed that the airplane was established on the approach until reaching the final approach fix, when it descended below the glideslope and radar contact was lost about 1 mile from the airport. There were no distress calls from the pilot. The last recorded radar return indicated the airplane was at an altitude of 625 ft mean sea level (msl) and a ground speed of 68 knots.

A handheld Garmin GPS 796 unit was located in the wreckage. Data downloaded from the unit revealed the airplane departed FMY about 0726:40, proceeded to Keystone Lake, circled the area for several minutes before proceeding to and executing the instrument approach into BKV. The last GPS data point was recorded at 0851:22, about 4 minutes before the accident. At that time, the airplane was on a heading of 081° at 2,121 ft msl and a ground speed of 95 knots.

Several witnesses observed the airplane right before it impacted the ground. One witness stated that he first heard the airplane's engine "cut out." When he looked up, he saw the airplane come out of the clouds and it "started to spiral down" over his house. The airplane then veered to the north before the sound of an impact was heard. A second witness said he heard the airplane approaching and the engine "got extremely loud, almost at full throttle" just before it came into his view. The witness said the airplane was at an "extremely angled," nose-down pitch attitude and was descending at a high speed. He did not see the impact due to trees.

PILOT INFORMATION

The pilot held a commercial pilot certificate with ratings for airplane single-engine land, single-engine sea, and instrument airplane. His most recent FAA second-class medical certificate was issued on August 11, 2014. A review of the pilot's logbook revealed that as of September 17, 2015, he had accrued a total of 559 flight hours, of which 320.7 hours were in the accident airplane make and model. He also had 55.5 hours of simulated instrument time, and 15.8 hours of actual instrument experience. In the 6 months preceding the accident, the pilot logged 3.0 hours of actual instrument time, of which 1.8 hours were logged two days before the accident while receiving instruction for his instrument flight instructor rating. The instruction included holding procedures and six instrument approaches. He also logged 5.8 hours of simulated instrument time in the 6 months preceding the accident, which included navigation and standard terminal arrival routes.

AIRCRAFT INFORMATION

The accident airplane was a float-equipped Cessna U206E. It was a six-seat, high-wing airplane that was powered by a Continental Motors IO-550F, 300 hp, six-cylinder engine equipped with a three-bladed McCauley propeller. The airplane's last annual inspection was completed on August 12, 2015, at an airframe total time of 2,898 hours. The engine had a total of 301 hours since factory overhaul.

METEOROLOGICAL INFORMATION

The weather conditions reported at BKV at 0853, included wind from 030° at 6 knots, visibility 10 statute miles, overcast ceiling 500 ft (variable between 400 and 800 ft), temperature 24° C, dew point 22° C, and an altimeter setting of 29.84 inches of Hg.

WRECKAGE INFORMATION

The airplane came to rest in the backyard of a private residence. All major components of the airplane were accounted for at the site, and there was no postimpact fire. The point of initial impact was a stand of trees that were about 80 ft tall. The airplane then collided with a fence and the ground before coming to rest about 75 ft from the initial impact point. Severed tree limbs, the left elevator, the left elevator tip fairing, a tire, and a propeller blade were scattered along the wreckage path. The main wreckage included the propeller, engine, fuselage, tail section, and both pontoons. Several of the severed tree limbs exhibited flat, 45° cut surfaces with black paint transfer.

Examination of the main wreckage revealed it was twisted, crushed, and partially lying on its right side. Flight control continuity was established for all major flight control surfaces. The flaps were fully retracted and the wheels were extended. The elevator trim tab was in the 10° down position.

The left wing remained attached to the fuselage and sustained impact damage. The fuel tank was breached, and first responders reported fuel draining from the wing upon their arrival at the scene. The right wing also sustained impact damage and had separated from the fuselage at the wing root. First responders reported fuel draining from the right wing's tank; in addition, about 5 gallons of 100LL fuel were drained during the recovery process. The two header tanks appeared to be undamaged. The fuel selector valve was selected to the right tank. The firewall fuel strainer remained attached to the firewall and the bowl was full of fuel. Some fuel was also found in the engine-driven fuel pump and fuel manifold valve. No evidence of water or contamination was observed. According to a fuel provider at FMY, the airplane was topped off with 36.5 gallons of 100LL fuel the day before the accident.

The engine remained partially attached to the airframe by control cables, and the three-bladed propeller had separated from the engine at its hub. The spinner exhibited rotational damage. One blade had separated from the propeller hub and was found in the initial impact crater. The blade was bent forward. The other two blades remained in the hub, which was located about 4-ft from the fuselage. The second and third blades were twisted.

The engine crankcase sustained impact damage to the lower forward area and was leaking oil. The top spark plugs were removed and exhibited normal wear as per the Champion Check-A-Plug chart. The rocker covers were removed and the engine was manually rotated. Compression and valve train continuity was established on all but the No. 6 cylinder. Further examination revealed the push rod and push rod tube for the No. 6 cylinder was impact-damaged.

The left magneto remained attached to the engine; however, the right had separated from its mounting pad and remained attached via the ignition leads. When the engine was rotated, spark was produced to each of the left magneto's ignition leads. An electric drill was used to spin the right magneto, and spark was produced to each ignition lead.

The fuel manifold valve was removed from the engine and disassembled. A small amount of fuel was in the valve and the diaphragm was intact. The fuel screen was absent of debris. Although the No. 1 injector sustained some impact damage, each of the injectors were removed from the engine and found absent of debris. The fuel pump was removed from the engine and fuel was present in the pump. The pump rotated freely when turned and the drive coupling was intact. The throttle body and metering unit were absent of debris and the throttle body moved freely when the throttle arm was moved manually.

The vacuum pump was removed and disassembled. The pump rotated smoothly and the carbon vanes were intact. The interior of the drum was absent of any rotational scoring.

The oil pump remained attached to the engine. The oil pressure relief valve was removed and inspected. The plunger and spring were intact. The valve seat was inspected, and no damage was noted. The oil filter was removed and the filament was removed. It was absent of debris. The oil sump and cooler sustained impact damage.

The propeller governor remained attached to the engine, but sustained impact damage. The control arm was in the full forward position.

Physical examination of the engine revealed there were no discrepancies that would have precluded normal operation prior to impact.

The airplane was equipped with a J.P. Instruments (JPI) EDM-930 engine monitor. The data downloaded from the unit included the accident flight and began at 0713:02 and ended at 0855:13. Eleven engine parameters were recorded every six seconds. These parameters included exhaust gas temperature, cylinder heat temperature, oil pressure and temperature, manifold pressure, outside air temperature, turbocharger inlet temperature, engine rpm, fuel remaining and fuel used, fuel flow, and battery voltage/current. The data was plotted on a graph and reviewed. The recorded engine data did not reveal any anomalies that would indicate abnormal operation of the engine before impact.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was conducted on the pilot by the Florida Medical Examiner's Office - District 5, Leesburg, Florida. The cause of death was multiple blunt force injuries.

Toxicology findings from the FAA's Bioaeronautical Research Sciences Laboratory were positive for the following metabolites of cocaine:

Anhydroecgonine Methyl Ester detected in the liver and cavity blood.

Benzoylecgonine and ecgonine methyl ester detected in cavity blood.

The 56-year-old pilot had a history of illegal drug use and suicidal thoughts. At the time of the accident, he was under investigation by the FAA for not reporting this past history on his application for a medical certificate.

As a result of these findings, the NTSB's Chief Medical Officer conducted a postaccident review of the pilot's FAA Medical File and Medical Case Review. According to the NTSB Medical Factual Report, the pilot initially applied for and received an FAA medical certificate and student pilot certificate in 2006. Records in the FAA file indicated that the pilot was pulled over for reckless driving on September 15, 2007, and, after a search of his vehicle, he was arrested and later convicted for possession of 6 grams of marijuana and related paraphernalia. He completed 6 weeks of drug treatment and probation as a result of this conviction, and when the FAA became aware of this event, they reviewed pertinent records pertaining to the conviction. In 2009, the FAA determined that the pilot was eligible for a third-class medical certificate.

On August 11, 2014, the FAA issued the pilot a second-class medical certificate with a limitation for corrective lenses. At that time, he reported the use of testosterone and vitamin B12 on the medical application.

On September 15, 2014, a call was made to the FAA's Hotline regarding the pilot's mental status and behavior, including the fact that the pilot had recently sued his homeowner's association and neighbors over complaints they had made about his flying.

On September 25, 2014, the FAA began its investigation into the allegations and required the pilot to provide information regarding an incident in June 2007, where the pilot had been committed to a psychiatric ward at the request of the police. According to a copy of the police report obtained separately from the FAA medical file, this was the result of an episode where he had been using cocaine, had made comments to friends and family about suicide, and had been shooting guns inside his residence. According to friends and family, he was threatening to commit suicide using the firearm in his hand at the time.

As part of the ongoing FAA investigation to determine the pilot's eligibility for a medical certificate, complete psychiatric and psychological evaluations were requested in February 2015. The reports from these evaluations are contained in his FAA file; in each, the pilot denied the use of any illicit substance and reported only the occasional use of alcohol. No psychiatric or psychological diagnosis was made by either practitioner who examined the pilot. These reports were provided to the FAA in a letter dated April 16, 2015.

On August 10, 2015, the FAA referred all of the medical files on the pilot to the FAA's psychology consultant, requesting an evaluation and determination of the pilot's eligibility for a medical certificate. No final determination had been made at the time of the accident.

Gary Cohen and his fiance Ericka Ciancarelli with his plane at Bartow Municipal Airport (KBOW), Florida.

















NTSB Identification: ERA15FA361 
14 CFR Part 91: General Aviation
Accident occurred Friday, September 18, 2015 in Spring Hill, FL
Aircraft: CESSNA U206E, registration: N8615Z
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 September 18, 2015, about 0855 eastern daylight time, N8615Z, a Cessna U206E floated-equipped airplane, was substantially damaged when it collided with terrain near Spring Hill, Florida. The certificated commercial pilot was fatally injured. The airplane was registered to Keystone Seaplane, LLC, Odessa, Florida, and operated by the pilot. Instrument meteorological conditions prevailed at the time of the accident, and an instrument flight rules flight plan was filed for the flight that departed Page Airport (FMY), Fort Myers, Florida, about 0727.The personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91.

A preliminary review of air traffic control communications provided by the Federal Aviation Administration (FAA) revealed the pilot's original flight plan was from FMY to the Lake Keystone Seaplane Base (57FL), Odessa, Florida, where the airplane was based. When the pilot arrived at 57FL, he told air traffic control that he had the seaplane base in sight and cancelled his IFR flight plan at 0833. A preliminary review of radar data revealed that the airplane then made a series of turns in the vicinity of the seaplane base before the pilot requested an IFR clearance to the Brooksville-Tampa Bay Regional Airport (BKV), Brooksville, Florida. The pilot was cleared by air traffic control for the ILS RWY 9 instrument approach into BKV. Radar data revealed the airplane was established on the approach until reaching the final approach fix, when it descended below the glide-scope and radar contact was lost about a mile from the airport. There were no distress calls from the pilot.

Several witnesses observed the airplane right before it impacted the ground. One witness stated that he first heard the airplane's engine "cut out." When he looked up, he saw the airplane come out of the clouds and it "started to spiral down" over his house. The airplane then veered to the north before the sound of an impact was heard. A second witness said he heard the airplane approaching and the engine "got extremely loud, almost at full throttle" just before it came into his view. The witness said the airplane was at an "extremely angled" nose-down pitch and was at a high rate of speed. He did not see the impact due to trees.

The airplane came to rest in the backyard of a private residence. An on-scene examination of the airplane revealed that all major components of the airplane were accounted for at the site and there was no post-impact fire. The point of initial impact was a stand of trees that were about 80 feet tall. The airplane then collided with a fence and the ground before coming to rest about 75-feet from where it initially struck the trees. Scattered along the wreckage path were severed tree limbs, the left elevator, the left elevator tip fairing, a nose-wheel tire, and a propeller blade. The main wreckage included the propeller, engine, fuselage, tail section and both pontoons. Several of the severed tree limbs exhibited flat, 45-degree fracture surfaces with black paint transfer.

Examination of the main wreckage revealed it was twisted, crushed and partially lying on its right side. Flight control continuity was established for all major flight control surfaces. The flaps were fully retracted and the landing gear was extended. The elevator trim tab was in the 10-degree down position.

The left wing remained attached to the fuselage and sustained impact damage. The fuel tank was breached and first responders reported fuel draining from the wing upon their arrival at the scene. The right wing also sustained impact damage and had separated from the fuselage at the wing root. First responders reported fuel draining from the right wing's tank; however, about 5 gallons of 100LL fuel was drained during the recovery process. The two header tanks appeared to be undamaged. The fuel selector valve was selected to the right tank. The firewall fuel strainer remained attached to the firewall and the bowl was full of fuel. Some fuel was also found in the engine-driven fuel pump and fuel manifold valve. No evidence of water or contamination was observed.

According to a fuel provider at FMY, the pilot had requested the airplane be topped off with fuel and purchased 36.5 gallons of 100LL the day before the accident.

The weather conditions reported at BKV, at 0853, included wind from 030 degrees at 6 knots, visibility 10 miles, overcast ceiling 500 (with it variable between 400 and 800 feet), temperature 24 degrees C, dewpoint 22 degrees C, and a barometric pressure setting of 29.84 inches of Hg.

The pilot held a commercial pilot certificate with ratings for airplane single-engine land, single-engine sea, and instrument airplane. His last FAA second class medical was issued on August 11, 2014. A review of the pilot's logbook revealed that as of September 17, 2015, he had accrued a total of 559 total flight hours, of which 320.7 hours were in a single-engine seaplane. He also had 55.5 hours of simulated instrument time and 15.8 hours of actual instrument experience.