Sunday, May 28, 2017

Piper PA-30 Twin Comanche, N21ND: Fatal accident occurred September 30, 2015 at St. Pete-Clearwater International Airport (KPIE), Florida

Marshall Casey Barath


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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Tampa, Florida
Lycoming Engines; Williamsport, Pennsylvania
Piper; Vero Beach, 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

http://registry.faa.gov/N21ND

NTSB Identification: ERA15FA378 
14 CFR Part 91: General Aviation
Accident occurred Wednesday, September 30, 2015 in St. Petersburg, FL
Probable Cause Approval Date: 05/03/2017
Aircraft: PIPER PA 30, registration: N21ND
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, who had no documented previous experience in the make and model multiengine airplane, was performing touch-and-go landings on a 9,730-ft-long runway to familiarize himself with the airplane. Witnesses reported that, during the second takeoff, the airplane appeared to "struggle." Another witness reported the airplane was climbing at an unusually shallow angle. The airplane then drifted to the right of the runway centerline, rolled sharply to the right, and descended to ground impact in a steep, nose-low attitude. The airplane came to rest about 180 ft right of the runway centerline and about 1,450 ft before the end of the runway's paved surface.

Examination of the wreckage revealed that the right engine throttle was retarded, and the propeller lever was in the feather position. The right propeller blades displayed little damage and appeared to be in the feathered position. The left engine throttle and propeller levers were full forward, and damage to the left propeller was indicative of full left engine power at impact. Examination of the right engine revealed three anomalies; the diaphragm of the right fuel servo exhibited an unusual soot pattern; particulate contamination was in the fuel filter screen; and the spark plugs were in a degraded condition. However, none of these anomalies would likely have resulted in a total loss of engine power.

Based on the witness descriptions and the lack of damage to the right propeller blades, it is likely that during the climb, the right engine experienced, at least, a partial loss of power. Based on the postaccident positions of the right engine throttle and propeller levers and signatures observed on the right engine's propeller, the pilot likely responded to the loss of right engine power by retarding the right throttle and feathering the right propeller; however, he did not maintain the appropriate airspeed and subsequently lost control of the airplane. Given the airplane's impact location about 1,450 ft before the end of the runway, it is likely that, if the pilot had immediately retarded both throttles, maintained the appropriate airspeed, and landed straight ahead, he likely would have maintained control of the airplane. Additionally, the airspeed indicator did not have a marking for single-engine minimum controllable airspeed, nor was there a placard on the instrument panel as required by a Federal Aviation Administration airworthiness directive and the airplane flight manual. While the lack of these markings was not causal to the accident, their presence might have reminded the pilot of this critical information, and might have changed the outcome of the event.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain single-engine minimum controllable airspeed following a loss of right engine power during initial climb. Also causal was the loss of right engine power for reasons that could not be determined because examination of the wreckage revealed no significant mechanical deficiencies. Contributing to the outcome was the failure of maintenance personnel to ensure that required airspeed markings and placards were installed in accordance with an airworthiness directive and the airplane flight manual.



HISTORY OF FLIGHT

On September 30, 2015, at 1147 eastern daylight time, a Piper PA-30, N21ND, was substantially damaged when it impacted terrain during takeoff from St Pete-Clearwater International Airport (PIE), Clearwater, Florida. The commercial pilot was fatally injured. The airplane was registered to Sowards Aircraft Leasing, LLC, and was operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions were reported near the accident site, and no flight plan was filed.

The airplane owner, who purchased the airplane 3 days before the accident flight, stated that he dispatched the accident pilot from San Diego, California, to Saint Petersburg, Florida, to pick up the airplane and fly it back to southern California. The airplane had recently undergone maintenance and an annual inspection.

On the morning of the accident, the pilot arrived at the airplane to meet the previous owner, accept the airplane, and review airplane-specific procedures and systems before the flight to California. According to the previous owner, they reviewed the airplane systems and spent much of their time going over aircraft performance characteristics and airspeeds. In addition, the previous owner stated that he told the pilot, "…if an engine loses power, you've got to keep the speed up." The previous owner offered several times to fly with the accident pilot for some additional familiarization training, but the pilot declined. The pilot stated that he planned to perform some "touch-and-goes" to familiarize himself with the airplane before departing the area.

According to radio communications recordings provided by the Federal Aviation Administration (FAA), at 1125, the accident pilot contacted ground control at PIE, requested a radio check, and stated his intentions to perform a few touch-and-go landings. At 1131, the pilot performed engine run-up checks and, 3 minutes later, taxied to runway 36. At 1135, the pilot was cleared onto runway 36 for takeoff. Several minutes later, while in the traffic pattern, he was cleared for and successfully completed the first touch-and-go landing.

At 1144, the pilot was cleared for the second touch-and-go landing. After the second landing and subsequent takeoff, several witnesses reported that, during the initial climb, the airplane seemed to "struggle" between 100 and 200 ft above the ground. A pilot holding short of the runway stated that the airplane had an unusually shallow climb and started drifting to the right of the runway centerline; at an altitude of about 100 ft, the airplane rolled sharply to the right then pitched 90° nose-down before colliding with the ground.

Video recorded by security cameras at the airport showed the airplane climbing with the landing gear extended during the takeoff. The flap position could not be ascertained from the video. The airplane rolled sharply to the right and descended in a steep nose-down attitude before it disappeared out of camera view.

PILOT INFORMATION

According to FAA airman, personal logbook, and employment records, the pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane multiengine land, and instrument airplane. He also held a flight instructor certificate, with ratings for airplane single-engine, airplane multiengine, and instrument airplane. He held a first-class medical certificate, issued January 16, 2014. He had accrued about 768 total hours of flight experience, with 166 hours of flight experience in multiengine airplanes. In the previous 90 days, the pilot had flown 221 hours, with 85 hours in the previous 30 days. The pilot's multiengine experience was limited to Piper PA-44 and Beechcraft BE-55 airplanes. There were no entries in his pilot logbook for the Piper PA-30.

AIRCRAFT INFORMATION

According to FAA airworthiness and registration records, the airplane was manufactured in 1963. It was a twin-engine, low-wing, four-place airplane of metal construction. It was equipped with retractable tricycle landing gear and powered by two Lycoming IO-320-B1A engines, each equipped with a two-blade, constant-speed propeller. According to the maintenance logbooks, the most recent annual inspection of the airframe and engines was completed on September 10, 2015. At that time, the airframe had accumulated 7,252 total flight hours, and the left and right engines each had accumulated 1,583.4 hours since overhaul.

According to the mechanics who had most recently worked on the airplane, it arrived at their facility in March 2015 for an annual inspection, but, due to the amount of maintenance that needed to be performed and the length of time it took to order and receive parts, the maintenance was not completed until September 10, 2015. Prior to this maintenance, the last airframe and engine maintenance was accomplished on August 13, 2013.

Several mechanics stated that the airplane needed "a lot of work" when it arrived, and it required a significant amount of troubleshooting to determine why the left engine would not produce more than 1,600 rpm. Additionally, the right engine displayed low cylinder compression and was operating too lean. After successfully troubleshooting these issues and performing maintenance on the engines, the airplane was returned to service. According to the airplane's previous owner, the maintenance facility installed new fuel lines and drained the fuel tanks because the airplane had not flown for an extended period of time. The owner of the maintenance facility stated that they "flushed" the fuel system. Work order and airframe maintenance records showed that left and right fuel hoses were purchased and installed, and Federal Aviation Administration (FAA) airworthiness directive (AD) 83-10-01 for fuel contamination was accomplished.

METEOROLOGICAL INFORMATION

The recorded weather at PIE, at 1153, about 11 minutes after the accident, included wind from 300°at 10 knots, 10 statute miles visibility, few clouds at 2,300 ft, scattered clouds at 3,800 ft, and overcast clouds at 3,000 ft, temperature 29°C, dew point 24°C, and an altimeter setting of 29.82 inches of mercury.

AIRPORT INFORMATION

St Pete-Clearwater International Airport was located on the east coast of the Tampa Bay peninsula at an elevation of 10.5 ft msl. The airport comprised two asphalt runways, oriented 18/36 and 04/22. Runway 18/36 was 9,730 ft long by 150 ft wide. From the center of runway 36, adjacent to the accident site, about 1,300 ft of runway remained with an additional 150 ft of displaced threshold. Beyond the paved surface of the runway, a level grass area of about 750 ft by 500 ft was bisected by a Medium Intensity Approach Lighting System (MALSR) and a service road that extended out from the centerline of the runway.




WRECKAGE AND IMPACT INFORMATION

The airplane impacted a service road and came to rest upright in the grass 180 ft east of runway 36, about 1,450 ft before the end of the runway's paved surface. There was no postcrash fire, and all major components of the airplane were located near the site. The debris path consisted of small pieces of Plexiglas, heater hoses, the nose cone, a cabin door, and landing gear assembly that were outside of the immediate site near where the airplane first made contact with the ground, about 20 ft west of the main wreckage. Both the left and right engines remained attached to their mounts. The wreckage path was oriented perpendicular to runway 36 with the airplane upright and oriented on a magnetic heading of 280°.

The forward and lower portion of the cabin exhibited aft and upwards crushing. Both rudder pedals were compacted by the floor upwards under the instrument panel and could not be moved. The floor of the forward cabin was deformed by impact damage, but both seats remained attached to the floor-mounted seat rails. The pilot seat on the left side was moveable along the seat rails for several stops and was slightly deformed. The head rest was damaged. The right seat was jammed and could not be moved. Both front and back seats were functional and in place. The front seatbelts were functional and remained attached to their anchor points. There were no shoulder harnesses installed. Both fuel sector valves were on and functioned normally.

The fuselage aft of the rear seat, and immediately aft of the left wing, exhibited longitudinal tearing with the tail section twisted 10°to the right. The tear traversed the fuselage over the cabin roof and continued to the right side, where it terminated just aft of the baggage compartment. Control continuity was established by accessing the rudder, elevator and trim cables through the tear in the fuselage. All of the cables were intact and on their respective pulleys and guides. The cables were continuous and could be traced to their termination point in the tail.

The airspeed indicator was dislodged from the faceplate but appeared intact. The needle indicated 68 mph, which is just below the lower limit of the white arc. The left engine throttle, propeller and mixture controls were positioned fully forward, and the right engine throttle and right propeller levers were in the aft position and the mixture fully forward. The left cowl flap was in the closed position and the right cowl flap was in the fully opened position.

The left wing was crushed and bent upwards approximately 30°. The engine remained attached to the engine mount and wing. There was rippling and deformation in the upper surface of the skin, but the wing appeared to be structurally intact. The flap remained attached, but was deformed. Both inboard and outboard fuel tanks remained intact and about 15 gallons of fuel were recovered from the tanks. The engine cowling was attached. The air intake cowling was damaged and separated from the lower portion but remained in place around the spinner.

The left engine's spark plugs were secure. The spark plugs were removed and displayed signatures consistent with normal wear but were oil-soaked. The No. 2 bottom spark plug was impact-damaged and could not be removed from the cylinder. Rotation of the magneto input drive produced spark at all terminal leads.

The left fuel servo was impact-damaged and broken at its mount. The fuel servo was removed and inspected. The throttle plate was free to move when hand actuated at the throttle linkage. The throttle cable was secured to the arm. The mixture arm was also free to rotate when hand actuated. The mixture cable was secure to the arm. The fuel servo diaphragm was visually inspected for tears and rips with no defects noted. The inlet fuel strainer was removed from the fuel servo with no contaminants noted. The flow divider was removed and opened to inspect the diaphragm for tears or cuts with no defects noted. The fuel injector nozzles were removed from their respective mounts at each individual cylinder and checked for obstructions with no obstructions noted. The fuel lines from the flow divider to the fuel injector nozzles were inspected and tested with air; no blockage was noted in any of the four lines. Functional testing of the left engine's fuel servo revealed that it operated normally and within limits under controlled conditions.

The left engine-driven diaphragm fuel pump was found secure to its mount and the pump created suction and compression when hand-actuated. The body was removed to inspect the diaphragm for tears or cuts with no defects noted.

The left engine's oil suction screen was removed and was found to have a few large (0.2"-0.5") particles inside the screen, as well as some smaller particles. The oil filter housing was impact-damaged at the accessory housing. The oil sump was visibly breached, and oil was observed in a spray pattern over the wing and inboard of the engine nacelle and fuselage.

Mechanical continuity of the left engine was established with hand rotation of the crankshaft and assisted by turning the vacuum pump drive in the accessory drive area. All cylinders produced suction and compression, and all intake and exhaust valves moved when the crankshaft was rotated. The left propeller governor was broken from its mount on the rear accessory case. The solid oil line steel fittings were secure at the case and at the governor. The propeller governor oil screen was clear of obstructions.

The left propeller remained attached to the engine via the engine crankshaft flange and the propeller blades exhibited S-bending, gouging, and chordwise scratches. The cylinder and feathering spring assembly were unremarkable and the preload plates exhibited impression marks consistent with being in the normal operating range at impact.

The right wing showed significantly less damage than the left. The engine remained attached to the engine mount and wing. There was rippling and deformation in the upper surface of the skin, but the wing appeared to be structurally intact. The right outboard aileron was detached from the right connector point and remained attached on the left side. The flap was retracted and remained attached, but was deformed. Both inboard and outboard fuel tanks remained intact, and about 20 gallons of fuel were recovered from the tanks. The engine cowling was attached. The air intake cowling was damaged and separated from the lower portion, but remained in place around the spinner. The right landing gear severed during impact with the ground.

The right engine's spark plugs remained secure and were removed for examination. The removed spark plugs were heavily carbon-coated, consistent with a rich fuel mixture. The center electrodes were worn. When the crankshaft was rotated by hand, all of the cylinders produced compression and suction, with the exception of the No. 2 cylinder, and all intake and exhaust valves were visually confirmed to move during crankshaft rotation. The No. 2 exhaust valve was lightly tapped with a hammer and compression was checked again, this time providing compression and suction in the No. 2 cylinder.

The right fuel servo was intact and secure on the angled air induction tube that was impact-damaged at the oil sump mounting location. The throttle plate was free to move when hand-actuated at the throttle linkage. The mixture arm was also free to rotate when hand-actuated. The fuel servo diaphragm was visually inspected for tears and rips. When opened, there was a visible black stain on the diaphragm from the stem assembly to the static port passage. Functional testing of the right engine's fuel servo revealed that it operated normally and within limits under controlled conditions. Additionally, no contamination was noted flowing from the unit, and the hysteresis and pressure checks were within limits. Disassembly of the unit revealed that the inlet fuel strainer in the fuel servo was contaminated with approximately ¼ teaspoon of small granular particulate matter varying in size and color.

The right flow divider was removed and opened to inspect the diaphragm for tears or cuts, with no defects noted. The fuel injector nozzles were removed from their respective mounts at each individual cylinder and checked for obstructions with no obstructions noted. The fuel lines from the flow divider to the fuel injector nozzles were inspected and tested with air, with no blockage noted in the four lines. The right engine-driven diaphragm fuel pump was found secure to its mount. The pump created suction and compression when hand-actuated. The body was removed to inspect the diaphragm for tears or cuts, with no defects noted.

The right oil suction screen was clear of contaminants. The right propeller governor was secure on its mount on the rear accessory case. The solid oil line with steel fittings was secure at the case and at the governor. The propeller governor oil screen was clear of obstructions.

The right propeller blades showed little signs of damage; one blade was slightly bent forward. No rotational scoring, bending, or twisting was observed. The right preload plates were unremarkable; there were no impression marks on the plates and a pre-impact blade angle could not be determined. The cylinder and feathering spring assembly was fractured off the propeller hub during impact and the propeller was noted to be in the feathered position.



MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Office of the Medical Examiner, District 6, Largo, Florida. The autopsy findings included multiple blunt force injuries. Forensic toxicology was performed on specimens from the pilot, by the FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma. The testing found no traces of ethanol or drugs in the samples submitted.

ADDITIONAL INFORMATION

FAA Airworthiness Directive, AD 69-24-04, required a placard that stated, "Minimum Single Engine Control Speed 90 mph CAS [calibrated airspeed]." Additionally, the Piper PA-30 Airplane Flight Manual (AFM), revised March 1975, specified in its limitations section that the minimum single-engine control speed must be placarded on the instrument panel. No such placard was discovered during the examination of the accident airplane. Additionally, the AFM limitations section required that a red radial line depicting the minimum single-engine control speed and a blue radial line depicting the single-engine best rate of climb speeds be placarded on the airspeed indicator. There were no radial lines present on the accident airplane's airspeed indicator. The single-engine minimal control speed (Vmca) was 90 mph, and the best single-engine rate-of-climb speed (Vyse) was 105 mph.





NTSB Identification: ERA15FA378
14 CFR Part 91: General Aviation
Accident occurred Wednesday, September 30, 2015 in St. Petersburg, FL
Aircraft: PIPER PA 30, registration: N21ND
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 30, 2015 at 1154 eastern daylight time, a Piper PA-30, N21ND, was substantially damaged when it impacted terrain during an attempted takeoff from St. Pete-Clearwater International Airport (PIE), Clearwater, Florida. The certificated fight instructor commercial pilot was fatally injured. The airplane was registered to Sowards Aircraft Leasing, LLC and operated under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions were reported near the accident site, and no flight plan was filed for the local flight.

The owner of the airplane, who had purchased it three days prior to the accident, stated that he dispatched the accident pilot to PIE to pick up the airplane and fly it back to southern California. On the day of the accident, the pilot planned to conduct practice touch-and-go landings in order to become familiar with the airplane, prior to his return to California the following day.

Witnesses reported that after the second touch-and-go, during the initial climb, the airplane seemed to "struggle" as it climbed to between 100 and 200 feet above the ground. A pilot holding short of the runway stated that the airplane had an unusually shallow climb profile, and started drifting to the right of the runway centerline. Upon reaching estimated altitude of 100 feet, the airplane rolled sharply to the right, and pitched downward into a nearly vertical descent, before colliding with the ground.

Review of security video showed an accident sequence consistent with that described by the witnesses.

The airplane impacted a service road then came to rest upright in a grassy area about 180 feet right of, and approximately 1,300 feet from the departure end of runway 36R. There was no post-impact fire and all major components of the airplane accounted for at the scene. The wreckage was recovered and retained for further examination.

de Havilland Canada DHC-2 Beaver, N561TA, Talkeetna Air Taxi Inc: Accident occurred May 28, 2017 in Talkeetna, Alaska

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

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

NTSB Identification: GAA17CA294 
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Sunday, May 28, 2017 in Petersville, AK
Probable Cause Approval Date: 08/03/2017
Aircraft: DEHAVILLAND DHC 2, registration: N561TA
Injuries: 7 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 ski-equipped airplane reported that, as the tailwheel touched down on the glacier, the snow was deeper and softer than he had expected. He added that, during the uphill landing, he chose not to stop the airplane and risk getting stuck. Instead, he completed a turn at the top of the landing area but was unable to straighten the direction of travel enough for a takeoff. 

Subsequently, to straighten the airplane before the takeoff, he completed a left 360° turn.

During the downhill takeoff, the airplane had poor acceleration and insufficient airspeed to fly, so he aborted the takeoff. As he reduced the engine power, the airplane slowed to what he felt to be a reasonable speed, and he initiated a left turn to taxi back to the top. Subsequently, the right ski dug into the snow, and the airplane came to rest inverted.

The airplane sustained substantial damage to the empennage.

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 selection of unsuitable terrain for taxiing, which resulted in a nose-over. 

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska

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


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

Talkeetna Air Taxi Inc: http://registry.faa.gov/N561TA

NTSB Identification: GAA17CA294
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Sunday, May 28, 2017 in Petersville, AK
Aircraft: DEHAVILLAND DHC 2, registration: N561TA
Injuries: 7 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 ski-equipped airplane reported that, as the tailwheel touched down on the glacier, the snow was deeper and softer than he had expected. He added, that during the uphill landing, he elected not to stop the airplane and risk getting stuck. Instead, he completed a turn at the top of the landing area, but was unable to straighten the direction of travel enough for a takeoff. Subsequently, to straighten the airplane before the takeoff, he completed a left 360° turn.

During the downhill takeoff, the airplane had poor acceleration and insufficient airspeed to fly, so he aborted the takeoff. As he reduced the engine power, the airplane slowed to what he felt to be a reasonable speed and he initiated a left turn. Subsequently, the right ski dug into the snow, and the airplane came to rest inverted.

The airplane sustained substantial damage to the empennage.

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

ANCHORAGE, Alaska (KTUU) The National Transportation Safety Board is investigating after a flightseeing plane appeared to turn over on its back on Ruth Glacier around noon Sunday.

Staff with Talkeetna Air Taxi Company said the single-engine plane is part of its fleet.

Six passengers and a pilot were on board the de Havilland Canada DHC-2 Beaver, according to the National Transportation Safety Board.

Paul Roderick with Talkeetna Air Taxi said it appears the pilot was landing and turning around to go back up the runway when the plane hit some snow.

Clint Johnson, Alaska Region Chief for the National Transportation Safety Board said four people have minor injuries from the incident. Roderick said he believes the injuries include bumps and bruises.

Johnson said the plane is wheel ski equipped. 

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

Bushby Mustang II, N929DS: Fatal accident occurred September 24, 2015 at Granbury Regional Airport (KGDJ), Hood County, Texas

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

NTSB Identification: CEN15FA422
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 24, 2015 in Granbury, TX
Probable Cause Approval Date: 05/31/2017
Aircraft: PIERCE, HENRY BUSHBY MUSTANG II, registration: N929DS
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.

Witnesses observed the airplane takeoff, and level off as it flew down the runway at a low altitude. It then entered a steep nose-up climb, followed by a sudden roll to the right and a steep nose-down descent. Video images from a security camera, showed the airplane descended at about 20° to 30° nose-down attitude until it impacted the terrain. Examination of the wreckage did not find any anomalies that would have contributed to the accident. Signatures on the propeller were consistent with the propeller being driven during the impact sequence. A review of the pilot's video camera found recordings of similar maneuvers that had a right rolling tendency during the airplane's recovery to level flight. The circumstances of the accident were consistent with the pilot's exceedance of the airplane's critical angle of attack during a steep climb resulting in an aerodynamic stall and collision with terrain.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's exceedance of the airplane's critical angle of attack resulting in an aerodynamic stall and collision with terrain.


Casey Joe Bussett 

Chad Earl “The Hulk” Hughes



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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Arlington, Texas
Lycoming Motors; Williamsport, Pennsylvania 

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/N929DS



NTSB Identification: CEN15FA422
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 24, 2015 in Granbury, TX
Aircraft: PIERCE, HENRY BUSHBY MUSTANG II, registration: N929DS
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.

HISTORY OF FLIGHT

On September 24, 2015, at 1908 central daylight time, a kit-built Mustang II airplane, N929DS, impacted terrain during initial climb at Granbury Regional Airport (GDJ), Granbury, Texas. The pilot and the passenger were fatally injured, and the airplane was destroyed. The airplane was registered to and operated by a private individual, as a 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed and a flight plan had not been filed. At the time of the accident the airplane was departing GDJ for a local flight.

Witnesses at the north end of the runway, reported that after the airplane took off to the south, it briefly leveled off and flew down the runway at low altitude. It then entered a steep nose-up climb, followed by a sudden roll to the right, and a steep nose-down descent. Video images from a security camera, about 700 feet away, showed the airplane descended in a 20° to 30° nose-down attitude. The airplane impacted the terrain and a postimpact fire ensued.





PERSONNEL INFORMATION

The pilot was employed as a helicopter pilot for an air ambulance company. He normally operated Bell 206L3 and 407 helicopters. He purchased, N929DS, a completed Mustang II on August 18, 2015. The pilot had accumulated 33.5 hours in the accident airplane. The pilot's last biannual flight review was conducted on June 3, 2014, in a Bell 206L3. The pilot's last biannual flight review in a fixed-wing aircraft was not located during the investigation. It could not be determined when the pilot last practiced stall recoveries.

AIRCRAFT INFORMATION

N929DS, was an amateur built, low wing, single engine airplane. On May 19, 2015, the airplane was inspected in accordance with Federal Aviation Rule 43 Appendix D and found to be in a condition for safe operation. At the time of that inspection, the airplane and engine had accumulated 402.88 hours. Using data obtained from the pilot's log book, at the time of the accident, the airplane had accrued no less than 436.3 hours.

METEOROLOGICAL INFORMATION

AIRPORT INFORMATION



WRECKAGE AND IMPACT INFORMATION

The wreckage came to rest in a grass field near the departure end of runway 14. Impact signatures were consistent with a nose low collision with terrain. The airplane's propeller, spinner, and hub fractured from the engine at the propeller flange and was partially embedded in the ground. The main wreckage was several yards away from the propeller and consisted of the remainder of the airplane. A postimpact fire consumed much of the wreckage. Flight control continuity was established. Examination of the propeller found deep pitting and gouging on the leading edges of both blades. In addition, both blades exhibited deep chord wise scratches. One blade was fractured near its mid-span with grainy, gravelly fracture surfaces. No anomalies were detected with the airframe.

The engine was examined. Engine continuity and compression was verified to each cylinder. The carburetor and magentos were heat damaged and could not be tested. There were no preimpact defects noted with the engine.

Several cockpit electronic devices which had the potential for retaining data via non-volatile memory were sent to the NTSB laboratory for examination and data download. Fire damage precluded the download of data from any of the devices. A GoPro Hero 2 camera found in the wreckage was also sent to the lab for download.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by Tarrant County Medical Examiner as authorized by the Justice of the Peace of Hood County. The cause of death was "multiple blunt force injuries due to [an] aircraft crash with [a] post-crash fire." The manner of death was ruled an accident.

The FAA Civil Aerospace Medical Institute performed forensic toxicology on specimens from the pilot. Testing was negative for all tested substances.

TESTS AND RESEARCH

GoPro Camera

An exterior examination revealed the camera unit had not sustained any damage and image recording information was extracted from the associated SD card. The card contained 26 aviation related video files. Of the 26 video files, 18 were determined to have been recorded in the accident airplane. None of the 18 video files recorded in the accident airplane contained a recording of the accident flight.

Of the 18 video files, eight recordings contained a maneuver similar to the maneuver described by witnesses. In the eight recordings, the aircraft began a takeoff roll, became airborne, and remained at a low altitude as it traveled down the runway. Near the departure end of the runway, the aircraft climbed quickly and subsequently was brought to a level attitude. In most recordings where this maneuver was conducted, the aircraft exhibited a varying degree of right roll, either at the same time the aircraft was brought to a level attitude or within moments thereafter. During the 8 recordings when this maneuver was conducted, the aircraft's airspeed indicator never displayed a value of less than 80 mph. During one recording in which this maneuver was conducted, an electronic tone was heard on the audio track. The electronic tone was consistent with the stall warning tone heard on the aircraft's previous landings. The indicated airspeed at the time of this tone was approximately 105 mph and the aircraft's attitude was about 10° in pitch and 45° in roll to the right. At this time, the pilot was exiting the climb maneuver and leveling the airplane. Though the stall warning horn did briefly sound, there were no other indications the aircraft was approaching a stalled condition.

NTSB Identification: CEN15FA422
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 24, 2015 in Granbury, TX
Aircraft: PIERCE, HENRY BUSHBY MUSTANG II, registration: N929DS
Injuries: 2 Fatal.

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


On September 24, 2015, at 1908 central daylight time, a Bushby Mustang II, single-engine airplane, N929DS, impacted terrain during initial climb at Granbury Regional Airport (KGDJ), Granbury, Texas. The pilot and the passenger were fatally injured, and the airplane was destroyed. The airplane was registered to and operated by a private individual, as a 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions (VMC) prevailed and a flight plan had not been filed. At the time of the accident the airplane was departing KGDJ for a local flight.


Witnesses at the north end of the runway, viewing the airplane from the left rear, reported that after a southbound takeoff the airplane briefly leveled off and flew down the runway at low altitude. It then entered a steep nose-up climb, followed by a sudden roll to the right and a steep nose-down descent. Video images from a security camera about 700 feet away showed the airplane was descending at about 20 to 30 degrees at the time of impact and there was an immediate explosion and fire. The airplane came to rest upright and was substantially consumed by the postimpact fire.


Several damaged avionics components containing non-volatile memory (NVM), including engine performance data, were removed from the wreckage for examination and an extraction of useful data may be possible.


At 1855 the Automated Surface Observation System at KGJD reported wind from 040 degrees at 3 knots, visibility 10 miles, sky clear of clouds, temperature 31 degrees Celsius (C), dew point 9 degrees C, and an altimeter setting of 30.03 inches of Mercury.

Mooney M20J 201, N211ZN, Yarbrough Southwest Corporation: Accident occurred May 28, 2017 at Lakeway Airpark (3R9), Travis County, Texas

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

Additional Participating Entity:

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

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

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

Yarbrough Southwest Corp: http://registry.faa.gov/N211ZN 

NTSB Identification: CEN17LA198
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 28, 2017 in LAKEWAY, TX
Aircraft: MOONEY M20J, registration: N211ZN
Injuries: 1 Uninjured.

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

On May 28, 2017, about 1200 central daylight time, a Mooney M20J airplane, N211ZN, impacted ground objects during a runway excursion on runway 34 at the Lakeway Airpark (3R9), near Lakeway, Texas. The pilot was uninjured. The airplane sustained substantial wing damage. The airplane was registered to Yarbrough Southwest Corp. and was operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed in the area about the time of the accident and the flight was not operated on a flight plan. The flight originated from the Tierra Linda Ranch Airport, near Kerrville, Texas, about 1139 and was destined for 3R9.

According to the pilot, his glasses broke during the flight. The right lens screw fell out, which caused the lens to separate from the frame and fall out away from his reach. Aware of power lines at the south end of the field, the pilot elected to fly a higher glidepath than normal and proceed into the landing sequence higher than was normal due to his now restricted vision, so as to assure clearance of the power lines. The airplane landed long. The pilot subsequently recognized that the airplane was long of the desired touchdown point and elected not to go around due to concern of obstacles in the area. Due to the long landing, the airplane continued off the runway and its left wing impacted a stone mailbox.

The pilot's report indicated that there were no airplane mechanical malfunctions.

The pilot's report indicated "unknown" for his medical certificate. Federal Aviation Administration records revealed that the pilot's last medical certificate was dated December 18, 2007.


The pilot's safety recommendation was "to purchase corrective lenses with frames that will not allow a lens to fall out" and to "bring an additional set of glasses when flying."

NTSB Identification: CEN17LA198
14 CFR Part 91: General Aviation
Accident occurred Sunday, May 28, 2017 in LAKEWAY, TX
Aircraft: MOONEY M20J, registration: N211ZN
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 May 28, 2017, about 1245 central daylight time, a Mooney M20J airplane, N211ZN, impacted ground objects during a runway excursion on runway 34 at the Lakeway Airpark (3R9), near Lakeway, Texas. The pilot was uninjured. The airplane sustained substantial wing damage on impact with the ground objects. The airplane was registered to Yarbrough Southwest Corp. and was operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed in the area about the time of the accident and the flight was not operated on a flight plan. The flight originated from the Kerrville Municipal Airport/Louis Schreiner Field, near Kerrville, Texas and was destined for 3R9.

According to initial information, the pilot reported that his glasses broke during the first flight following an annual inspection. The pilot landed the airplane long, it exited the end of the runway, and the airplane impacted a stone mailbox with its wing.




 4:45 p.m. update: A small plane that crashed in Lakeway has been moved back onto the airport property and there are no further road closures, Lakeway police said.

Earlier this afternoon, the pilot ran off the runway at the Lakeway Airpark, drove through a driving range and hit a tree and a mailbox, a Lakeway Police Department dispatcher said.

Lakeway Police Sgt. Jason Brown said there were initial reports of minor injuries, but he said no one was taken to the hospital.

A portion of the 500 block of Flamingo Boulevard north of the airport was closed for a couple of hours but has since reopened, with no further road closures, Brown said.

The Department of Public Safety and the Federal Aviation Administration are handling the investigation, Brown said.

Earlier: A small plane crashed into a tree in Lakeway Sunday afternoon, a Lakeway police dispatcher said.

The call came in at 12:45 p.m. Sunday at the 115 block of Flying Scot Street in Lakeway.

The pilot ran off the runway at the Lakeway Airpark, drove through a driving range and struck a tree and a mailbox, the dispatcher said. No major injuries were reported.

The Federal Aviation Administration and the Texas Department of Public Safety are en route to assist in the investigation.

The dispatcher said she could not release the name or age of the pilot, and she did not know if the pilot was attempting to take off or to land.

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

LAKEWAY, Texas (KXAN) – A small plane crashed early Sunday afternoon after landing south-to-north at Lakeway Airpark, said Lakeway Police Chief Todd Radford.

The pilot, who was the only occupant, was not hurt, he said.

Just before 12:45 p.m., the Mooney M20J ran off the north end of the runway, through a golf driving range and across the 500 block of Flamingo Boulevard before striking a rock mailbox and a tree, Radford said.

The Texas Department of Public Safety and the Federal Aviation Administration were sending crews to assist in the investigation soon after the call came in, he said.

Original article can be found here:   http://kxan.com

Schleicher ASW-19B, N27XX: Accident occurred September 19, 2015 at Saratoga County Airport (5B2), New York

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

NTSB Identification: ERA15LA367
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Saratoga Springs, NY
Probable Cause Approval Date: 07/26/2017
Aircraft: SCHLEICHER ASW 19B, registration: N27XX
Injuries: 1 Serious.

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

The private pilot was attempting to land the glider. A witness described the glider's initial approach to the runway as "high and fast" and noted that the landing gear and spoilers were retracted. He added that the glider flew about halfway down the runway, climbed, turned right, and banked steeply before making a left “teardrop” turn. The glider then flew down the runway in the opposite direction. The landing gear extended and retracted at least once during the turn. The glider made a second low pass over the runway at an “excessive” speed but did not land. The glider then entered another climb and made a very steep descending left turn, and the left wing struck the ground followed by the nose. Data extracted from a GPS found in the wreckage were consistent with the witness's observations. The pilot was seriously injured and could not remember the accident sequence of events.

Postaccident examination of te wreckage revealed no evidence of any preimpact mechanical deficiencies that would have precluded normal operation of the glider.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain glider control while attempting to land.


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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Syracuse, New York 

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

http://registry.faa.gov/N27XX





NTSB Identification: ERA15LA367
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Saratoga Springs, NY
Aircraft: SCHLEICHER ASW 19B, registration: N27XX
Injuries: 1 Serious.

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 September 19, 2015, about 1409 eastern daylight time, a Schleicher ASW 19B glider, N27XX, was destroyed when it collided with terrain while attempting to land at Saratoga County Airport (5B2), Saratoga, New York. The private pilot was seriously injured. The glider was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions were reported and no flight plan was filed for the local flight. The flight originated at 5B2 about 1338.

A designated pilot examiner for the Federal Aviation Administration (FAA) was at the airport and witnessed the accident. He stated that he first observed the glider when it was on final approach for runway 32. The glider was "high and fast," and the landing gear and spoilers were retracted. He said the glider flew about halfway down the runway, climbed, turned right. It then banked steeply, made a left "teardrop" turn, and flew down the runway in the opposite direction. The witness never saw the spoilers extend, but the landing gear did extend and retract at least once during the turn. The glider made a second low pass (below 100 ft) over the runway at an "excessive" speed, but did not land. The witness said the glider entered another climb, made a very steep left turn, and nearly missed colliding with a building. The glider descended while in the turn and the left wing struck the ground followed by the nose. The witness said, "To summarize, the glider basically flew from a starting altitude of less than 50 ft, made nearly two complete teardrop course reversals. The left wing struck the ground before completing the second. During this time, possibly as much as two minutes, the gear was extended and retracted at least once but I did not see the spoilers extend."

The pilot stated that he did not remember the accident flight.

Data contained in a FlyWithCE GPS found in the wreckage was consistent with the witness's statement. The data, which included latitude/longitude, altitude, and groundspeed, began recording at 1338:32 when the glider departed runway 32 and ended at 1409:10. After departure, the glider performed several turning maneuvers away from the airport before returning to land. When the airplane arrived back at the airport, it flew downwind for runway 32 before turning onto final approach. At 1407:53, at a groundspeed of 154 knots, the glider flew about halfway down runway 32, before making a right turn followed by a steep left turn back down the runway, but in the opposite direction. At 1408:53, at a groundspeed of 80 knots, the glider entered a descending left turn before the data ended at 1409:10.

Postaccident examination of the wreckage by an FAA inspector revealed that glider cart-wheeled and came to rest on the right side of the final approach path of runway 32, resulting in extensive impact damage to the glider's wings and fuselage. The landing gear and spoilers were retracted. No mechanical deficiencies were noted that would have precluded normal operation of the glider prior to the accident.

The pilot held a private pilot certificate with ratings for airplane single-engine land, airplane single-engine sea, and glider. The pilot reported a total of 310 hours of flight experience; of which 145 hours were in gliders, and 56 hours was in the same make/model as the accident glider. The pilot was not required to have an FAA-issued medical certificate to operate a glider.

Weather reported at Albany International Airport (ALB), Albany, New York, at 1351, located about 18 miles south of 5B2, included wind from 170 degrees at 11 knots gusting to 17 knots, visibility 10 miles, few clouds at 11,000 ft, scattered clouds at 23,000 and 28,000 ft, temperature 27 degrees C, dewpoint 14 degrees C, and a barometric altimeter setting of 29.87 inches of mercury.


NTSB Identification: ERA15LA367
14 CFR Part 91: General Aviation
Accident occurred Saturday, September 19, 2015 in Saratoga Springs, NY
Aircraft: SCHLEICHER ASW 19B, registration: N27XX
Injuries: 1 Serious.

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

On September 19, 2015, about 1410 eastern daylight time, a Schleicher ASW 19B glider, N27XX, was destroyed when it collided with terrain while attempting to land at the Saratoga County Airport (5B2), Saratoga, New York. The private pilot was seriously injured. The glider was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions were reported and no flight plan was filed for the local flight. The flight originated at 5B2 at an unknown time.

A designated pilot examiner for the Federal Aviation Administration (FAA) was at the airport and witnessed the accident. He stated that he first observed the glider when it was on final approach for runway 32. The glider was "high and fast," and the landing gear and spoilers were retracted. He said the glider flew about halfway down the runway, climbed, and made a steep right turn and attempted to land on the runway in the opposite direction. The witness never saw the spoilers extend, but the landing gear did extend and retract at least once during the turn. The glider made a second low pass (below 100 ft) over the runway at an "excessive" speed, but did not land. The witness said the glider entered another climb and made a very steep left turn and nearly missed a building. The glider descended while in the turn and the left wing struck the ground followed by the nose.

Initial examination of the wreckage by an FAA inspector revealed that glider cartwheeled and came to rest on the right side of the final approach path of runway 32, which resulted in extensive impact damage to the glider's wings and fuselage. The landing gear and spoilers were retracted.

United States Navy SEAL killed in parachute accident at Fleet Week event in Jersey City



JERSEY CITY, New Jersey (WABC) --  A U.S. Navy SEAL was killed on Sunday was killed when his parachute malfunctioned during a Fleet Week event in Jersey City.

The Coast Guard confirms that at 12:18 p.m., they responded to a person in the water off Liberty State Park.

The person was removed from the water with a rescue boat and taken to Jersey City Medical Center.

Video showed a piece of the parachute coming down after the parachutist separated from his chute and landed in the water.

Story and video:  http://abc7ny.com 





JERSEY CITY - A Navy SEAL parachutist has died after his parachute malfunctioned during a Fleet Week demonstration Sunday afternoon.

The incident happened off Jersey City around 12:30 p.m. The parachutist was one of four with the Navy's elite Leap Frog Jump Team that were performing when his chute did not deploy properly. He cut the chute loose, sending him plunging into the Hudson River, while his gear fluttered away.

The parachute landed in a parking lot on Hudson Street.

The Jersey City Fire Department's Marine Unit and a Coast Guard crew pulled the parachutist from the water. He was hospitalized, and was later pronounced dead.

His identity has not been released.

An investigation is underway to determine why the parachute malfunctioned. 

Story and video: http://newjersey.news12.com



JERSEY CITY -- A Navy SEAL team member has died when his parachute failed to open during a Fleet Week demonstration over the Hudson River.

A Navy spokesman said the accident occurred shortly after noon Sunday near Liberty State Park. The parachutist was a member of an elite Navy parachute team called the Leap Frogs.

The victim wasn't identified pending notification of family.

The Navy says the parachutist was rescued from the water by Coast Guard and local fire department responders who were on standby, but was pronounced dead at a hospital at 1:10 p.m.

The cause of the parachute malfunction is under investigation.


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