Tuesday, April 04, 2017

Pipistrel Virus SW, N155CL: Fatal accident occurred April 04, 2017 in Micanopy, Florida

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

Additional Participating Entity:

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

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/N155CL

Location: Micanopy, FL
Accident Number: ERA17FA145
Date & Time: 04/04/2017, 0908 EDT
Registration: N155CL
Aircraft: Pipistrel Virus SW
Aircraft Damage: Destroyed
Defining Event: Windshear or thunderstorm
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On April 4, 2017, about 0908 eastern daylight time, an experimental Pipistrel Virus SW motorglider, N155CL, was destroyed when it impacted terrain in Micanopy, Florida. The airline transport pilot was fatally injured. The motorglider was privately owned and operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight, which departed Sebring Regional Airport (SEF), Sebring, Florida, at 0800, destined for Oconee County Regional Airport (CEU), Clemson, South Carolina.

Radar data provided by the Federal Aviation Administration (FAA) revealed that the motorglider was on a northerly track from SEF about 8,000 ft mean sea level (msl). At 0842, the pilot contacted the Jacksonville approach control facility and asked for pilot reports and information about the line of weather about 60 nautical miles to the north along his route. The controller described the location and movement of areas of "heavy to extreme precipitation" and offered to provide vectors through the area of least precipitation when the pilot neared the line of weather. The pilot inquired about the height of the cloud bases in the area of the weather, and the controller advised of a pilot report about 30 minutes old that indicated cloud bases at 10,000 ft. The pilot acknowledged, and said, "if things turn south I'll just go to Ocala." The controller confirmed that Ocala International Airport (OCF), located about 20 miles south of the line of weather, would be the pilot's alternate destination.

About 10 minutes later, the controller provided a heading of 320° to avoid an area of extreme precipitation about 30 miles ahead of the motorglider and advised the pilot to expect that heading for about 35 miles before proceeding back on course, which the pilot acknowledged. About 5 minutes later, at 0857, as the motorglider was passing OCF, the pilot asked the controller if the weather around which he was currently deviating was south of OCF. The controller stated that the "heavy and extreme precipitation" was over and extending south of Gainesville Regional Airport (GNV, about 31 nautical miles north of OCF), was moving east and that there was "a hole" behind it about 25 miles west of GNV, which she was vectoring the pilot toward. She then provided a new heading of 310° and advised the pilot to expect to remain on that heading for about 25 miles, then to expect a northeast turn "through the precip." The pilot acknowledged.

At 0902, the controller issued the pilot a 10° left turn to avoid an area of "heavy to extreme precipitation." The pilot asked the controller to confirm that the turn was to the left, and advised that he saw an area about 40° to the right that looked like he get could get "through there." The controller asked the pilot if he would like to remain on radar vectors or to deviate as necessary on his own to navigate around the weather. After the controller explained that her display did not present the altitude of the precipitation or any "buildups," the pilot chose to navigate on his own.

At 0906, the controller asked the pilot, "how's it looking?" The pilot responded, "so far its uh, its pretty much smooth, there's some lightning off to my right and uh [unintelligible] it's gonna be okay." The controller acknowledged, and the pilot continued, "I did just go into the clouds though, so I can't pick anymore." The controller acknowledged. There were no further radio transmissions from the pilot. At 0907:28, the controller began a series of attempts to contact the pilot but was unsuccessful. At 0908:36, she advised that radar contact was lost.

A witness located at his residence about 200 yards from the accident site reported that he had been outside in the pasture when it started to rain. He went inside his house and 3 to 5 minutes later, he heard an airplane engine. He indicated that the engine sound was smooth and continuous and sounded as though the aircraft flew over his house. The engine noise abruptly stopped, followed by "a loud pop sound, similar to a lightning crack." He looked outside and saw the motorglider in the pasture and asked his wife to call 911.

Radar returns from the motorglider ended at the edge of an east-west oriented line of severe thunderstorms, rain showers, and lightning that extended about 100 nautical miles to either side of the motorglider's radar flight track, according to National Weather Service (NWS) weather radar data. (See figure 1.)

Figure 1 - KJAX WSR-88D reflectivity for the 0.5° elevation scan initiated at 0911 EDT 

Pilot Information

Certificate: Airline Transport
Age: 64, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied:Left 
Other Aircraft Rating(s): Glider
Restraint Used:
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: 10/28/2013
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 12192 hours (Total, all aircraft), 92 hours (Total, this make and model), 51 hours (Last 90 days, all aircraft), 26 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft) 

According FAA records, the pilot held an airline transport pilot certificate with a rating for multiengine land, with private pilot privileges for airplane single-engine land, airplane single-engine sea, and glider. His most recent FAA third-class medical certificate was issued October 28, 2013; on the application for that certificate, he reported 12,100 total hours of flight experience. A review of the pilot's logbook revealed that he had accrued 92 total hours of flight experience in the accident aircraft as of April 2, 2017. 

Aircraft and Owner/Operator Information

Aircraft Make: Pipistrel
Registration: N155CL
Model/Series: Virus SW
Aircraft Category: Glider
Year of Manufacture: 2016
Amateur Built:No 
Airworthiness Certificate: Experimental
Serial Number: 817 SWN 100
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 04/02/2017, 100 Hour
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection: 4 Hours
Engines: 1 Reciprocating
Airframe Total Time: 89 Hours as of last inspection
Engine Manufacturer: Rotax
ELT: Not installed
Engine Model/Series: 912 ULS2
Registered Owner: On file
Rated Power: 100 hp
Operator: On file
Operating Certificate(s) Held: None 

The accident aircraft was a two-seat, high-wing motorglider with a T-tail empennage and fixed, tricycle landing gear configuration. It was powered by a 100-horsepower Rotax 912 ULS engine driving a three-bladed composite propeller.

The flight manual stated:

Due to flight safety reasons, it is forbidden to:
fly according to instrument flight rules or in instrument meteorological conditions
fly in heavy rainfalls
fly during thunderstorm activity

According to the flight manual, the Virus SW was certified as a "Microlight/Ultralight aircraft." According to an FAA Advisory Circular, this model met criteria to be registered as a "glider" (which includes powered gliders) based on its maximum weight, seating capacity, and wing loading; because it was registered as a glider, the pilot was not required to have a valid medical certificate. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Day
Observation Facility, Elevation: GNV, 123 ft msl
Distance from Accident Site: 15 Nautical Miles
Observation Time: 0853 EDT
Direction from Accident Site: 21°
Lowest Cloud Condition:
Visibility:  5 Miles
Lowest Ceiling: Broken / 4300 ft agl
Visibility (RVR):
Wind Speed/Gusts: 10 knots / 18 knots
Turbulence Type Forecast/Actual:
Wind Direction: 100°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.93 inches Hg
Temperature/Dew Point: 19°C / 18°C
Precipitation and Obscuration: Moderate - Mist; Moderate - Thunderstorms - Rain
Departure Point: SEBRING, FL (SEF)
Type of Flight Plan Filed: IFR
Destination: CLEMSON, SC (CEU)
Type of Clearance: IFR
Departure Time: 0800 EDT
Type of Airspace: 

At 0853, the reported weather at GNV, about 15 nautical miles north of the accident site, included thunderstorms, moderate rain, mist, and wind from 100° at 10 knots gusting to 18 knots. The ceiling was broken at 4,300 ft above ground level (agl) and overcast at 7,500 ft agl. Visibility was 5 statute miles, the temperature was 19°C, and the dew point was 18°C. A peak wind gust to 30 knots was observed at 0803.

Weather radar imagery and lightning data depicted heavy to extreme echoes (precipitation) at the accident location with convective cells and lightning. The echoes were consistent with the possibility of hail, extreme turbulence, and strong surface wind gusts. Radar velocity data indicated winds conducive to rotation above the accident site at the time of the accident, with the potential for tornadic activity at the surface. The area of heavy to extreme precipitation stretched across the entire width of northern Florida between 0845 and 0915.

The National Weather Service (NWS) Aviation Weather Center issued convective SIGMETs for the accident site and surrounding area as early as 0555. One SIGMET issued at 0755 warned of severe thunderstorms with tops above 45,000 ft msl and wind gusts up to 50 knots. The NWS also issued a severe thunderstorm warning at 0900 and a tornado warning at 0910 for areas including the accident location.

A post-accident upper air model sounding was created for the accident site. The model indicated a conditionally unstable environment that would have been supportive of cloud formation, rain showers, and thunderstorms.

The pilot received several official weather briefings in text format from Lockheed Martin Flight Service, the Direct Access User Terminal Service, and Leidos on the day before and the morning of the accident. These materials included the standard weather conditions and forecasts as well as the active SIGMETS and severe thunderstorm warnings valid along the route of flight.

The motorglider was equipped with an electronic display that had the capability to receive and display NEXRAD radar images through the Automatic Dependent Surveillance - Broadcast (ADS-B) radio system. Whether the pilot had activated or was using this feature could not be determined.

A detailed Meteorology Factual Report is available in the public docket.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 29.465278, -82.375000 (est) 

The motorglider impacted a grass pasture in an approximate 90° nose-down attitude. All major components were accounted for at the scene, except the left wing and flaperon and one of the propeller blades. The main wreckage was fragmented and confined to an area about 75 ft in diameter, a majority of which was within a wingspan to either side of the engine. The empennage was separated from the aft fuselage. The rudder and horizontal stabilizer were separated from the vertical stabilizer. Flight control continuity was established from the rudder pedals to the rudder control horn, which was separated from the rudder. Flaperon and elevator control continuity could not be confirmed due to impact damage.

The engine was buried about 3 ft in the initial impact crater. All three carbon fiber propeller blades were fractured at or near their root. One of the blades was not located. The gearbox and propeller hub were separated from the engine crankcase. The crankshaft could not be rotated due to impingement with damaged engine mounts and external components.

A large section of the left wing was located on a farm about 4.5 miles south of the main wreckage. The left flaperon was located about 3.5 miles south of the accident site about 1 month after the accident.

A Dynon SkyView SV-D700 electronic flight instrument system was recovered from the accident site and forwarded to the NTSB Vehicle Recorder laboratory for examination. The unit was severely damaged and no data were recoverable from the internal memory devices.

Medical And Pathological Information

Postmortem examination of the pilot was performed by the District 5 Medical Examiner's Office, Leesburg, Florida. The cause of death was listed as multiple blunt force injuries.

Forensic toxicology was performed on specimens of the pilot by the FAA Forensic Sciences Laboratory and by the Wuestoff Reference Laboratory, Melbourne, Florida. The report from the FAA indicated that Flecainide (an antiarrhythmic drug) and Loratadine (a non-sedating antihistamine) were both detected in muscle and liver, with no concentrations specified. Neither of these drugs are considered to be impairing. Ethanol was detected in muscle at 11 mg/dL, consistent with postmortem production. The report from the Wuestoff laboratory was negative for all screened drugs.

NTSB Identification: ERA17FA145
14 CFR Part 91: General Aviation
Accident occurred Tuesday, April 04, 2017 in Micanopy, FL
Aircraft: PIPISTREL DOO AJDOVSCINA VIRUS SW, registration: N155CL
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 April 4, 2017, about 0910 eastern daylight time, a Pipestrel Virus SW, N155CL, was destroyed when it impacted a pasture in Micanopy, Florida. The airline transport pilot was fatally injured. The flight departed Sebring Regional Airport (SEF), Sebring, Florida, at 0800, destined for Oconee County Regional Airport (CEU), Clemson, South Carolina. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the personal flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91.

Preliminary radar data provided by the Federal Aviation Administration (FAA) revealed that the airplane was on a northerly track from SEF toward Micanopy about 8,000 feet mean sea level. The track ended at an east-west oriented line of severe thunderstorms and rain showers that extended about 100 nautical miles to either side of the track, according to preliminary National Weather Service (NWS) weather radar data. The pilot was in contact with air traffic control throughout the flight, he did not transmit any distress calls.

A witness located at his residence about 200 yards from the accident site reported that he had had been outside in the pasture when it started to rain. He went inside his house and 3 to 5 minutes later he heard an airplane engine. He indicated that the engine sound was smooth and continuous and sounded as though it flew over his house. The engine noise abruptly stopped, followed by "a loud pop sound, similar to a lightening crack." He looked outside and saw the airplane in the pasture and asked his wife to call 911.

The airplane impacted about 90° nose down in a grass pasture. All major components were accounted for at the scene, except the left wing and flaperon. The main wreckage was fragmented and confined to an area about 75 feet in diameter, a majority of which was within a wingspan to either side of the engine. The empennage was separated from the aft fuselage. The rudder and horizontal stabilizer were separated from the T-tail style vertical stabilizer. Flight control continuity was established from the rudder pedals to the rudder control horn, which was separated from the rudder. Flaperon and elevator control continuity could not be confirmed due to impact damage.

The engine was buried in the initial impact crater, 3 feet below the surface. All three carbon fiber propeller blades were fractured at or near their root. One of the blades was not located. The gearbox and propeller hub were separated from the engine crankcase. The crankshaft could not be rotated due to impingement with damaged engine mounts and external components.

A large section of the left wing was located on a farm about 4.5 miles south of the main wreckage. The left flaperon was not found.

According FAA records, the pilot held an airline transport pilot certificate with ratings for airplane single-engine land, multiengine land, single engine sea and glider. His most recent FAA third-class medical certificate was issued October 28, 2013, at which time he reported 12,100 total hours of flight experience. A review of the pilot's logbook revealed that he had accrued 92 total hours of flight experience in the accident airplane as of April 2, 2017.

At 0853, the reported weather at Gainesville Regional Airport (GNV), Gainesville, Florida, about 15 nautical miles north of the accident site included thunderstorms, moderate rain, mist and wind from 100° at 10 knots gusting to 18 knots. The ceiling was broken at 4,300 feet and overcast at 7,500 feet. Visibility was 5 statute miles, the temperature was 19° C, and the dew point was 18° C.

A NWS Aviation Weather Center convective SIGMET for the area surrounding the accident site issued at 0755 warned of severe thunderstorms with tops above flight level 450, and wind gusts up to 50 knots.

An electronic flight instrument system was recovered from the accident site and forwarded to the NTSB Vehicle Recorder laboratory for examination.



Riley Stevens
1952 - 2017 Obituary

Anderson, SC

Riley Randolph Stevens died April 4th in a plane crash in Micanopy, Florida. He will be greatly missed by his family and many friends. Riley's father was in the Air Force which meant growing up the family lived all over the US. Riley was born at McDill Air Force Base, Tampa, FL, on July 9, 1952. For college, Riley chose the Air Force Academy in Colorado Springs and went into the service after graduation. While Riley was stationed in Munich, Germany, his sister announced that she was coming to visit and bringing along the person, his sister insisted, whom he would marry. Sure enough, after a month of touring Europe, Riley was over the moon and back. After a courtship of letter writing between Indiana and Germany and a few visits, Riley and Cindy were married in 1980. The couple attended a house-building school in Maine for their honeymoon and then proceeded to build their own home in Monument, Colorado, with great and able assistance from friends and family. Riley worked for Texas Instruments in quality assurance/quality control in Colorado Springs. In 1987, their daughter, Eve, was born and shortly thereafter (1988) Riley joined American Airlines as an engineer on the 727. He became first officer, and captain while flying a variety of aircraft including the MD-80, 737, 757, 767, and 777.

A job opportunity for Cindy took the young family across the country to South Carolina in 1990. In 1993 their daughter Lee was born. Riley enjoyed his career because it allowed him to see the world and then play stay-at-home dad the other half of the week. Riley watched his daughters' swim practice during the week and volunteered as a meet official or lane timer during meets in order to be closer to the action. He also volunteered in a variety of ways at the Unitarian Universalist Fellowship of Clemson, at his daughters' schools as an Odyssey of the Mind coach, and president of the Clemson Aquatics Team.

In 2003 Riley decided to take advantage of his American Airlines benefits to take his family on a trip around the world. He planned for months then led them on the adventure of a lifetime to every continent but Antarctica. Riley was captivated by the wonders of the world from V-8 engines to the structure of molecules to US History and he let his wife and children know about each in detail. 

Riley was the kind of dad who made "flap jacks" on weekends, sang show tunes in the grocery store, and listened with rapt attention to the everyday details of his daughters' lives. He was the husband who told his wife every day how proud he was of her career, and how lucky he felt to share his life with a woman who "gets more beautiful every year." Riley provided his family with a life full of love, comfort, and adventure. He was kind, funny, and wise. He put the good of the whole ahead of himself and lived in a way that ensured all felt loved in his presence. 

Riley was predeceased by his parents, William Fay Stevens and Adna Madeline Bridges Stevens; his brother, William Bridges Stevens; and his mother-in-law, Maybelle Morgan Lee. 

Riley is survived by his wife, Cindy Margaret Lee; daughter, Eve Morgan Stevens, and son-in-law, Stephen K. Allinger, Jr; daughter, Lee Bridges Stevens; sister, Tandy Leone Stevens Gotchall; father-in-law, Donald Moore Lee; and brother-in-law, Marshall Morgan Lee. A memorial service will be held May 7th at 2pm at the Unitarian Universalist Fellowship of Clemson. 

In lieu of flowers, donations can be made to the Unitarian Universalist Fellowship of Clemson, 230 Pendleton Road, Clemson, SC 29631 or the South Carolina Governor's School for the Arts Foundation, P. O. Box 8458, Greenville, SC 29604 or online at gsafoundation.net.

Condolences may be expressed online at www.robinsonfuneralhomes.com.

Duckett-Robinson Funeral home, Central, is assisting the family.


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Piper PA-28-140 Cherokee, N55339, registered to and operated by, the pilot: Accident occurred April 03, 2017 in Whittier, Los Angeles County, California

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Los Angeles, California

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/N55339

Aviation Accident Factual Report - National Transportation Safety Board

Location: Whittier, CA
Accident Number: WPR17LA092
Date & Time: 04/03/2017, 2200 PDT
Registration: N55339
Aircraft: PIPER PA 28-140
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On April 3, 2017, about 2200 Pacific daylight time, a Piper 28-140 airplane, N55339, made an emergency landing in a trucking yard near Whittier, California, following a loss of engine power. The airline transport pilot was uninjured. The airplane's left wing was substantially damaged. The airplane was registered to, and operated by, the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Temecula, California at an unknown time, and was destined for San Diego, California.

The pilot reported to local law enforcement that while he was flying at 1,000 ft, the airplane's engine lost power, and he executed an emergency landing in a large trucking yard. While landing, the airplane's left wing struck a stop sign.

The trucking yard was 61 miles northwest of the departure airport, when his intended destination was 60 miles south of the departure airport.

A witness reported that he heard a "loud weird noise" coming from the sky. He observed the airplane, with no lights on, coming from the south area of the parking lot; it struck a stop sign and drug it along the ground until the airplane came to a rest. The witness went over to the airplane to make sure the pilot was ok; during their conversation, the pilot would be very distraught, then would suddenly appear as if nothing had happened. His emotions switched back and forth several times during their conversation.

Local law enforcement reported that they could smell a strong odor of alcohol emitting from the pilot's breath/person, and his eyes were blood shot, red, and watery. In addition, he was slurring and mumbling his words, and he was unable to standup. The on scene officers conducted a standardized field sobriety test and the pilot did not pass. Subsequently, he was arrested for operating an aircraft while under the influence. A formal blood test, which was administered about 5 hours after the accident, revealed the pilot had a blood alcohol concentration of 0.16%.

A sergeant from the Los Angeles Sheriff's Department Aero Bureau examined the airplane and observed the fuel selector was set to the right fuel tank. He turned the master electrical switch "ON" and checked the fuel gauges; the right fuel gauge indicated empty, and the left fuel gauge indicated between 0-5 gallons. A Federal Aviation Administration Inspector examined the fuel tanks and reported that they were intact and undamaged.

Ethanol is a social drug that acts as a central nervous system depressant. After ingestion, at low doses, it impairs judgment, psychomotor functioning, and vigilance; at higher doses alcohol can cause coma and death. The effects of alcohol on aviators are generally well understood; alcohol significantly impairs pilots' performance, even at very low levels. Federal Aviation Regulations (FAA), Section 91.17 (a) prohibits any person from acting or attempting to act as a crewmember of a civil aircraft while having 0.040 gm/dl or more alcohol in the blood.

Despite numerous attempts, neither the investigator from the National Transportation Safety Board (NTSB), nor the inspector from the FAA were able to make contact with the pilot. The pilot did not submit the NTSB Pilot/Operator Aircraft Accident/Incident Report Form 6120.1. 

Pilot Information

Certificate: Airline Transport
Age: 58, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Unknown
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: None
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: PIPER
Registration: N55339
Model/Series: PA 28-140 140
Aircraft Category: Airplane
Year of Manufacture: 1973
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28-7325380
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: Unknown
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: LYCOMING
ELT: Not installed
Engine Model/Series: O-320 SERIES
Registered Owner: On file
Rated Power: 0 hp
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: FUL, 96 ft msl
Observation Time: 1006 PDT
Distance from Accident Site: 11 Nautical Miles
Direction from Accident Site: 161°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 15°C / 11°C
Lowest Ceiling: Overcast / 2900 ft agl
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 3 knots, 170°
Visibility (RVR):
Altimeter Setting: 29.95 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Temecula, CA (F70)
Type of Flight Plan Filed: None
Destination: San Diego, CA
Type of Clearance:  None
Departure Time:
Type of Airspace:

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None

Latitude, Longitude:  34.018056, -118.038056 (est)

NTSB Identification: WPR17LA092
14 CFR Part 91: General Aviation
Accident occurred Monday, April 03, 2017 in Whittier, CA
Aircraft: PIPER PA 28-140, registration: N55339
Injuries: 1 Uninjured.

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

On April 3, 2017, about 2200 Pacific daylight time, a Piper PA28-140 airplane, N55339, made an emergency landing in a trucking yard following a loss of engine power in Whittier, California. The pilot, sole occupant, was uninjured and the airplane sustained substantial damage to the left wing. The airplane was registered to, and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed. The flight originated from Temecula, California at an unknown time and was destined for San Diego, California.

The pilot reported to law enforcement that the engine lost power while at 1,000 feet and he executed an emergency landing onto a large trucking yard. During the landing roll, the airplane's left wing struck a stop sign.

Law Enforcement reported that the pilot's eyes were bloodshot, red, and watery; he was slurring and mumbling his words; and he was unable to stand up. 

Since the night of the accident, neither the National Transportation Safety Board nor the Federal Aviation Administration have been able to make contact with the pilot.




LOS ANGELES (CBS/AP) — Deputies responding to the emergency landing of a small plane on top of a building in Southern California arrested the pilot on suspicion of being under the influence, authorities said Tuesday.

According to CBS Los Angeles, a preliminary investigation revealed the pilot ran out of fuel and made a hard landing late Monday on top of the Michael Kors distribution center building, located in the 3700 block of Workman Mill Road.

The Piper Cherokee’s left wing clipped a stop sign, but the single-engine plane remained upright after it landed, according to Los Angeles County Sheriff’s Lt. Alex Villanueva.

As deputies talked to the pilot, they suspected he might be intoxicated and took him into custody, Villanueva said.

Darrell Roberts, the only person on board, could face a misdemeanor DUI charge. It wasn’t immediately known if he has an attorney.

Roberts, 58, got lost and was running out of fuel during a planned flight from Temecula, in Riverside County, to San Diego, about 60 miles (96.56 kilometers) south.

“He was headed in the wrong direction and somehow ended up here in LA County,” said Villanueva.

The plane landed in Whittier, a Los Angeles suburb about 70 miles (112.65 kilometers) north of where it took off.

“A DUI involving an airplane, that doesn’t happen very often,” Villanueva said.

The 1973 Piper PA-28-140 is registered to a Darrell S. Roberts of Winchester, in Riverside County. A phone number for Roberts could not be found.

The Federal Aviation Administration was investigating, spokesman Ian Gregor said.

The fixed-wing plane sustained minor wing damage and remained in the parking lot early Tuesday. It was expected to be retrieved by a crew hired by an insurance company, Villanueva said.

Source:  http://sanfrancisco.cbslocal.com



WHITTIER, CA —Flying under the influence was suspected when a pilot ran out of fuel for his small aircraft on Monday. The 58-year-old Temecula-area resident was en route from Temecula to San Diego when the airplane ran out of fuel, forcing him to land where he did, Villanueva said.

The pilot of a small plane was arrested on suspicion of operating an aircraft while under the influence after he ran out of fuel and landed in a business parking lot in the Whittier area, authorities said Tuesday.

Darrell Roberts, 58, of the Riverside County community of Winchester, was taken into custody after the Piper airplane landed late Monday night in the 3700 block of Workman Mill Road, said Lieutenant Alex Villanueva of the sheriff's Pico Rivera Station.

Roberts was booked on suspicion of misdemeanor operating an aircraft while under the influence of alcohol and/or drugs, and was held in lieu of $1,000 bail.
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His next court appearance was scheduled for July 5 in Downey.

Roberts was alone in the airplane and was not injured, and the airplane was not damaged police said.

Source:  https://patch.com

Beech Baron 58, M & M Baron LLC, N158BB: Incident occurred April 03, 2017 at Gainesville Regional Airport (KGNV), Alachua County, Florida

M & M Baron LLC: http://registry.faa.gov/N158BB

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

Aircraft right main gear collapsed after landing and slid off right side of runway.  
Date: 03-APR-17
Time: 18:37:00Z
Regis#: N158BB
Aircraft Make: BEECH
Aircraft Model: 58
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: GAINESVILLE
State: FLORIDA

Cessna T210L Turbo Centurion, N7776H: Incident occurred April 03, 2017 near Roswell International Air Center Airport (KROW), Chaves County, New Mexico

http://registry.faa.gov/N7776H

Federal Aviation Administration / Flight Standards District Office; Lubbock, Texas 

Aircraft landed in a field after reporting an engine failure. 

Date: 03-APR-17
Time: 16:30:00Z
Regis#: N7776H
Aircraft Make: CESSNA
Aircraft Model: 210
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: UNKNOWN (UNK)
City: ROSWELL
State: NEW MEXICO 

A small plane made an emergency landing Monday morning near Roswell, although no injuries were reported.

The Chaves County Sheriff’s Office said [auth] the plane sustained minor damages after making an emergency landing in a field south and west of the Roswell International Air Center.

The plane landed at about 10:25 a.m., said the Pecos Valley Regional Communications Center, reportedly due to a mechanical failure, with a pilot and one passenger on board.

Authorities have not identified the pilot or others on the plane.

Sheriff Britt Snyder said the Federal Aviation Administration has taken the lead in the investigation and the plane will be loaded onto a trailer and taken to the airport where it will be secured.

Snyder said he had no other information about the flight.

Sgt. Chad Pierce of the New Mexico State Police also confirmed the emergency landing in the field, and also said no injuries were reported. Pierce said state police had not made a report about the incident, and no other information was available.

Roswell spokesperson Todd Wildermuth said the Roswell Fire Department had been alerted in advance of the emergency landing. He also said there were no injuries, and had no further details.

Source:   http://rdrnews.com

Piper PA-34-200T, Canandaigua Air Center LLC, N909RA: Incident occurred April 03, 2017 at Greater Rochester International Airport (KROC), Monroe County, New York

Canandaigua Air Center LLC: http://registry.faa.gov/N909RA

Federal Aviation Administration / Flight Standards District Office; Rochester, New York

Aircraft blew a tire on landing.

Date: 03-APR-17
Time: 16:10:00Z
Regis#: N909RA
Aircraft Make: PIPER
Aircraft Model: 34
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: ROCHESTER
State: NEW YORK

Incident occurred April 03, 2017 in Garden Ridge, Comal County, Texas

Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas

Aircraft crashed under unknown circumstances.  

Date: 04-APR-17
Time: 00:34:00Z
Regis#: N480TX
Aircraft Make: ULTRALIGHT
Aircraft Model: UNKNOWN
Event Type: INCIDENT
Highest Injury: UNKNOWN
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: UNKNOWN (UNK)
City: GARDEN RIDGE
State: TEXAS

Cessna 172L, N7547G: Accident occurred April 03, 2017 at Twisp Municipal Airport (2S0), Okanogan County, Washington

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

NTSB Identification: GAA17CA216
14 CFR Part 91: General Aviation
Accident occurred Monday, April 03, 2017 in Twisp, WA
Probable Cause Approval Date: 10/17/2017
Aircraft: CESSNA 172, registration: N7547G
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 reported that, about 50 ft above the runway, a wind gust from the south caused the airplane to drift. The pilot added that she attempted to go around but was unsuccessful. The right wing impacted the ground, and the airplane cartwheeled. 

The airplane sustained substantial damage to both wings.

The pilot reported that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. 

According to the pilot, the wind about the time of the accident was variable from 6° to 8°, gusting to between 10 and 12 knots. The airplane was landing on runway 28.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s failure to maintain crosswind correction during landing, which resulted in the airplane cartwheeling.

The pilot reported that, about 50 ft. above the runway, a gust of wind from the south caused the airplane to drift. The pilot added that, she attempted to go-around but was unsuccessful. The right wing impacted the ground and subsequently, the airplane cartwheeled. 

The airplane sustained substantial damage to both wings.

The pilot reported that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. 

According to the pilot, the wind about the time of the accident was variable from 6° to 8°, wind gusts 10 to 12 knots. The airplane was landing on runway 28.

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Spokane, Washington

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

http://registry.faa.gov/N7547G


NTSB Identification: GAA17CA216
14 CFR Part 91: General Aviation
Accident occurred Monday, April 03, 2017 in Twisp, WA
Aircraft: CESSNA 172, registration: N7547G
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 reported that, about 50 ft. above the runway, a gust of wind from the south caused the airplane to drift. The pilot added that, she attempted to go-around but was unsuccessful. The right wing impacted the ground and subsequently, the airplane cartwheeled.

The airplane sustained substantial damage to both wings.

The pilot reported that there were no preimpact mechanical failures or malfunctions with the airframe or engine that would have precluded normal operation. 

According to the pilot, the wind about the time of the accident was variable from 6° to 8°, wind gusts 10 to 12 knots. The airplane was landing on runway 28.


















AIRCRAFT:   1970 Cessna 172L; N7547G; sn 17259247

ENGINE- M&M, S/N:   Lycoming O-320-E2D sn L-28156-27A

PROPELLER – M&M, S/N:  McCauley CTM7557   sn 725016

APPROXIMATE TOTAL HOURS (estimated TT & TSMO from logbooks or other information):

ENGINE:  5523 TT     1222 SMOH   

PROPELLER: Unk TT    804 SMOH     

AIRFRAME:   5523 TT                                  

OTHER EQUIPMENT:  King KMA20, King KX175B, King KX175B, Narco AT50

DESCRIPTION OF ACCIDENT:  Aircraft flipped on landing.

DESCRIPTION OF DAMAGES:    Damage includes, but not limited to, prop strike, both wings, top of Cabin, rudder, vertical stabilizer.  See photos for additional details.
     
LOCATION OF AIRCRAFT:   Private Hangar: Twisp,  WA

REMARKS:   Sold AS IS/WHERE IS.    

Read more here:      http://www.avclaims.com