Sunday, October 29, 2017

Teen survivor talks about tragedy two years after plane crash: Beech A35 Bonanza, N8749A, fatal accident occurred July 11, 2015 in Mazama, Washington

Autumn Veatch survived a plane crash that killed her step-grandparents two years ago in Washington's Cascade Mountains.


Leland and Sharon Bowman of Marion, Montana, stand next to their plane in this undated photo.


Autumn Veatch was 16 years old when the plane she was flying in crashed in the Cascades.

The Bellingham High School student was flying with her step-grandparents when the plane was missing for three days. 

Autumn spent those three days lost in the Cascades before she found her own way out, following a stream downhill and eventually finding a trail. 

Her amazing story of survival from the crash in 2015 was inspiring. The bad weather and poor visibility resulted in the plane slamming into a mountain peak. 

Autumn was in the back seat of the Beech A35 Bonanza, the front of the plane burst into flames. 

Autumn couldn't get her seatbelt off. She pulled up her legs and climbed out from the seat behind her grandfather. She told KIRO 7 she tried to pull him out, but he was too heavy. As the flames spread she had to get away from the plane, and her grandparents died in the fire.

fter days lost in the Cascades she made her way to the Easy Pass Trailhead. She walked out to Highway 20 and tried to flag down a passing car; no one would stop. She found two hikers who drove her to a store in Mazama. That's where Autumn called 911, the first time anyone heard from the teen. 

She was taken to hospital in Brewster. Doctors said she was dehydrated, had scratches and burns on her hands. Her father and friends reunited with her at the hospital in Brewster, arriving with the teen’s favorite food, chicken nuggets.

Now, two years later, KIRO-7 wanted to see how Autumn is now.

“It doesn’t feel real. It doesn’t feel like something like that could have ever happened to me, but it did,” said Autumn Veatch.

Autumn is now 18 years old and still struggling.

"Just since the plane crash, it's hard to be associated with the name Autumn Veatch, because people recognize my name and pry for information and it makes me uncomfortable," Autumn said.  

She started using an alias online. 

She went back to school and finished her junior year at Bellingham High School, but said it was difficult when classmates and teachers caught her off-guard and asked her about the crash.

Autumn dropped out of school her senior year.  

"I'm not really sure how to process this anymore. I'm not sure what kind of closure I could have. My step-grandparents aren't alive anymore, " Autumn said. "I almost died, it was horrible. There's nothing really good that's come of it. I don't know how to feel better about it."

Autumn sat inside a Bellingham coffee shop during her interview with KIRO 7.  

She was quiet and thoughtful, and revealed a feisty sense of humor.

"People actually invite me to go hiking -- and I'm like, 'Why would I ever want to do that with you?' I don't want to go camping. I don't want to go hiking. I don't want to do any of that crap," Autumn said, smiling.

She likes music, art and fashion. Autumn said she might want to design clothes in the future, or put her art on clothing. 

Autumn does not seek the spotlight, but said she is willing to share her story of survival because she knows it gives hope to other people experiencing hard times. 

She worked with author Tara Ellis to write a book about her experience, "Getting Out Alive: The Autumn Veatch Story." 

There is talk about the possibility of a movie; Autumn has already talked to a screenwriter.

Autumn stays out of the woods. She said the smell of burning is really a trigger for her, reminding her of the crash.

She is afraid to fly, but does anyway. She said her desire to travel outweighs the fear.

When she was asked if she'd ever get over being afraid, Autumn answered, "I don't know. Hard to say. I don't know if someone fully gets over something like that."

Autumn is working with a new therapist, and is hopeful.

"I just hope I can find peace with myself and be happy and content and just comfortable with who I am," Autumn said. "I haven't quite found that peace yet, but I know I will."

Story and video ➤ http://www.kiro7.com


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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Seattle / Renton, Washington 
Textron Aviation; Wichita, Kansas
Continental Motors, Inc.; Mobile, Alabama

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

Lee Bowman: http://registry.faa.gov/N8749A

NTSB Identification: WPR15FA212 
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 11, 2015 in Mazama, WA
Probable Cause Approval Date: 05/02/2016
Aircraft: BEECH A35, registration: N8749A
Injuries: 2 Fatal, 1 Serious.

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.

A review of recorded communications between the pilot and a flight service station revealed that, before the flight, the noninstrument-rated, private pilot received two formal weather briefings. Both briefings reported that visual flight rules (VFR) conditions existed at the departure and destination airports but included forecast weather conditions along the route of flight that called for areas of mountain obscuration and precipitation. During the first briefing, the pilot disclosed that he had recently acquired a new tablet and that he was still learning how to use it. He also acknowledged that he would not be able to fly instrument flight rules if it became necessary. 

The pilot postponed his departure after the first briefing, but he and two passengers departed for the cross-country personal flight under VFR about 2 hours after the second briefing. The surviving passenger reported that, about 1 1/2 hours into the flight, the cloud coverage increased and that the pilot started to descend the airplane to stay clear of clouds; however, the airplane entered a cloud. At that time, the other passenger was using the pilot’s tablet to help him navigate the airplane, but she accidentally turned it off. Shortly after, the surviving passenger observed trees directly in front of the windshield. The pilot pulled back on the yoke to try and gain altitude, but the airplane impacted mountainous terrain at an elevation of about 5,255 ft mean sea level. 

The wreckage was confined to the impact area, and the damage was consistent with controlled flight into terrain. A postaccident examination of the airframe and engine revealed no evidence of preimpact mechanical malfunctions or failures that would have precluded normal operation. A review of satellite imagery indicated cloudy conditions over the accident location. Given the passenger’s statement, the flight likely encountered instrument meteorological conditions, and the pilot was unable to see the mountainous terrain until seconds before the collision.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The noninstrument-rated pilot’s decision to continue visual flight into instrument meteorological conditions, which resulted in his failure to maintain clearance from mountainous terrain.

On July 11, 2015, about 1600 Pacific daylight time, a Beechcraft A35, N8749A, was destroyed when it impacted terrain while maneuvering near Mazama, Washington. The private pilot and one passenger were fatally injured. The second passenger sustained serious injuries. The airplane was registered to, and operated by, the pilot as a 14 Code of Federal Regulations (CFR) Part 91 personal flight. Visual meteorological conditions prevailed for the cross-country flight, and no flight plan had been filed. However, instrument meteorological conditions were reported near the accident site. The flight originated from Red Eagle Aviation (S27), Kalispell, Montana, about 1415 mountain daylight time, with an intended destination of Lynden Airport (38W), Lynden, Washington. 

On July 11, 2015, an Alert Notification (ALNOT) was issued for the accident airplane. On July 13, 2015, a surviving passenger was located on Highway 20 near Easy Pass Head Trail, Skagit County, Washington. In a verbal statement provided to Okanogan County Sheriff's Department, she reported that she and her grandparents were flying from Montana. During the flight, the weather deteriorated, and the airplane flew into clouds. When the airplane exited the clouds, she saw a mountain in front of the airplane. The airplane impacted terrain, and a post-accident fire ensued. The surviving passenger attempted to extract the pilot and the other passenger from the wreckage, but she was unsuccessful. On July 14, 2015, the Skagit County Sheriff's Department located the wreckage about 16 miles west of Mazama.

In an interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC), the surviving passenger stated that the pilot, the other passenger, and she were scheduled to leave Kalispell on July 11 about 0700 mountain daylight time. However, their departure was postponed due to bad weather. Instead, the airplane departed about 1400, and was scheduled to arrive in Lynden around 1630. About 1.5 hours into the flight, the survivor observed increased cloud coverage and strong turbulence. To stay out of clouds, the pilot kept descending. After the airplane flew through a first cloud, the pilot executed a sharp left turn to avoid a collision with the mountainous terrain. He continued to fly through the mountain pass using a freeway below to navigate. Shortly after, the airplane entered a second cloud. At that time, the other passenger was using a pilot's tablet to assist with navigation, but she accidentally turned it off. Moments later, the surviving passenger observed trees directly in front of the windshield. The pilot pulled back on the yoke to try and gain altitude, but the airplane impacted terrain.

While they were flying in the clouds, the survivor stated that she was not able to see above or below the airplane. There was no direct sunlight, and she did not have a visual contact with the ground. The moisture was accumulating on the windshield and windows, and droplets of moisture were appearing to be moving backwards. After she egressed the airplane and throughout a descent down the mountain, the survivor observed that the vegetation and soil were wet. 

The survivor stated that the pilot had purchased the tablet that was used during the accident flight just a few days prior to the accident. She said that the app that was used to navigate seemed very basic, and it was only projecting an aerial view of the earth surface underneath the airplane.

PERSONNEL INFORMATION 

The pilot, age 62, held a private pilot certificate with a rating for airplane single-engine land. A third-class airman medical certificate was issued on October 14, 2013, with the following limitation: must have available glasses for near vision. During the last medical examination, the pilot reported flight experience that included 242 total flight hours and 0 hours in last 6 months. During the investigation, the pilot's logbook was requested; however, it was not provided to the IIC and, therefore, was not available for review.

AIRCRAFT INFORMATION

The four-seat, single-engine, low-wing, retractable landing gear airplane, serial number D-2171, was manufactured in 1949. It was powered by a Continental Motors E-225-8 engine, serial number 900601-OH, rated at 225 horsepower. The airplane was also equipped with a Hartzell two bladed adjustable pitch propeller. During the investigation, the maintenance records were requested; however, they were not provided to the IIC and, therefore, they were not available for review.

METEOROLOGICAL CONDITIONS

A NTSB staff meteorologist prepared a factual report for the area and timeframe surrounding the accident.

The National Weather Service (NWS) Surface Analysis Chart for 1700 depicted a low pressure center to the southeast of the accident site. A trough extended south from British Columbia through central Washington to the east of the accident site and into Oregon. Station models depicted wind in the region to range from 5-15 knots with variable direction. Observations were scarce in the mountainous regions.

WSR-88D Level-II weather radar imagery from Seattle/Tacoma, Washington (ATX), located about 73 miles west-southwest of the accident site at an elevation of about 370 feet, depicted some discrete areas of light (with some moderate) reflectivity in the accident region. A loop of the radar imagery indicated these areas of reflectivity were moving from the south (generally), and appeared consistent with patterns of rain.

A North American Mesoscale (NAM) model sounding depicted that the wind between the surface and about 8,000 feet was from the west at about 5 knots. Above this level through 10,000 feet, the wind backed to a south wind, and remained relatively light. Relative humidity was greater than 90 percent between about 6,000 and 11,000 feet.

There were no publicly disseminated pilot reports made within 2 hours of the accident time below FL200 within the accident region.

The satellite imagery identified cloudy conditions over the accident location, with infrared cloud-top temperatures varying between approximately 0 degrees C and -6 degrees C in the vicinity of the accident site. When considering the NAM model sounding, 0 degrees C and -6 degrees C corresponded to heights of approximately 12,700 and 16,000 feet, respectively. These figures have not been corrected for any parallax error.

An Area Forecast issued at 1245 and directed toward the Cascade Mountains of Washington forecasted broken clouds at 9,000 feet, with clouds tops to FL220, widely scattered light rain showers, isolated thunderstorms with light rain, and cumulonimbus cloud tops to FL360.

The complete weather report is appended to this accident in the public docket.

A review of recorded communication between the pilot and the Lockheed Martin Flight Service Station (FSS) revealed that on July 11, 2015, at 0439, the pilot called to obtain a weather brief and to file a VFR flight plan for the 0700 takeoff time. The briefer informed him that there was a Convective Significant Meteorological Information (SIGMET) that was in effect from 0555 until 0955 for the northern Idaho and Sawtooth Mountain Range, and Airmen's Meteorological Information (AIRMET) Sierra valid from 0600 until 1500 for mountain obscuration by clouds and precipitation. The pilot was also advised of Temporary Flight Restrictions (TFRs) due to forest fires and smoke in the area. During the conversation, the pilot disclosed that he had recently acquired a new tablet, and that he was still learning how to use it. He also acknowledged that he was not able to fly instrument flight rules (IFR) if needed. At 0458, the pilot decided to postpone his departure time. 

At 1210, the pilot called the FSS for a second weather brief. The brief indicated an AIRMET Sierra in effect for mountain obscuration across the Northern Cascades, Convective SIGMET outlook along the route, and an AIRMET for icing in the Western Cascades for altitude starting at 13,000 feet above ground level (agl). The briefer reported a surface drop through the Omak, Washington, as well as the off shore area, and indicated that the air mass for the day looked fairly moist and unstable. The briefer stated that an area forecast for Continental Divide and westwards indicated a ceiling broken at 7,000 feet agl, overcast at 10,000 feet agl, widely scattered light rain showers, and isolated thunderstorms with light rain. After 1400, the forecast indicated scattered light rain showers and widely scattered thunderstorms with light rain. The briefer further stated that the forecast for Idaho Panhandle indicated a ceiling broken at 7,000 feet agl, overcast at 10,000 feet agl, widely scattered thunderstorms, and light rain showers. For the area south of Cascades, the forecast indicated a ceiling broken at 10,000 feet agl, wide and scattered light rain showers, and widely scattered thunderstorms with light rain. For the second time, the briefer mentioned the AIRMET for mountain obscuration through the western Rockies and northern Idaho Panhandle, and indicated that he would not recommend flying in any sort of higher terrain if it was obscured.

The complete weather brief transcripts are appended to this accident in the public docket.

WRECKAGE AND IMPACT INFORMATION

The accident site was located on the side of a mountain slope at an elevation of 5,255 mean sea level (msl). The airplane wreckage was spread along a 130-ft-long upsloping path through a forest of Subalpine fir trees on a 030-degree magnetic heading. The first point of impact was a Subalpine fir tree that was broken off about 100 feet above the ground. The airplane's left wing tip tank, a section of the left outboard wing, and the left aileron were found about 40 feet from the first impact point resting on the ground, and they were separated from the inboard wing section at the pitot tube. All of the components exhibited signatures consistent with impact damage. Pieces of cut wood, broken branches, fiberglass, and paint chips were scattered across the ground beginning at the first point of impact, and running along the accident site heading.

The left flap was located about 25 feet and 045-degree magnetic bearing from the left wing. The left flap exhibited minor impact damage. The terrain from the first point of impact to where the airplane's main wreckage came to rest was upsloping at an angle of about 40 degrees. The main wreckage, which consisted of the airplane's engine, propeller, cabin, right wing, left inboard wing, main landing gear, baggage compartment, aft fuselage, and empennage rested inverted with the nose of the airplane oriented to the southwest. These components were charred, melted, and consumed by fire. A burned area about 40 feet long and 40 feet wide surrounded the main wreckage. Several trees knocked down by the airplane were also located in the burned area. About a 20-foot-long Subalpine fir tree was resting on top on the main wreckage, exhibiting evidence of thermal damage. The right wing tip tank was located about 15 feet from the main wreckage, and exhibited extensive thermal damage.

The airplane wreckage was examined at the accident site on July 17, 2015, by representatives from Textron Aviation and Continental Motors, Inc., under the supervision of the NTSB IIC. 

Control cable continuity was established for all primary flight controls. The left aileron drive cable and the carry-through cable were impact separated from the fractured left aileron bell crank. The aileron carry-through cable was impact separated from the fractured right aileron bell crank; the right aileron drive cable remained attached to the aileron bell crank. The elevator trim actuator position was about 5 degrees up. The flaps and landing gear were found retracted. The instrument panel was destroyed by fire.

All six cylinders remained attached to their respective mountings. The engine crankshaft was rotated by hand using the propeller. Rotational continuity was established throughout the engine and valve train. Thumb compression and suction was obtained on all cylinders except numbers one and three, which exhibited impact damage. The top spark plugs were examined, and found to be consistent with worn out normal when compared to the Champion Check-A-Plug comparison card. The left magneto exhibited a signature of thermal damage, and was unable to produce sparks. The right magneto was not located during the duration of the engine examination. The engine starter motor, alternator, and oil pump remained attached, and exhibited signatures of thermal damage. The vacuum pump remained attached and intact. The plastic drive coupling was thermally damaged. The rotor and carbon veins were intact and undamaged.

The two blade propeller remained attached to the crankshaft. The propeller spinner did not display impact damage, but indicated thermal exposure. One blade exhibited aft bending, and remained attached to the propeller hub. The other blade exhibited forward bending, and was found loose in the propeller hub.

Examination of the recovered airframe, engine, and system components revealed no evidence of preimpact mechanical malfunction that would have precluded normal operation.

The complete engine examination report is appended to this accident in the public docket.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot and the passenger July 16, 2015, by the Skagit County Office of the Coroner, St. Mount Vernon, Washington. The cause of death for the pilot and the passenger was determined to be "multiple blunt trauma injuries".

The FAA Civil Aeromedical Institute (CAMI) in Oklahoma City, Oklahoma, performed toxicology on specimens from the pilot. The test did not detect a presence of carbon monoxide, volatiles, nor drugs in blood. The test for cyanide was not performed. 

NTSB Identification: WPR15FA212
14 CFR Part 91: General Aviation
Accident occurred Saturday, July 11, 2015 in Mazama, WA
Aircraft: BEECH A35, registration: N8749A
Injuries: 2 Fatal, 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 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 July 11, 2015 about 1600 Pacific daylight time, a Beechcraft A35, N8749A, was destroyed when it impacted terrain while maneuvering near Mazama, Washington. The pilot and one passenger were fatally injured. The second passenger sustained serious injuries. The airplane was registered to, and operated by, the pilot as a 14 Code of Federal Regulations (CFR) Part 91 personal flight. Visual meteorological conditions prevailed for the cross-country flight, which operated on a visual rules flight plan. However, instrument meteorological conditions were reported near the accident site. The flight originated from Red Eagle Aviation (S27), Kalispell, Montana, at about 1415 mountain standard time, with an intended destination of Lynden Airport, Lynden, Washington. 

On July 11, 2015, an Alert Notification (ALNOT) was issued for the accident aircraft. On July 13, 2015, a survivor was located on Highway 20 near Easy Pass Head Trail, Skagit County, Washington. In a verbal statement provided to Okanogan County Sheriff's Department, she reported that she was flying home from Montana with her grandparents. The airplane flew into clouds and the pilot was using a GPS to navigate with. When the airplane exited the clouds, she could see the mountain in front of the airplane. In an attempt to gain the altitude, the pilot pulled back on the yoke but he was unsuccessful. The airplane impacted terrain, and a post-accident fire ensued. The survivor attempted to extract the pilot and the other passenger from the wreckage, but was unsuccessful.

Piper PA-46-350P Malibu Mirage, N427AB, SSP Aviation LLC: Accident occurred February 12, 2015 at Akron Fulton International Airport (KAKR), Summit County, Ohio

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Cleveland, Ohio

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/N427AB

NTSB Identification: CEN15CA188 
14 CFR Part 91: General Aviation
Accident occurred Thursday, February 12, 2015 in Akron, OH
Probable Cause Approval Date: 05/13/2015
Aircraft: PIPER PA 46-350P, registration: N427AB
Injuries: 2 Uninjured.

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

The airplane veered off the left side of the runway during landing with a left gusting crosswind. The maximum demonstrated crosswind velocity for the airplane was 17 knots. The pilot stated that he had applied right rudder and left aileron control inputs for the landing. The airplane left main landing gear touched down first and when the right main landing gear contacted the runway, a gust of wind lifted the left wing, resulting in a loss of directional control. The airplane veered off the left side of the runway and into a grass area adjacent to the runway where the nose landing gear collapsed. The airplane sustained substantial damage to the engine firewall. The pilot and passenger were uninjured. The pilot stated that there was no mechanical malfunction/failure of the airplane.

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot's failure to maintain directional control during a crosswind landing in gusting crosswind conditions.

Franklin, Merrimack County, New Hampshire: Police chief doubles as part-time skydiving instructor

Franklin police Chief David Goldstein sits in an aircraft in Pepperell, Massachusetts, waiting to jump.



Standing near the door of a plane 13,000 feet above Pepperell, Mass., Franklin police Chief David Goldstein did look a lot like a superhero.

Maybe it was the way he perched beside the open window of the Twin Otter, confidently surveying the miniature roads, houses and foliage below. Or maybe it was his custom-made yellow, black and gray jumpsuit with the Batman emblem on the chest he wore while doing it.

The confidence and the superhero status are well earned, products of his 1,500-plus career plunges.

“Are you ready to jump?” he said to the group of 10 skydivers sitting in two adjacent rows in the aircraft last Saturday.

Then, he propelled himself into the sky.

Goldstein, 65, has been the Franklin police chief for eight years. Before that, he was in other law enforcement positions for another 30. He says being a police chief is “the best job on Earth.”

But when it comes to leaving Earth, Goldstein says the sky is where he feels most at home. He’s been a skydiving instructor at Skydive Pepperell for the past 13 years.

His first skydive was in 1998, when he was a state trooper. His supervisor was a sport jumper, and invited him to accompany him at SkyDive New England in Maine.

Now, he jumps almost every weekend. He says his wife calls herself a “skydiving widow.”

“She knows come Saturday and Sunday, this is where I will be,” he said, standing in a dropzone “packing tent” – the place where divers go to pack their parachutes into the backpacks they wear on each jump.

Goldstein makes an average of six jumps each weekend. He said jumping is a nice break from his job; he calls it a “mini-vacation.”

“For the few minutes that you’re in the plane, that you’re in freefall, and the minutes you’re in the canopy and you have to land, you have to think about what you’re doing,” he said. “There’s no time to think of anything else.”

Goldstein has three different jumpsuits, each enabling him to fly through the air at different speeds, and each emblazoned with the Batman logo. His 170-square-foot parachute also displays the Batman emblem.

Goldstein describes Batman as his “childhood hero.”

“Every boy has got to have a hero, and Batman is mine,” he said.

Goldstein said when he was young, his mom didn’t let him read comic books and he would hide them in his room. He said he liked Batman because the hero had to work for his accomplishments – no twists of fate like Krypton, spider bites or nuclear accidents gave Batman his superpowers – just dedication.

“Every time I jump, it’s a little bit like fulfilling a childhood dream,” he said.

Goldstein’s part-time weekend job is to teach people how to jump out of the sky on their own. On Saturday, Goldstein was training with a student who was finishing up his A license.

There are four basic licenses in skydiving – A through D licenses. An A license takes at least 25 jumps to master, and a D license – like Goldstein has – takes 500.

Dropzone owner Fran Strimenos said the company has learned to rely on Goldstein as a trusted instructor. Goldstein is also a safety and training advisor at the dropzone, Strimenos said.

“He’s so composed and a great instructor, probably from all those years being in leadership roles,” she said.

A major draw to Pepperall for Goldstein is the community there.

“Everybody here, we all have one thing in common and it’s this,” he said. “We all learn to speak the same language when we’re here.”

This is not only the skydiving community in New England, but one of many similar groups all over the world. Goldstein has made jumps in Hawaii, Nevada, Arizona and Florida. He even plans his vacations around jumping, packing his parachute and jumpsuit in a suitcase.

Skydiving is not just a hobby for Goldstein, but a way of life.

“It’s the place I feel like myself,” he said.

Story and photo gallery ➤ http://www.concordmonitor.com

Delta Air Lines, Boeing 747-451, N662US: Incident occurred October 02, 2015

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Washington, District of Columbia
Delta Air Lines; Atlanta, Georgia
Boeing; Seattle, Washington
Pratt & Whitney; East Hartford, Connecticut
Air Line Pilots Association; Herndon, Virginia

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

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

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

http://registry.faa.gov/N662US 

NTSB Identification: ENG16IA001
Scheduled 14 CFR Part 121: Air Carrier operation of Delta Air Lines (D.B.A. operation of Delta Air Lines)
Incident occurred Friday, October 02, 2015 in Russian airspace, Japan
Probable Cause Approval Date: 10/20/2017
Aircraft: BOEING 747, registration: N662US
Injuries: 367 Uninjured.

NTSB investigators traveled in support of this investigation and used data obtained from various sources to prepare this aircraft incident report.

The examination of the engine confirmed that there were three holes in the LPT case. But the holes were under the LPT cooling air manifolds and plenum that did not have any damage. In addition, there was no damage to the inside of the engine's cowlings nor did any debris fall out when the cowlings were opened. There was no damage to the LPT cooling air manifolds and plenum that were over the holes and was there was no debris in the cowlings indicating that no debris passed through the LPT case that made this a contained event rather than uncontained.

The disassembly of the engine revealed one 3rd stage turbine vane cluster, No. 29, was missing although the cluster's bolt hole tab with the retaining nut were still in place on the inner transition duct. The missing cluster's inner shroud was found in the bottom of the engine in the path of the 3rd stage turbine blades. The metallurgical examination of the inner shroud revealed fatigue, however the full extent of the fatigue could not be determined because the end of the fracture surface was smeared. 

The examination of the remainder of the LPT revealed all the other turbine vane clusters were complete and in place or the inner and outer shrouds were in place with just the airfoils missing. All the LPT blades were fractured and the fracture surfaces were coarse and grainy indicating an overload fracture. The examination of the remainder of the engine between the fan and high-pressure turbine did not reveal any damage. The extensive damage to the LPT and the absence of damage throughout the remainder of the engine indicated that the damage to the engine originated within the LPT. 

The visual examination and a dimensional inspection of the LPT case revealed the 3rd stage turbine vane hooks had extensive wear that varied significantly between adjacent hooks. The dimensional inspection revealed the hook for 3rd stage turbine vane cluster No. 29, the missing vane cluster, had the most wear and that wear was tapered. The tapered wear on the hook and indicates that the vane cluster's outer foot disengaged from the LPT case and tilted rearward. It was not possible to determine the cause of the tapered wear on the LPT case vane hook that led to the vane cluster disengaging. The finding of fatigue on the inner shroud further supports that the vane cluster's outer foot disengaged from the LPT case initially and fatigue was caused by either the transfer of the loads to the inner shroud or from the cluster being strummed by the passing 3rd stage turbine blades. 

The review of the engine's maintenance showed that it had last been overhauled in October 2005 and since accumulated 35,545 hours and 3,532 cycles of service. Although the engine was overhauled in October 2005, the LPT module's maintenance records show that it had been swapped from another engine and accumulated 17,441 hours and 2,184 cycles since its previous overhaul. So, at that time of event, the LPT module accumulated 52,986 hours and 6,546 cycles since it had been last overhauled. Except for the low cycle fatigue life limits for specific rotating parts that are outlined in the engine manual, there is no prohibition for an engine or LPT module to have operated as long as this module had been in service. The review of the LPT module's maintenance records from the previous overhaul show that the LPT case modification to the anti-rotation slots had been previously complied with. In addition, the records show that the modification to the 3rd stage turbine vane clusters to remove material from the outer platform gussets had been complied with as well. Because of previous contained and uncontained PW4000 LPT events, P&W has revised the engine manual to add extensive inspections and repairs to LPT components as well as limiting the number of strip and recoat repairs that can be done to PW4000 LPT airfoils. The inspections and repairs that were subsequently adopted into an airworthiness directive (AD) included a visual and dimensional inspection of the LPT case's vane hooks. The tapered wear that was noted on the LPT case's 3rd stage turbine vane hooks occurred over time. The records do not list any work on the LPT case's vane hooks at the last overhaul, so it cannot be determined if the wear that resulted in the disengagement of the 3rd stage turbine vane cluster had existed only from the last overhaul or had existed prior to that overhaul. However, the revised inspection and repair procedures that are now mandated by an AD likely would have captured the wear and required it to be repaired or the case replaced.

The National Transportation Safety Board determines the probable cause(s) of this incident as follows:
The PW4056 engine experienced an in-flight loss of power because of damage to the low-pressure turbine (LPT) because of the inadequate overhaul inspection and repair instructions that existed at the time of the LPT module's last overhaul. A vane hook in the LPT case wore to the point to allow a 3rd stage turbine vane cluster to disengage and eventually fall into the path of the 3rd stage turbine blades causing extensive downstream damage to the LPT module.

History of Flight

On October 2, 2015, at about 0510 UTC, a Boeing 747-451 airplane, N662US, operated by Delta Air Lines as flight 158, experienced a loss of power from the No. 3 engine, a Pratt & Whitney (P&W) PW4056, while in cruise flight at FL330. About 3:40 hours after taking off from Incheon International Airport (ICN), Seoul, Korea, while operating in Russian airspace on the B241 airway near the GITRU navigation fix, the pilots reported hearing a loud bang that was followed by the No. 3 engine's N1 rpm decreasing while the exhaust gas temperature (EGT) increased. The pilots shutdown the No. 3 engine and declared an emergency with Russian air traffic control in addition to requesting a descent to FL290. The pilots contacted the dispatcher at Atlanta and discussed options for diverting. The pilots considered diverting to Seattle, but the weather for their expected arrival time was forecast to be 800 foot overcast and 2 miles visibility. The weather forecast for Tokyo, Japan was scattered clouds and 25 miles visibility. The airplane diverted to Tokyo-Narita International Airport (NRT), where it made a 3-engine landing without further incident. The airplane was operating on an instrument flight rules flight plan under the provisions of 14 Code of Federal Regulations Part 121 as an international passenger flight from ICN to Detroit Metropolitan Wayne County Airport (DTW), Detroit, Michigan.

Injuries to Persons

There were no reported injuries to the 4 pilots, 13 flight attendants, and 341 passengers on board.

Damage to Airplane

The airplane sustained minor damage in the forms of nicks and dents to the underside of the right wing and inboard aileron as well as to the leading edge of the right horizontal stabilizer.

There was no damage to the inside of the No. 3 engine's nacelle.

Other Damage
There was no other damage reported.

Personnel Information

The captain, age 59, held at Air Transport Pilot certificate with airplane single-engine land, multi-engine land, and airplane instrument ratings. The captain was type rated in the Boeing 747-400 as well as the Boeing 727, 737, 757, and 767 airplanes. The captain held a Federal Aviation Administration (FAA) first class medical certificate that was dated September 2, 2015, with no reported limitations. The captain's most recent proficiency check was dated March 21, 2015, and was accomplished in a Boeing 747-400 airplane. The captain's reported flight time was 10,617 hours with 4,449 hours being in the Boeing 747-400 airplane and 154 hours in the previous 90 days. The captain occupied the left seat and was the pilot monitoring.

The first officer (FO), age 58, held an Air Transport Pilot certificate with airplane single-engine land, multi-engine land, and airplane instrument ratings. The FO was type-rated in the Boeing 747-400 airplane. The FO held an FAA first class medical certificate that was dated July 20, 2015, with no reported limitations. The FO's most recent proficiency check was dated May 14, 2015, and was accomplished in a Boeing 747-400 airplane. The FO's reported flight time was 9,683 hours with 5,628 hours being in the Boeing 747-400 airplane and 257 hours in the previous 90 days. The FO occupied the right seat and was the pilot flying.

Airplane Information

The airplane was a Boeing 747-451, serial number (SN) 23720, registered as N662US, and operated by Delta Air Lines. The Boeing 747-451 airplane is a four-engine transport category airplane. The airplane has a maximum takeoff gross weight of 873,000 pounds and the airplane's takeoff weight from ICN was 837,600 pounds. The airplane was loaded with 49,120 gallons of fuel. The airplane was manufactured in 1988 and was originally delivered to Northwest Airlines. Delta Air Lines acquired the airplane in the merger with Northwest Airlines. According to Delta Air Lines' records, at the time of the incident, the airplane had accumulated 109,167 hours of flying time.

The No. 3 engine was a PW4056, SN P717530. The PW4056 is a dual-spool, axial-flow, high-bypass turbofan engine that features a 1-stage 94-inch diameter fan, a 4-stage low-pressure compressor (LPC), an 11-stage high-pressure compressor (HPC), annular combustor, a 2-stage high-pressure turbine (HPT) that drives the HPC, and a 4-stage LPT that drives the fan and LPC. The PW4056 engine has a takeoff thrust rating of 56,750 pounds, flat-rated to 92°F (33°C). When the PW4056 engine is installed on a Boeing 747 airplane, it has a maximum continuous thrust rating of 47,970 pounds, flat-rated to 86°F (30°C). The PW4056 engine can also be installed on a Boeing 767 airplane where it has a maximum continuous thrust rating of 49.530 pounds, flat-rated to 77°F (25°C). According to Delta Air Lines' maintenance records, engine SN 717530 had accumulated 94,778 hours and 11,814 cycles since new, 35,545 hours and 4,362 cycles since the last heavy maintenance, and 29,194 hours and 3,532 cycles since the last shop visit. The last heavy maintenance on the engine was accomplished in 2005 at P&W's Cheshire Engine Center, Cheshire, Connecticut. P&W's Cheshire Engine Center was an FAA-certificated repair station that ceased operations in 2011.

The LPT module was SN D17579. According to Delta Air Lines' maintenance records, LPT module SN D17579 had accumulated 95,180 hours and 11,623 cycles since new and 52,986 hours and 11,623 cycles since the last heavy maintenance, which had been accomplished at the Cheshire Engine Center in 2005. Engine 717530 had been received at Cheshire with LPT module SN D17531 installed. The records show that Cheshire swapped out LPT module D17531 for D17579 from Northwest Airlines PW4056 engine P717684 to expedite the engine build. The records further show that at the time LPT module D17579 was installed in engine P717530, it had already accumulated 59,635 hours and 7,261 cycles since new and 17,441 hours and 2,184 cycles since the last heavy maintenance.

Flight Recorders

The airplane was equipped with a cockpit voice recorder (CVR) and a digital flight data recorder(DFDR), which was returned to the NTSB's Recorder Laboratory for readout. The CVR was not removed from the airplane for readout because of the elapsed time from when the event occurred to when the airplane landed at NRT would have resulted in the event being overwritten. 

The DFDR recorded data for the incident flight as well as five previous flights. The DFDR data for the incident flight shows the No. 3 engine was started around subframe reference number (SRN, each subframe is equal to 1 second) that was followed 2 seconds later by the No. 4 engine being started. At around SRN 157079, both the No. 3 and 4 engines stabilized at idle power. Around 157080 and 157090, the Nos. 2 and 1 engines, respectively, were started with the No. 1 engine stabilizing at idle around SRN 157184 and the No. 2 engine stabilized at idle around SRN 157195. The DFDR recorded the following engine performance parameters: engine pressure ratio (EPR), which is a measure of engine power based on ratio of pressure of the exhaust gas in the tailpipe in comparison to the pressure of the air entering the inlet; high pressure rotor speed (N2) in percent; EGT in degrees Celsius (°C), and fuel flow (Wf) in pounds per hour (pph)/

After the engines had started and were stabilized at idle power, the engine's performance parameters were:

Engine power, stabilized idle power after start

No. 1: EPR – 1.014, N2 - 66 %, EGT - 350°C, Wf - 1,696 pph

No. 2: EPR – 1.023, N2 – 66 %, EGT - 343°C, Wf – 1,664 pph

No. 3: EPR – 1.016, N2 – 66 %, EGT – 368°C, Wf – 1,952 pph

No. 4: EPR – 1.016, N2 – 66 %, EGT – 346°C, Wf – 1,824 pph

Between about SRN 157184 and 157672, the Nos. 1 and 4 engine performance parameters: EPR, N2, EGT, and fuel flow intermittently increased and decreased consistent with the airplane taxiing from the ramp out to the runway. Around SRN 157673, the engines' performance parameters began to increase with the No. 3 engine's parameters lagging those of the other three engines by about 2 percent N2. At around SRN 157683, the engines stabilized at takeoff power and the airplane had begun to accelerate. The airplane lifted off at around SRN 157726 at an airspeed of around 184 knots. 

During takeoff, the engines' performance parameters were:

Engine power at takeoff 

No. 1: EPR – 1.498, N2 - 98 %, EGT - 562°C, Wf – 21,856 pph

No. 2: EPR – 1.498, N2 – 98 %, EGT - 556°C, Wf – 21,248 pph

No. 3: EPR – 1.500, N2 – 97 %, EGT – 595°C, Wf – 22,048 pph

No. 4: EPR – 1,500, N2 – 98 %, EGT –464°C, Wf – 21,281 pph

At around SRN 158451, the airplane climbed through FL 180 and all four engines were at an EPR of 1.408. The engines' performance parameters in the climb through FL180 were:

Engine power at FL 180

No. 1: EPR – 1.408, N2 - 96 %, EGT - 506°C, Wf – 13,344 pph

No. 2: EPR – 1.408, N2 – 95 %, EGT - 492°C, Wf – 12,800 pph

No. 3: EPR – 1.408, N2 –95 %, EGT – 542°C, Wf – 13,888 pph

No. 4: EPR – 1.408, N2 – 95 %, EGT – 505°C, Wf – 13,280 pph

The airplane leveled off at FL 330 at around SRN 159399. Around SRN 159699, about 5 minutes after the airplane had leveled off at FL 330, all four engines were at an EPR of 1.363. The engines' performance parameters at FL330 were:

Engine power at FL 330

No. 1: EPR – 1.363, N2 - 94 %, EGT - 459°C, Wf – 7,488 pph

No. 2: EPR – 1.363, N2 – 93 %, EGT - 449°C, Wf – 7,206 pph

No. 3: EPR – 1.363, N2 – 92 %, EGT – 491°C, Wf – 7,964 pph

No. 4: EPR – 1.363, N2 – 93 %, EGT – 461°C, Wf – 7,552 pph

Between about SRN 159699 and 170166 while the airplane continued to maintain FL 330, the engines' EPRs and N2 speeds varied in unison between 1.273 and 1.359 and 91 and 93 percent, respectively. The engines' EGT and Wf also varied in unison with the EPR and N2 speed.

At around SRN 170166, the No.3 engine's performance indications were: EPR 1.281, N2 91 percent, EGT 458°C, and Wf 7,022 pph. At around SRN 170167, with the EPR remaining at 1.281 and N2 at 91 percent, the EGT began to increase and the fuel flow began to decrease. The EGT continued to increase until around SRN 170813 when it peaked at 659°C before it began to decrease. Concurrently, the EPR decreased from 1.297 to 0.92 in 2 seconds, the N2 began to decrease from 92%, and the Wf continued to decrease. At around SRN 170199, while the EPR was at 0.631 and the N2 and EGT continued to decrease, the Wf began to increase from 3,520 to 18,144 pph in 4 seconds before decreasing down to zero in the next 6 seconds. There was no increase in the N2 rpm or EGT associated with the increase in Wf.

The DFDR contained data from five previous flights. The data show that No. 3 engine's performance indications were comparable to those of the other three engines. 

Fire

There was no fire damage.

Tests and Research

The engine was removed from the airplane and shipped to Delta's Technical Operations Center, Atlanta, Georgia for disassembly and examination in the presence of the Powerplants Group. The disassembly revealed one 3rd stage turbine vane cluster, No. 29 that was located at about 8 o'clock, was missing. (Photo No. 1) A portion of the missing vane cluster's inner shroud was found at the bottom of the engine in the 3rd stage turbine blades' plane of rotation. (Photo No. 2) The piece of the 3rd stage turbine vane cluster inner shroud had three circumferential grooves that corresponded to the geometry of the 3rd stage turbine rotating inner air seal. 

Photo No. 1: View of missing 3rd stage turbine vane cluster from front of LPT. (Delta)

Photo No. 2: View of missing 3rd stage turbine vane cluster with piece of 3rd stage turbine vane cluster inner shroud lying in bottom of engine in location of missing cluster. (P&W)

Although the vane cluster was missing, the cluster's bolt hole tab with the nut remained in place attached to the inner transition duct. (Photo No. 3) During the disassembly of the 3rd stage turbine vane area, the torque on the retaining nuts were checked and all including that for the missing vane cluster were found to be tight.

Photo No. 3: Close up of the bolt hole tab with the retaining nut in place for the 

No. 29 3rd stage turbine vane cluster. (P&W)

The remaining 3rd stage turbine vane clusters' were all in place and the airfoils were heavily battered with nicks and dents on the trailing edges. (Refer to Photo No. 2) 

The LPT case with the inner transition ducts and all of the 3rd stage turbine vane clusters including the No. 29 vane cluster inner shroud fragment were sent to P&W, East Hartford, Connecticut for metallurgical examination and dimensional inspections that were accomplished under NTSB oversight. The metallurgical examination of the No. 29 3rd stage turbine vane cluster's inner shroud revealed remnants of fatigue on the counterclockwise side of the forward flange. The fatigue had progressed forward from multiple origins along the aft surface of the flange to a maximum depth of 0.026 inches. The fracture surface beyond the fatigue was smeared, so it could not be determined if the fatigue had progressed further. The examination of the fragment also revealed two wear patterns that were consistent with contact with the No. 28 3rd stage turbine vane cluster in the normal installed position as well as having moved out of position. The dimensional inspection of the LPT case revealed wear on the 3rd stage turbine vane cluster hooks with the most extensive wear that was also tapered being on the hook for the No. 29 cluster. The examination of the No. 29 inner transition duct revealed wear patterns from the No. 29 3rd stage turbine vane cluster that were consistent with the cluster having moved inward and aft.

The initial report of this event from NRT was that it was an uncontained LPT event because there were several holes in the LPT case. The examination of the LPT case confirmed that there were three small holes, largest about 0.69 x 0.44 inches, in the LPT case, all under the LPT case cooling air tubes. The examination of the cooling air tubes did not show any impact damage and it was reported from NRT that there was no damage to the inside of the No. 3 engine cowling nor did any debris fall out of the cowling when it was opened.

Incident occurred October 29, 2017 at Logan International Airport (KBOS), Boston, Massachusetts

Officials say an international United Airlines flight was diverted due to reports of smoke and has landed safely in Boston.

The Massachusetts Port Authority says no injuries were reported after the plane landed without incident at Logan International Airport on Sunday afternoon.

United Airlines spokesman Charlie Hobart says the aircraft was heading to Washington Dulles International Airport from Munich. The reported smoke appears to have originated in the galley of the plane, where food is cooked and prepared.

Hobart says passengers remained in their seats while emergency crews came on board to help determine the cause of the smoke. They were then deplaned. Hobart says it's not yet clear if there was a fire on the plane.

Frank Berevino, who was coming in from Virginia with his brother on a separate flight, said they immediately started checking social media and snapping photos.

"We had no idea what was going on, turns out it was like a 2-alarm fire," he said.

Story and video:  https://www.nbcwashington.com



BOSTON - United Airlines flight 107 was diverted to Boston due to a possible fire onboard the aircraft. 

The plane made an emergency landing around 3:40 p.m. Passengers did not evacuate from the aircraft. 

Workers towed the Boeing 777 off the runway.  

According to FlightAware, the plane took off from Munich Germany around 12:40 p.m., and was destined for Washington Dulles International airport. 


Original article can be found here ➤ http://www.fox25boston.com


BOSTON (AP) — Officials say an international United Airlines flight was diverted due to reports of smoke and has landed safely in Boston.

The Massachusetts Port Authority says no injuries were reported after the plane landed without incident at Logan International Airport on Sunday afternoon.

United Airlines spokesman Charlie Hobart says the aircraft was heading to Washington Dulles International Airport from Munich. The reported smoke appears to have originated in the galley of the plane, where food is cooked and prepared.

Hobart says passengers remained in their seats while emergency crews came on board to help determine the cause of the smoke. They were then deplaned. Hobart says it's not yet clear if there was a fire on the plane.

Piper PA-31 Navajo Chieftain, N66906, operated by Key Lime Air: Accident occurred January 21, 2015 in Goodland, Sherman County, Kansas

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Wichita, Kansas

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

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

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

Registered Owner: CBG LLC
Operator: Key Lime Air

http://registry.faa.gov/N66906




NTSB Identification: CEN15LA117
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Wednesday, January 21, 2015 in Goodland, KS
Probable Cause Approval Date: 04/26/2016
Aircraft: PIPER PA-31-350, registration: N66906
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.

The commercial pilot was conducting a cargo flight in the airplane. The operator reported that, during taxi and takeoff, the pilot noted no issues with the airplane. During cruise flight, the left engine lost total power. The right engine then also lost total power, but the pilot failed to complete any of the required engine failure emergency procedures. He chose to perform a forced landing, during which the airplane impacted power lines and then a field, which resulted in substantial damage to the airplane. 

On-scene examination revealed that there was no apparent fuel smell nor fuel on the ground. During postaccident examination of the airplane, no useable fuel was found in the left and right outboard fuel tanks; however, 35 gallons of fuel were found in each of the two inboard fuel tanks. The fuel selectors were found in the “off” position. Further examination of the fuel system revealed that there was no fuel in the fuel lines leading to the left engine and that only about 2 teaspoons of fuel was present in the fuel inlet line to the right engine fuel strainer, indicating that the pilot had not properly managed the fuel, which led to fuel starvation to both engines. The examination revealed no mechanical anomalies that would have precluded normal operation.

Further, postaccident examination of the airplane revealed that the pilot had not feathered both propellers, which would have increased the airplane’s glide distance, and that he had not extended the flaps, which would have resulted in a slower touchdown speed and lower impact energy during the forced landing. Therefore, the pilot did not properly configure the airplane for the forced landing, which resulted in its high-energy impact with power lines and terrain. 

The pilot was on duty all night the day before the accident and had to reposition a flight at 0330, at which point he had been awake for about 15 hours. The pilot reported that, about 40 minutes into the flight, he was definitely starting to feel fatigued. Shortly later, the engine issues began. The pilot reported that he believed that a high level of fatigue, previous issues with another airplane he had flown that day, and a recent company airplane accident had "caused him to not think straight and not perform the proper emergency procedures for engine failure in flight."

The National Transportation Safety Board determines the probable cause(s) of this accident as follows:
The pilot’s improper fuel management and failure to conduct the engine failure emergency procedures and his improper conduct of the forced landing, which resulted in fuel starvation, a total loss of engine power, and the subsequent high-energy impact with power lines and terrain. Contributing to the accident was pilot fatigue.

On January 21, 2015, at 0754 mountain standard time, a Piper PA-31-350, N66906, experienced a total loss of engine power of both engines during cruise flight. The pilot performed a forced landing to a field where the airplane impacted terrain about 10 miles west of Goodland, Kansas. The airplane sustained substantial damage. The pilot was uninjured. The airplane was operated by Key Lime Air as [Key Lime Air] LYM flight 169 under the provisions of Title 14 Code of Federal Regulations Part 135 as a cargo flight and was operating on an instrument rules flight plan. Visual meteorological conditions prevailed for the flight that originated from Denver International Airport (DEN), Denver, Colorado, and was destined to Shalz Field Airport (CBK), Colby, Kansas.

On February 1, 2015, the National Transportation Safety Board Investigator-In-Charge (IIC) requested that the pilot complete the required NTSB Pilot/Operator Accident/Incident Report, NTSB Form 6120.1 and return to the IIC within 10 days. Form 6120.1 was not received from the pilot, and the pilot stated that he provided a statement to the company. 

After not receiving Form 6120.1 from the pilot, the IIC requested and received the Form 6120.1 from Key Lime Air, which had a Narrative History of Flight, the 'majority' of which was taken from the pilot's personal statement that he gave after the accident.

"On Tuesday, January 20th, the pilot woke up at 0330 and arrived at work at 0430 for his flight to Trinidad (LYM1961). That flight went without incident and the pilot was off duty at 0830. From 1000 to 1200, he was able to take a nap in the hotel where he was staying during the day. At 1745, he reported to work at [Perry Stokes Airport] (TAD), [Trinidad, Colorado]. During the preflight/run-up of aircraft N313RA, he discovered the battery was almost dead and the engines would not start. The airport did not have a [ground power unit] available to start the aircraft. Instead, the ground crew had two 12-volt car batteries that were linked together. The pilot unsuccessfully attempted to use these to help give the plane power. He then called Key Lime Air dispatch, told them of the problem, and called the [fixed base operator] for assistance. The pilot started the plane at 2100, and [proceeded] back to DEN. He blocked back in at 2222. When all post flight actions and maintenance write-ups were completed, he called dispatch to go off duty at 2300. Dispatch informed him that due to scheduling issues with his Wednesday morning flight, he would have to stay on duty all night and then reposition a plane from [Centennial Airport] (APA), [Denver, Colorado] to DEN at 0330. Once arriving home at 2345 on Tuesday night after the flight back to DEN, the pilot ate dinner. He decided that if he had to wake up at 0200 to drive to APA, two hours of sleep would make it difficult to wake up and he would have a good chance of oversleeping. He remained awake until it was time to drive to APA. On the drive there he realized that he was fatigued and had issues keeping his eyes open. Once arriving at the Key Lime ramp, he called the DEN ramp supervisor and said he was there but very tired. However, he did not use the word 'Fatigued.' The ramp supervisor asked if he was okay. The pilot replied that he was. The ramp supervisor told him to fly up to DEN, drink some coffee, and once done with the flight to CBK, he could nap before flying back to DEN. Once arriving at DEN and completing post-flight actions, the pilot realized that the nose wheel was losing air quickly. He assumed that it must have happened while taxiing to the UPS ramp. At this time, he wondered why he kept having issues when he got into a plane. He then conducted the preflight N66906 for the flight to CBK and noticed nothing unusual. While waiting for freight to be brought out, he walked towards another pilot's plane to talk to him, bumped a fire extinguisher, knocked the pin loose, and discharged the unit. He stated that he now felt jinxed and was going to cause an issue with the plane he was to fly to CBK. After the freight was brought out and loaded into N66906, he started up but realized both taxi and landing lights were inoperative. He turned back to the ramp and called maintenance. After roughly 45 minutes of troubleshooting maintenance could not find the cause of the issue and the lights were [a minimum equipment list item]. He then waited for daylight and taxied out for the flight. During taxi and takeoff there were no issues with the plane. Once he reached cruise altitude and configured the plane, he did not notice any issues and completed the aircraft trend, which read normal. After roughly 40 minutes into the flight, he stated that he was definitely starting to feel fatigued. Once 25-30 miles from the [Renner Field (Goodland Municipal Airport)] (GLD) [very high frequency omni-directional range navigation aid], he asked Denver Center to go direct to CBK to shorten the flight. Approximately five minutes later, he noticed the Left Boost Pump [Inoperative] light came on. He thought that turning on the Left Auxiliary Pump could fix the problem. However, soon after that the left engine failed. The pilot thought that it was a mechanical issue and radioed [air traffic control] (ATC) to report an engine failure. He then turned toward GLD. ATC reported the weather and asked what approach he wanted. The pilot stated that what he really should have been doing was troubleshooting the cause of the left engine failure. He believed the high level of fatigue, issues with the previous aircraft, and the fact that the company had just lost a pilot due to a crash a month ago caused him to not think straight and do the proper emergency procedures for engine failure in flight. He failed to complete any of the required emergency procedures and concentrated solely on getting to GLD. The Right Boost Pump [Inoperative] light then came on. The pilot turned on the Right Aux Pump but the engine started to fail. Now the pilot stated that he really started to feel stressed and that "his head was out of it." He thought he was not going to make it, and the fear of death clouded all decision making. He once again did not conduct the required emergency procedures and just thought of just getting to the airport. He was losing altitude quickly and told ATC he was not going to make it. ATC told him to find a road to put the plane down. At this time, the aircraft was roughly 2000 feet [above ground level]. The pilot located a gravel road (County Road 71). At roughly 1000 feet [above ground level], he put the landing gear in the down position, but did not get a chance to verify it was down. He was planning on landing to the left side of the road to avoid the power lines running along the south side of the road. At roughly 300 feet [above ground level], he saw a power line to the left (north) side of the road. At the last minute, he tried to pull up to miss the power line to the right but realized was going to hit it. The aircraft hit the power line. The pilot stated that he must have blacked out for the next few seconds. The next thing he knew was that he was stopped in a field to the north of County Road 71. Fearing an engine fire, he put the [fuel] tanks in the off position, pulled mixtures, turned off the [fuel] boost pumps"

According to a Federal Aviation Administration (FAA) Inspector from the Wichita Flight Standards District Office, the airplane was located in a field approximately 645 feet east of a second power line pole north of the intersection of County Road 10 and County Road 71. From the power line pole, in the direction of the aircraft, the left main gear torque links were at 50 feet, the left main landing gear door was at 72 feet, the initial impact of the airplane from the left main landing gear was at 236 feet, a left propeller strike at 267 feet, right propeller strike at 275 feet, nose landing gear impact at 269 feet, pieces of power line pole and power wires at 420 feet, left gear trunnion assembly and wheel at 440 feet, airplane at 645 feet. Approximately 6 feet of the power line was wrapped around the left gear trunnion assembly. Airplane antennas were found at various locations from the aircraft impact to where the airplane came to rest. The left and right propellers strikes were found to indicate they were rotating.

There was no damage to the primary flight controls with the exception of the left aileron. Flight control continuity was checked and all flight controls were able to fully travel, including the trim controls. All engine controls were checked for travel and the left and right engine controls were operational and checked at the engine compartment for continuity. All controls were fully functional.

At the airplane location, there was no apparent fuel smell or any indication of fuel found on the ground. The airplane was sitting at a slight left wing down angle. The left and right outboard fuel tanks were placarded for a 40 gallon capacity; no fuel was visible from looking into the tank from the fuel cap. Approximately two inches of fuel was found in the left inboard fuel tank, placarded for a 56 gallon capacity, and no fuel was visible in the right inboard fuel tank, also placarded for a 56 gallon capacity. 

Cockpit switches and fuel selectors were found in the off position. When power was turned on, the left and right outboard fuel tank indicated empty when selected, the right inboard fuel tank indicated empty when selected and the left inboard fuel tank indicated half full when selected. All circuit breakers were found in and no other abnormalities were found in the cockpit. The left engine throttle control was found in the cutoff position and propeller in the feather position. The right engine throttle controls was found forward in the power position and the propeller control was found forward in the power position. The gear handle was found in the down selected position.

Following the airplane's recovery to a salvage facility, further examination of the airplane fuel system revealed that there was no fuel found in the fuel lines leading to the left engine, however there was approximately two teaspoon of fuel found in the inlet line to the fuel strainer for the right engine. Fuel was sumped from the left and right outboard fuel tanks; approximately one quart of fuel was found in each tank. The inboard fuel tanks were sumped; approximately 35 gallons of fuel was found in each tank. There was a very minute amount of water found in the left inboard tank sump and very minute dirt/contamination found in each sump. The fuel selector valves were checked for continuity from the cockpit, there was no abnormalities found, the selector would allow each tank position to physically be selected.

The FAA Inspector stated that at no point did the pilot indicate he tried to restart either engine, check fuel gauges, or check the fuel selector position.

The FAA Inspector stated that the airplane landing gear was extended, the flaps were fully retracted, and both propellers were not in the feathered position.

NTSB Identification: CEN15LA117
Nonscheduled 14 CFR Part 135: Air Taxi & Commuter
Accident occurred Wednesday, January 21, 2015 in Goodland, KS
Aircraft: PIPER PA-31-350, registration: N66906
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 January 21, 2015, about 0754 mountain standard time, a Piper PA-31-350, N66906, experienced a total loss of engine power of both engines during cruise flight. The pilot performed a forced landing to a field where the airplane impacted terrain about 10 miles west of Goodland, Kansas. The pilot was uninjured. The airplane sustained substantial damage. The airplane was registered to and operated by Key Lime Air as LYM169 under the provisions of Title 14 Code of Federal Regulations Part 135 as a cargo flight and was operating on an instrument rules flight plan. Visual meteorological conditions prevailed for the flight that originated from Denver International Airport, Denver, Colorado, and was destined to Shalz Field Airport, Colby, Kansas.