Tuesday, August 29, 2017

Fuel Starvation: Beech M35 Bonanza, N339Z; accident occurred August 29, 2017 near Lake Havasu City Municipal Airport (KHII), Mohave County, Arizona








































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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona
Continental Motors; Mobile, Alabama
Textron Aviation; Wichita, Kansas
 
Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf



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

http://registry.faa.gov/N339Z

Location: Lake Havasu City, AZ
Accident Number: WPR17LA190
Date & Time: 08/29/2017, 0639 MST
Registration: N339Z
Aircraft: BEECH M35
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 29, 2017, about 0639 mountain standard time, a Beech M35 airplane, N339Z, was substantially damaged during a forced landing near Lake Havasu City Airport (HII), Lake Havasu City, Arizona. The private pilot received minor injuries. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed for the cross-country flight. The flight originated from Hemet-Ryan Airport, (HMT), Hemet, California, at an unknown time and was destined for HII.

According to the pilot, he kept the airplane in a hangar at HMT, and he makes the trip between HMT and HII regularly. The pilot did not recall his exact departure fuel from HMT. He conducted the takeoff and climbout, as he always did, on the left main fuel tank. After reaching his cruise altitude of 7,500 ft, he switched to the auxiliary tanks, and later, to the right main tank. While in cruise, he also activated the two pumps to transfer fuel from the tip tanks to the main tanks. He began his letdown for HII about 30 miles out, and when he had the airport in sight, as was his habit, he switched the fuel selector to the left main tank for the landing. At that point the airplane was about 4 miles from HII, and about 2,000 ft above the airport elevation. The engine stopped producing power but continued to windmill. The pilot selected the landing gear down, advanced the mixture and propeller controls, verified that the ignition switch was set to the 'BOTH' position, and that the fuel boost pump was switched on. The engine continued to windmill, but did not start, even after the pilot pushed the engine start button.

The pilot determined that the airplane would not reach the runway, and selected an open desert area as his landing location. He switched to the right main fuel tank, but there was no change in the engine; it continued to windmill only. A short time later, the pilot switched back to the left main tank, again to no avail. While on short final to his selected off-airport site, the pilot recognized that the airplane would strike a "gully" that was approximately perpendicular to his direction of travel; he intentionally pulled up to overfly the gully, with the knowledge that the airplane would likely stall as a result. The airplane overflew the gully, and came down hard on the nose landing gear. The nose landing gear collapsed, but the airplane slid upright to a stop. The pilot shut down the airplane and exited on his own.

First responders arrived on scene shortly thereafter, and the airplane was recovered to a secure facility later that day. The recovery personnel reported that none of the fuel tanks were breached, and that the airplane had about 43 gallons of fuel on board, all of which was contained in the two main tanks. The airplane was retained at the recovery facility for detailed examination by investigators.

Pilot Information

Certificate: Private
Age: 65, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Unknown
Last FAA Medical Exam: 07/15/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 02/08/2017
Flight Time:  (Estimated) 400 hours (Total, all aircraft), 145 hours (Total, this make and model) 

The pilot held a private pilot certificate with an airplane single-engine land rating. The pilot reported that he had about 400 hours total flight experience, including about 145 hours in the accident airplane make and model. The pilot reported that he had successfully completed Bonanza Pilot Proficiency Program (BPPP) training through the American Bonanza Society. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued in July 2016, and his most recent flight review was completed in February 2017. 

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N339Z
Model/Series:M35 
Aircraft Category: Airplane
Year of Manufacture: 1960
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: D-6507
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 06/05/2017, Annual
Certified Max Gross Wt.: 2952 lbs
Time Since Last Inspection: 41 Hours
Engines: 1 Reciprocating
Airframe Total Time: 5928 Hours
Engine Manufacturer: Continental
ELT: Installed
Engine Model/Series: IO-470
Registered Owner: On file
Rated Power: 260 hp
Operator: On file
Operating Certificate(s) Held: None

General

The airplane was manufactured in 1960, and was equipped with a Continental Motors IO-470 series engine. The pilot purchased the airplane in September 2016. Maintenance records indicated that the engine was factory-rebuilt in August 1995, and installed in the airplane at a tachometer time of about 827 hours. The most recent annual inspection was completed in June 2017. At that time, the tachometer registered about 1,633 hours.

Fuel System

The airplane was equipped with six fuel tanks, three in each wing. These were designated as Main, Auxiliary ('Aux'), and Tip. The main tanks were bladder tanks, each with a capacity of 25 gallons, of which 22 gallons were usable. Each main tank was equipped with an internal header tank located at the aft inboard corner of the main tank. The sole fuel pickup line for each main tank was located inside each header tank. The fuel pickup line included an attached finger screen, and threaded into a fitting on the header tank. The outboard side of each header tank was equipped with a one-way flapper valve that permitted fuel to flow into, but not out of, the header tank. This header tank system was intended to prevent temporary unporting of the fuel pickup during banked flight.

The bladder-type aux tanks were each 10 gallon capacity, of which 9.5 gallons were usable. The airplane was placarded to "use auxiliary fuel in level flight only." The tip tanks were non original equipment manufacturer modifications. Each of the tip tanks was plumbed to its respective main tank, and fuel could be independently transferred from the tip tank to its respective main tank via a pilot-activated pump. The airplane was placarded to "transfer tip tank fuel in level flight only."

Each main tank fuel pickup line was plumbed directly to the fuel selector valve. The aux tank fuel lines were plumbed to a single line that was then plumbed to the fuel selector valve. The tip tanks were not plumbed to the fuel selector valve.

The fuel selector valve was mounted on a horizontal surface just outboard and forward of the pilot's seat bottom, and was actuated/set by manual rotation of its handle. The fuel selector valve had four designated settings. The selector handle setting positions were not spaced uniformly around the valve control face. Assigning 12 o'clock as the forward position, the four setting positions were: Right main (4 o'clock), Aux tanks (6 o'clock), Left Main (8 o'clock), and Off (10 o'clock).

Pilots Operating Handbook (POH) Information

The landing gear was electrically controlled and actuated, and was equipped with a manual extension system for certain failures. The landing gear could be operated independently of whether the engine was producing power. The POH did not state landing gear extension or retraction times.

The only reference to fuel tank selection in the Cruise, Descent, or Before Landing subsections of the "Normal Procedures" section of the POH was contained in the "Before Landing" checklist, which stated that the fuel selector valve should set to the "more nearly full" main tank. The POH did not address any altitude considerations for this fuel tank selection.

The "Emergency Procedures" Section of the POH contained the following checklists for relevant procedures: 



Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: EED, 983 ft msl
Distance from Accident Site: 18 Nautical Miles
Observation Time: 0656 PDT
Direction from Accident Site: 315°
Lowest Cloud Condition: Few / 10000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: / None
Wind Direction:
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.85 inches Hg
Temperature/Dew Point: 35°C / 8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Hemet, CA (HMT)
Type of Flight Plan Filed: None
Destination: Lake Havasu City, AZ (HII)
Type of Clearance: VFR Flight Following
Departure Time: 0545 PDT
Type of Airspace:

The 0656 automated weather observation from Needles Airport (EED), Needles California, located about 18 miles northwest of HII, included calm wind, visibility 10 miles, few clouds at 10,000 ft, temperature 35oC, dew point 8oC, and an altimeter setting of 29.85 inches of mercury.

Airport Information

Airport: Lake Havasu City (HII)
Runway Surface Type: Dirt
Airport Elevation: 783 ft
Runway Surface Condition: Dry; Rough; Vegetation
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: Forced Landing 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 34.571111, -114.358333 (est) 

The airplane came to rest upright on open, flat desert terrain about 1 mile south-southwest of the HII runway 32 threshold. None of the fuel tanks had been breached.. According to the recovery personnel, just after the accident, the left main tank contained 23 gallons of fuel, the right main tank contained 20 gallons of fuel, and the other four tanks were empty. Each tank was equipped with a filler neck and cap assembly, and all caps were found installed.

Airframe and Engine Examination

The airplane was not examined by NTSB personnel until after it had been recovered. The wings had been unbolted and removed for transport, and except for impact-related damage, the airplane was otherwise intact. When examined, the tachometer registered about 1,674 hours.

The left main tank bladder material was slightly brittle, consistent with aging. The header tank flapper valve door moved freely, and appeared to be fully functional. The header tank bladder was cut open, revealing two layers of foam, each half the height of the tank. The top layer of foam was intact, but the lower layer of foam was deformed and wrapped/folded over on itself in the region of the finger screen, in a direction consistent with the rotation direction of the screen during installation. The foam had taken a set, consistent with it having been deformed for some undetermined but substantial duration. The finger screen was detached (broken solder joints) from the inlet/pickup line, and was trapped in the deformed foam. Although the finger screen no longer performed its function, the fuel inlet line did not appear to be obstructed.

The right main tank bladder material appeared newer and more flexible than that of the left main bladder. The header tank was opened. Unlike the left tank, it was not foam-filled, and the pickup screen was intact and attached. The flapper valve door moved freely, and appeared to be fully functional.

The fuel selector placard was worn to the point where the position marker for the left tank was absent. The fuel selector valve detents were less than positive/firm, consistent with wear, and there was moderate resistance in handle rotation. The handle was able to be rotated continuously in either direction. The valve port dimensions were such that a handle rotation arc of about 25° (about 1/16 of a full 360° rotation) would transition any port between fully open and fully closed. This arc equates to about 3/8 to 1/2 inch of travel of the selector handle end. According to FAA publication AC43-13-1B paragraph 8-34d, an "improper fuel valve position setting can seriously reduce engine power by restricting the available fuel flow. Check [the mechanism] for wear and excessive clearance which prevent the valve from positioning accurately."

The engine-driven fuel pump (EDP) connection of the fuel line from the selector valve to the EDP was observed to have utilized Teflon tape on the male fitting that threaded into the EDP; the use of Teflon tape for this connection is prohibited, per FAA AC43-13-1B, paragraph 8-38f. Functional tests using low pressure shop air revealed that all fuel lines were properly routed and clear, and that the fuel selector functioned properly in all four positions. Subsequent disassembly of the fuel selector valve revealed that its design limited handle rotation to about 180o, through all 4 positions, but that the internal mechanism limiting handle rotation had failed, which permitted the handle to be rotated continuously in either direction. The failure did not appear to affect valve functionality.

The electric fuel boost pump was located in the left wing wheel well. The pump was observed to be installed securely, with secure fittings and no evidence of any damage or fuel leakage. The pump was removed from the wing and tested via the application of 12vdc. The motor operated, and fuel was ejected from the outlet side of the pump.

Visual examination of the engine indicated that it appeared to be intact. All cylinders were undamaged, and securely installed on their cylinder bays. The top spark plugs were removed and visually inspected; they displayed normal operating and wear signatures when compared to published guidance by Champion. Borescope examination of the upper chambers of the cylinders revealed that the cylinder bores, valve heads, and piston faces displayed normal operating and combustion signatures. The crankshaft was rotated manually, and continuity was established between the crankshaft, camshaft, connecting rods, and the associated components driven by the accessory gears on the aft face of the engine. During crankshaft rotation all cylinders displayed thumb compression and suction

During manual crankshaft rotation, both magneto impulse couplings operated normally, and both magnetos produced sparks. The EDP remained attached to its installation point and was undamaged, and all fuel lines remained secured to the EDP. The throttle and metering assembly remained attached to its installation point and was undamaged. The throttle and mixture control arms remained secured to their shafts, and the control cable rod ends remained secured to the control arms. All fuel lines were secure. The fuel manifold valve remained attached to its installation point and was undamaged. There were no signs of fuel leaks or any other anomalies noted. The induction system displayed minor impact damage to the induction Y-pipe. The exhaust system remained attached to the engine and displayed minor impact damage. There were no signs of induction or exhaust leaks noted.

The two blade, variable pitch propeller remained attached to the crankshaft. Both blades remained attached to the propeller hub and displayed impact damage. One blade displayed aft bending deformation and scratches in multiple directions on the propeller face, with chordwise scratches at the propeller tip. The other blade displayed minor aft bending deformation and chordwise scratches at the propeller blade tip.

Engine Test Run

Based on the examination results, the engine was removed from the airframe and shipped, without the propeller, to Continental Motors in Mobile for a test run attempt. The rear two mount legs were fractured. Some blue/green staining was noted on the engine oil sump. The magneto-to-engine timing for both magnetos was found to be set 1o earlier than the manufacturer's specified value. The engine was placed on a stand, and some baffling and accessories were removed for the test run The engine was prepared for operation by installing the appropriate thermocouples, pressure lines, and test pads for monitoring purposes.

The engine started normally on the first attempt without hesitation or stumbling in observed rpm. The rpm was advanced in steps for warm-up in preparation for full power operation. The engine throttle was advanced to each of four different rpm values (1,200, 1,600, 2,450 and full) and held at that rpm for five minutes to stabilize. At each setting, the engine performed normally without any hesitation, stumbling, or interruption in power. The throttle was then rapidly advanced from idle to full throttle five times, and again the engine performed normally. Throughout the test phase, the engine accelerated and performed normally, and demonstrated the ability to produce rated horsepower.

Restarting Fuel Injected Engines

Chapter 6 (Aircraft Systems) of the FAA publication Pilot's Handbook of Aeronautical Knowledge (PHAK) stated that running a fuel tank dry will cause the engine to stop, and that "running a tank completely dry may allow air to enter the fuel system and cause vapor lock, which makes it difficult to restart the engine. On fuel-injected engines, the fuel becomes so hot it vaporizes in the fuel line, not allowing fuel to reach the cylinders."


NTSB Identification: WPR17LA190
14 CFR Part 91: General Aviation
Accident occurred Tuesday, August 29, 2017 in Lake Havasu City, AZ
Aircraft: BEECH M35, registration: N339Z
Injuries: 1 Minor.

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

On August 29, 2017, about 0639 mountain standard time, a Beechcraft M35, N339Z, was substantially damaged during a forced landing near Lake Havasu City Airport (HII), Lake Havasu City, Arizona. The private pilot/owner received minor injuries. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed.

According to the pilot, he based the airplane in a hangar at Hemet-Ryan Airport (HMT) Hemet, California, and he makes the trip between HMT and HII regularly. The airplane was equipped with six fuel tanks (two each main, auxiliary, and tip). The pilot did not recall his exact departure fuel from HMT, but he conducted the takeoff and climbout, as he always did, on the left main tank. Once at his cruise altitude of 7,500', he switched to the auxiliary tanks, and later, to the right main tank. While in cruise, he also turned on the two pumps to transfer fuel out of the tip tanks. He began his letdown for HII about 30 miles out, and when he had the airport in sight, as was his habit, he switched the fuel selector to the left main tank for the landing. The engine stopped producing power but continued to windmill. The pilot selected the landing gear down, advanced the mixture and propeller controls, and verified that the ignition switch was set to the 'BOTH' position. The engine continued to windmill, but did not start.

The pilot determined that he would not make the runway, and selected an open desert area as his landing location. He switched to the right main fuel tank, but there was no change in the engine; it continued to windmill only. A short time later, the pilot switched back to the left main tank, again to no avail. While on short final to his selected off-airport site, the pilot recognized that the airplane would strike a "gully" that was approximately perpendicular to his direction of travel; he intentionally pulled up/back to overfly the gully, with the knowledge that the airplane would likely stall as a result. The airplane overflew the gully, and came down hard on the nose landing gear. The nose landing gear collapsed, but the airplane slid to an upright stop. The pilot shut down the airplane and exited on his own. First responders arrived on scene shortly thereafter, and the airplane was recovered to a secure facility later that day. The recovery personnel reported that none of the fuel tanks were breached, and that the airplane had about 43 gallons of fuel on board, all of which was contained in the two main tanks. The airplane was retained for detailed examination at a later date.

Federal Aviation Administration (FAA) records indicated that the pilot held a private pilot certificate with an airplane single-engine land rating. The pilot reported that he had about 400 hours total flight experience, including about 125 hours in the accident airplane make and model.

FAA information indicated that the airplane was manufactured in 1960, and was equipped with a Continental Motors IO-470 series engine. The pilot purchased the airplane in September 2016. According to the pilot, the most recent annual inspection was completed in July 2017.

The 0656 automated weather observation from Needles Airport (EED), Needles California, located about 18 miles northwest of HII, included calm winds, visibility 10 miles, few clouds at 10,000 ft, temperature 35 degrees C, dew point 8 degrees C, and an altimeter setting of 29.85 inches of mercury.




One person was injured in a plane crash north of Lake Havasu City Tuesday morning.

Lake Havasu City emergency dispatchers began receiving calls from concerned residents at about 6:40 a.m. Tuesday, in reference to an aircraft in distress. The remains of that aircraft rested in a rocky field near Chenoweth Drive when first responders arrived.

A California resident was making his approach toward Lake Havasu City Municipal Airport when his plane lost altitude and made a crash-landing on the relatively flat expanse of rough desert near the intersection of Chenoweth Drive and State Route 95.

The 1960 Beech M35 aircraft is a total loss, according to Lake Havasu City Police Sgt. Tom Gray, and the cause of the crash is still unknown. The plane’s single occupant safely exited the aircraft, and was taken to Havasu Regional Medical Center for treatment of minor injuries, Gray said.

The police department contacted the Federal Aviation Administration and the National Transportation Safety Board, whose agents were as of Tuesday morning en route to investigate the crash.

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

Grumman American AA-1B, N8866L: Fatal accident occurred August 29, 2017 near Portland Municipal Airport (1M5), Sumner County, Tennessee

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Nashville, Tennessee
Lycoming; Atlanta, Georgia

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/N8866L

Location: Portland, TN
Accident Number: ERA17FA299
Date & Time: 08/29/2017, 1920 CDT
Registration: N8866L
Aircraft: GRUMMAN AA1
Aircraft Damage: Substantial
Defining Event: Fuel exhaustion
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

HISTORY OF FLIGHT

On August 29, 2017, about 1920 central daylight time, a Grumman AA-1B, N8866L, was substantially damaged when it impacted trees and terrain while approaching Portland Municipal Airport (1M5), Portland, Tennessee. The private pilot and passenger were fatally injured. The airplane was owned and operated by the pilot in accordance with the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local personal flight. The flight originated from 1M5 about 1831.

A student pilot, who was the pilot's grandson, flew the airplane 2 days before the accident flight. The student pilot stated that he completely fueled the airplane that day and then flew to Gallatin, Tennessee, to pick up his flight instructor for training. They flew for about 1.4 hours that day. The student pilot stated that the pilot did not purchase fuel before his accident flight, and no one else flew the airplane between the two flights.

Several witnesses reported seeing the airplane as it flew "low" shortly before the accident. They generally described that after it contacted the treetops it impacted the ground in a nose-down attitude.

A Garmin 196 GPS was recovered from the wreckage and sent to the National Transportation Safety Board Vehicle Recorders Laboratory for data download. Review of the data revealed that the airplane departed 1M5, flew south, and circled the city of Gallatin, Tennessee, before returning to 1M5. The last recorded position was about 0.5 miles south of the threshold of runway 1. According to the data, the duration of the accident flight was 0.83 hour.

PERSONNEL INFORMATION

According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with an airplane single-engine land rating. He held an FAA third-class medical certificate issued September 23, 2015, limited by a requirement to have available glasses for near vision. At the time of the medical examination, the pilot reported 450 total hours of flight experience. The pilot's logbook was not recovered.

AIRCRAFT INFORMATION

The airplane was issued an airworthiness certificate on October 20, 1976. According to the FAA type certificate data sheet for the Grumman AA-1B, the airplane was originally equipped with a 108-horsepower Lycoming O-235-C2C engine driving a two-bladed McCauley 1A105 SCM 7157 propeller. The engine had been replaced with a 150-horsepower Lycoming O-320-A2B engine driving a two-bladed Sensenich 74DM6-0-60 propeller.

According to FAA registration records, the pilot purchased the airplane on September 2, 2014.

According to the airplane's maintenance logbooks, the last annual inspection was completed on November 11, 2016. At that time, the airframe had accumulated a total time of 1,744.5 hours; the engine total time was 2,722.5 hours with 522.5 hours since overhaul. At the time of the accident, the recorded tachometer time was 1,786.4 hours.

The airframe maintenance logbook available for review was labeled "Book #2 Feb. 1999." The first page in this logbook indicated that the airplane was equipped with a Lycoming O-320-A2B engine. It is unknown when the O-235-C2C engine was removed and the O-320-A2B engine installed. An updated pilot operating handbook or operating handbook supplement that would have provided fuel consumption figures for the higher horsepower engine was not located.

A review of the Grumman American AA-1B Owner's Manual revealed that the airplane held 22 gallons of useable fuel. When equipped with the original O-235-L2C engine, the airplane consumed 5.3 gallons of fuel per hour at 2,500 ft and 64% cruise power, and the fuel endurance at this altitude and power setting was 3.9 hours. The Lycoming Operations Manual for the O-320-series engine stated that the engine consumed 10 gallons of fuel per hour at 75% rated power settings and 8.8 gallons per hour at 65% rated power settings.

METEOROLOGICAL INFORMATION

At 1953, the recorded weather at Bowling Green-Warren County Regional Airport (BWG), located 23 miles north of the accident site, included wind calm, visibility 10 statute miles, and scattered clouds at 4,600 ft.

WRECKAGE AND IMPACT INFORMATION

The accident site was about 2,500 ft from the threshold of runway 1 and 200 ft to the left of the runway centerline. The debris path was about 200 ft long from initial impact with 60-ft-tall trees to the main wreckage on a heading of 060° magnetic. A ground scar consistent with the engine and propeller was observed about 85 ft from the initial tree strike. The airplane came to rest upright on the landing gear on a heading of 240° magnetic. Flight control continuity was established to all flight controls.

The right wing separated and came to rest beside the main wreckage. The right fuel tank was crushed, and the fuel cap was missing. The right fuel tank appeared to be breached; however, there was no fuel odor or browning of vegetation. The left wing remained attached to the fuselage. The flap and aileron remained attached to the wing and were intact. The fuel tank was intact and not breeched. There was no fuel in the left tank. The fuel drain line was opened, and no fuel was present in the lines. The fuel selector valve was in the left tank detent. The electric boost pump filter was removed, and less than 1 teaspoon of fuel was captured. The mixture and throttle controls were full forward.

The fuselage and cockpit were substantially damaged. The canopy was shattered except for the sliding rails mounted on the fuselage. The seat belts were intact, and the pilot's seat belts were still connected. The passenger's seat belts were not connected, and there were no tears or stretch marks in the belt webbing.

The engine remained attached the fuselage. The engine was removed and placed on a lift for examination and partial disassembly. The top spark plugs were removed, and the engine was rotated by hand. Thumb compression was achieved on all cylinders. Continuity was established between the crankshaft to the rear gears and to the valvetrain. The cylinders were examined using a borescope, and no anomalies were noted. The propeller remained attached to the engine, however the propeller flange was fractured. One propeller blade was bent aft, and the spinner dome was crushed and fragmented. Neither of the propeller blades exhibited leading edge gouging or chordwise scratching.

The examination of the wreckage did not reveal evidence of any preimpact mechanical malfunctions.

MEDICAL AND PATHOLOGICAL INFORMATION

The Office of the Medical Examiner, Nashville, Tennessee, performed an autopsy on the pilot. The report listed the cause of death as multiple blunt force injuries.

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed forensic toxicology on specimens from the pilot. Citalopram was detected in urine and blood (0.411 µg/ml); N-Desmethylcitalopram was detected in urine and blood (0.083 µg/ml); and Verapamil and norverapamil were detected in the urine and blood.

Citalopram is an antidepressant medication also marketed with the name Celexa; N-Desmethylcitalopram is a metabolite of citalopram. Although not considered impairing by itself, the use of citalopram by pilots requires a special issuance medical certificate because the underlying depression can cause cognitive impairments. The pilot did not report the use of citalopram to the FAA at the time of his last medical examination. Verapamil is a prescription blood pressure medication that is not considered impairing. Norverapamil is a metabolite of verapamil. 

Pilot Information

Certificate: Private
Age: 67, Male
Airplane Rating(s): Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 09/23/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 450 hours (Total, all aircraft), 250 hours (Total, this make and model) 

Aircraft and Owner/Operator Information

Aircraft Make: GRUMMAN
Registration: N8866L
Model/Series: AA1 B
Aircraft Category: Airplane
Year of Manufacture: 1976
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: AA1B0666
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 11/11/2016, Annual
Certified Max Gross Wt.: 1561 lbs
Time Since Last Inspection: 42 Hours
Engines: 1 Reciprocating
Airframe Total Time: 1786.4 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C91  installed, activated, did not aid in locating accident
Engine Model/Series: O-320-A2B
Registered Owner: On file
Rated Power: 150 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KBWG, 537 ft msl
Distance from Accident Site: 23 Nautical Miles
Observation Time: 0053 UTC
Direction from Accident Site: 6°
Lowest Cloud Condition: Scattered / 4600 ft agl
Visibility:  10 Miles
Lowest Ceiling: Broken / 6500 ft agl
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: /
Wind Direction:
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.98 inches Hg
Temperature/Dew Point: 26°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Portland, TN (1M5)
Type of Flight Plan Filed: None
Destination: Portland, TN (1M5)
Type of Clearance: None
Departure Time: 1831 CDT
Type of Airspace: Class G

Airport Information

Airport: PORTLAND MUNI (1M5)
Runway Surface Type: Asphalt
Airport Elevation: 817 ft
Runway Surface Condition: Dry
Runway Used: 01
IFR Approach: None
Runway Length/Width: 5000 ft / 100 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal

Latitude, Longitude: 36.584722, -86.477500

NTSB Identification: ERA17FA299
14 CFR Part 91: General Aviation
Accident occurred Tuesday, August 29, 2017 in Portland, TN
Aircraft: GRUMMAN AA1, registration: N8866L
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 August 29, 2017 about 1957 central daylight time, a Grumman AA-1B, N8866L, was substantially damaged when it impacted trees and terrain while on approach to the Portland Municipal Airport (1M5), Portland, Tennessee. The private pilot and passenger were fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the flight that departed Lebanon Municipal Airport (M54), Lebanon, Tennessee about 1940. The airplane was owned and operated by the private pilot as a personal flight in accordance with the provisions of 14 Code of Federal Regulations Part 91.

Several witnesses stated they saw the airplane on approach coming in low, contact some tree tops and impact the ground.

The debris path was approximately 200 ft long from initial tree impact to the main wreckage on a heading of 060° magnetic. The accident site was about 2,500 ft from the runway threshold and 200 ft to the left of centerline. The airplane contacted tree tops about 60 ft above the ground. It then traveled approximately 225 ft, and impacted terrain. The right wing separated and came to rest beside the main wreckage. A ground scar consistent with the engine and propeller was observed about 85 ft from the initial tree strike. The airplane cartwheeled and came to rest upright on the landing gear, on a heading of 240° magnetic. Flight control continuity was established to all flight controls.

According to Federal Aviation Administration (FAA) records, the pilot held a private pilot certificate with a rating for airplane single-engine land. He held an FAA third-class medical certificate, issued September 23, 2015. At the time of the medical examination the pilot reported 450 total hours of flight experience.

According to the aircraft log book, the last annual inspection was performed on November 11, 2016. At that time, the airframe had accumulated a total time of 1744.5 hours, and the engine total time was 2722.5 hours, with 522.5 hours since overhaul. The airplane was issued an airworthiness certificate on October 20, 1976. The airplane was powered by a Lycoming O-320-A2B, 150 horsepower engine and driving a two-bladed Sensenich propeller. At the time of the accident, the recorded tachometer time was 1786.4.

The airplane was retained for further investigation. 

Harold "Ray" McKissack 


Harold "Ray" McKissack, age 67, of Hendersonville, passed away Aug. 29, 2017.

Mr. McKissack was preceded in death by his parents, William and Lola Godsey McKissack; brother, Billy McKissack.

He is survived by his wife, Elaine Pace McKissack; daughters, Angie (Brent) Cotten and Amanda (Kevin) Swinger; sister, Clara (Charles) Tidwell; grandchildren, Morgan Cotten, Anna Cotten, Ike Swinger, Zane Swinger and Chaz Swinger; great-granddaughter, Ava Grace Cotten; many members of the Pace Family along with numerous nieces and nephews.

Ray was born on June 12, 1950 in Winston County, Alabama. He met the love of his life at church in the Spring of 1965 and later married her on November 23, 1967. They had two daughters, Amanda and Angie. He loved his family and they adored him.

In addition to his family, Ray loved the Lord and his church. He was proud to be a Christian and loved sharing his faith with others. He was a member of First Baptist Church in Hendersonville (The Mike Brown Class).

He lived life to the fullest with a passion for playing guitars, flying airplanes and watching Alabama football. He was an avid guitar player and received his first guitar as a gift from his Grandpa Godsey at the age of 8. He loved gospel music and could often be found picking and singing with friends and family. His flying career began in his early 30's. He has been in the air ever since. He especially loved flying with his grandkids, nephew and airport buddies. In the Fall if he wasn't picking or flying he could be found watching the game with Elaine who traditionally wore her "Bama Jamas" for good luck.

Funeral Services were held on Sunday, Sept. 3rd at 2 p.m. at the First Baptist Church in Hendersonville, TN, with Dr. Bruce Chesser officiating. Interment was at Hendersonville Memory Gardens.

Visitation with the family began at the funeral home on Saturday, Sept. 2 from 4 to 7 p.m. and Sunday, Sept. 3 from 1 p.m. until service time at the First Baptist Church.

Pallbearers were Kevin Swinger, Brent Cotten, Ike Swinger, Zane Swinger, Chaz Swinger, Kevin Tidwell, Brian Tidwell and Brian Harrell. Honorary Pallbearers were friends at Portland Municipal Airport along with The Mike Brown Sunday School Class at First Baptist Church in Hendersonville.

The family requests in lieu of flowers that memorial donations be made to First Baptist Hendersonville Benevolence Fund.

Arrangements by Sellars Funeral Home at Hendersonville, 108 Monthaven Blvd., Hendersonville, TN 37075, www.sellarsfuneralservices.com.

Raferal Johnson
Nashville, TN

Raferal Johnson, age 33, passed away on August 29, 2017. He was preceded in death by his mother, Theresa Johnson-Harris. He is survived by his son Jeremiah Johnson, his grandparents, Walter and Annie Marie Johnson, his great-grandmother, Caroline Reynolds and a host of relatives and friends. Services will be held on Tuesday, September 5, 2017 at Ebenezer Community Church, 2624 Morena Street, Nashville, TN 37208. Visitation will occur from 11:00am - 12:00pm with funeral services to follow.



PORTLAND, Tenn. — Two Middle Tennessee men are dead after their plane crashed Tuesday night as they approached a runway.

The Grumman American AA-1B crashed roughly 2,500 feet from the end of Runway 1 at the Portland Municipal Airport around 7:55 p.m. Tuesday, according to a spokesperson for the Federal Aviation Administration. 

Portland Police Department Assistant Chief Dewel Scruggs said the aircraft hit a tree before crashing into a field on Airport Road near the airport.

The two passengers were ejected from the plane upon impact. Harold Ray Mckissack, 67, of Hendersonville, was pronounced dead at the scene. Police believe he was the plane's pilot.

The second occupant, Raferal Johnson, 33, of Nashville, was flown to Vanderbilt University Medical Center, where he later died.

The flight originated in Lebanon, Tenn. a spokesperson for the National Transportation Safety Board said Wednesday. 

Passenger's family mourns loss

As an FAA investigator began examining the site of the crash Wednesday morning, Annie Johnson approached the wreckage.

She had received a call around 9:15 p.m. the night before saying her grandson, Raferal Johnson, whom she raised, was in life-threatening condition. Annie Johnson and family members were able to make it to the hospital before he succumbed to his injuries, she said.

"We prayed, and then he took his last breath," said Raferal Johnson's cousin Dontaria Summers, who stopped by the wreckage Wednesday morning with her grandmother as they attempted to retrieve his truck from the airport.

Annie Johnson said her grandson and Mckissack had just been flying around in the area, as they sometimes did.

The two men were business partners in a local trucking company, she said, where Raferal Johnson had become a partial owner after driving for 14 years.

Raferal Johnson leaves behind a 3-year-old son.

Ryan Rhodes, manager of the Portland Municipal Airport, said he still knew little about what led to the fatal crash as the men approached the runway.

"We really don't know very much," Rhodes said.

The Portland Municipal Airport is located at 601 Airport Road, off of Highway 52 West.

The FAA will investigate and work with the National Transportation Safety Board to determine a probable cause of the crash.

Neighbors say plane was silent

For 32 years, Patty Greer has lived across from the Airport Road field where the plane crashed Tuesday night.

She has long been accustomed to the sound of planes flying overhead, not infrequently having to adjust the photos on her walls when someone’s private jet flies in.

“For all those years, I’ve known when a plane is coming in or going out,” Greer said Wednesday, standing in her doorway surveying the wrecked aircraft across the road.

But when the plane crashed the night before, she didn’t hear anything flying overhead. There was only a loud bang, something she thought was lightning at first.

She and her soon-to-be daughter-in-law went to the door.

“I looked out and seen the plane and all the tree limbs in the road,” Greer recalled. “I thought, ‘Oh Lord, that plane hit the tree, then went down.’”

The tree the plane struck was to the right of Greer’s home.

A next-door neighbor ran down the driveway toward the plane.

“What she seen was pretty gruesome,” Greer said.

Firetrucks, volunteer firefighters’ vehicles, ambulances and police cars soon lined the residential street by the airport. Police vehicles returned again Wednesday to continue the investigation.

The plane hit treetops about 100 yards from nearby houses, about 2000 yards short of the end of the runway, NTSB spokesperson Peter Knudson said. Due to rain moving into the area, the wreckage will be moved to a secure location as NTSB investigators continue to document the evidence. 

"We won’t get to probable cause until the end of the investigation, right now we're still documenting," Knudson said. "We have a lot more work to do before we can analyze the information to come to a conclusion on the cause of the crash."

Story, video and photo gallery: http://www.tennessean.com




PORTLAND, TN (WSMV) -  Police have identified the two people who were killed in a plane crash near the Portland Municipal Airport on Tuesday.

The FAA said the Grumman American AA-1B aircraft crashed about 2,500 feet from the end of the runway around 7:20 p.m.

Portland Police Chief Anthony Heavner said the plane crashed after hitting a tree while attempting to land.

The two people who were on board were both thrown from the aircraft upon impact.

Harold Ray Mckissack, 67, was pronounced dead at the scene. The second victim, 33-year-old Raferal Johnson, died late Tuesday night after being flown to Vanderbilt University Medical Center.

A News 4 viewer said he heard a noise that sounded like an engine backfiring and saw the plane turn around before it crashed.

Heavner said the crash is certainly unusual and was very devastating.

"Anytime you have something tragic like this happen ... it's a sad day ... we just want to wish the families of those involved comfort at this time," Heavner said.

Both the FAA and the National Transportation Safety Board are investigating the crash.

Story, video and photo gallery: http://www.wrcbtv.com





PORTLAND, Tenn. (WKRN) – Two people died after a plane crashed at the Portland Municipal Airport in Sumner County Tuesday night.

Officials said the plane took off from Lebanon before it hit a tree on the side of the ride and lost control just before 8 p.m. as it was coming in to the airport just off Highway 52 West.

Authorities said both occupants, identified as Harold Mckissack of Hendersonville and Raferal Johnson of Nashville, were thrown from the plane upon impact.

Mckissack, 67, died at the scene. Johnson, 33, was airlifted to Vanderbilt University Medical Center where he died just before midnight.

The Federal Aviation Administration identified the plane as a Grumman American AA-1B, saying it went down about 2,000 feet from the runway. The wreckage was removed on Wednesday.

The FAA is investigating, and the National Transportation Safety Board will determine the probable cause of the accident. Authorities said there are a number of witnesses and the NTSB is working to meet with them for statements.


The investigation is ongoing. The preliminary report is expected to be complete in about two weeks.

Original article can be found here ➤ http://wkrn.com





PORTLAND, Tenn. - A second person has died after a small plane crashed in Portland.  

The incident happened around 7:45 p.m. Tuesday at the Portland Municipal Airport. 

Portland's Police Chief said the Grumman American AA-1B was preparing to land when it experienced a problem, hit a tree, and crashed about 2,500 feet from the end of Runway 1.

Two men were on board at the time, and both were ejected from the plane upon impact. Reports stated 61-year-old Harold Ray Mckissack, of Hendersonville, was found dead at the scene.

Authorities said the second occupant, identified as 33-year-old Raferal Johnson, of Nashville, was found injured. He was taken to Vanderbilt University Medical Center by LifeFight. Authorities said they were notified around 11:58 p.m. Tuesday that Johnson had also passed away.

The FAA and the National Transportation and Safety Board are investigating.

Story, video and photo gallery   http://www.newschannel5.com











PORTLAND, TN (WSMV) -  Police have identified the two people who were killed in a plane crash near the Portland Municipal Airport on Tuesday.

The FAA said the Grumman American AA-1B aircraft crashed about 2,500 feet from the end of the runway around 7:20 p.m.

Portland Police Chief Anthony Heavner said the plane crashed after hitting a tree while attempting to land.

The two people who were on board were both thrown from the aircraft upon impact.

Harold Ray McKissack, 67, was pronounced dead at the scene. The second victim, 33-year-old Raferal Johnson, died late Tuesday night after being flown to Vanderbilt University Medical Center.

Johnson’s grandmother told News 4 he loved planes and flying. He leaves behind a 3-year-old son.

McKissack also leaves behind a family in Hendersonville.

A News 4 viewer said he heard a noise that sounded like an engine backfiring and saw the plane turn around before it crashed.

Heavner said the crash is certainly unusual and was very devastating.

"Anytime you have something tragic like this happen ... it's a sad day ... we just want to wish the families of those involved comfort at this time," Heavner said.

Both the FAA and the National Transportation Safety Board are investigating the crash.


Story and video: http://www.wsmv.com