Friday, March 9, 2018

Loss of Control in Flight: Piper PA-31P Pressurized Navajo, N82605; fatal accident occurred March 08, 2018 at Laredo International Airport (KLRD), Webb County, Texas

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas
Lycoming Aircraft Engines; Williamsport, Pennsylvania
Piper Aircraft; Vero Beach, Florida

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


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

http://registry.faa.gov/N82605

Location: Laredo, TX
Accident Number: CEN18FA116
Date & Time: 03/08/2018, 1038 CST
Registration: N82605
Aircraft: PIPER PA 31P
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

HISTORY OF FLIGHT

On March 8, 2018, about 1038 central standard time, a Piper PA-31P twin-engine airplane, N82605, impacted terrain during an approach to the Laredo International Airport (LRD) Laredo, Texas. The pilot and student rated passenger were fatally injured, and the airplane was destroyed. The airplane was registered to and operated by a private individual, as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions existed near the accident site about the time of the accident, and no flight plan was filed for the local flight.

Shortly after departing runway 18R, the tower controller contacted the pilot and reported that smoke was coming from the left side of the airplane. The pilot reported, "… we're gonna fix that." The airplane turned back toward the airport and was cleared to land on runway 18L.

Witnesses reported seeing the airplane trailing smoke as it approached the airport. Two of the witnesses reported that the smoke came from the left engine. Several airport security cameras captured the accident airplane while airborne. A review of the video also showed a trail of white smoke behind the airplane. While the airplane was on a left downwind leg for landing, the smoke trail was not visible. As the airplane turned left from base leg to final, its bank angle increased past 90 degrees. The airplane impacted terrain in a nose down, near-vertical attitude just short of runway 18L; a post-crash fire ensued.

PERSONNEL INFORMATION

The pilot held a commercial pilot certificate with ratings for airplane single-engine land, multi-engine land, and instrument airplane. He held a flight instructor certificate for airplane single-engine and instrument airplane. He also held a ground instructor (basic) certificate. The pilot's second-class Federal Aviation Administration medical certificate was issued on May 15, 2017, with the limitation, "must have available glasses for near vision." On the application for the medical certificate, the pilot reported 4,243 total hours of flight experience and 45 hours in the previous six months. The pilot's logbook was not available during the investigation for review.

The passenger held a student pilot certificate and a mechanic certificate with a powerplant rating. A third-class medical certificate was issued on August 1, 2014, with no limitations. At the time of the medical certificate examination, he reported 48.9 total hours and 48.9 hours in the last six months. The student's logbook was found at the accident site, but due to the accident, some of the entries were illegible, but it appeared that the student had 194 total hours in single-engine airplanes, with the last logbook entry dated February 2018. Additionally, he had been signed off for the private pilot check ride in November 2017; however, there was no record of him taking the pilot test.

AIRCRAFT INFORMATION

The Piper PA-31P Navajo is low-wing, cabin-class, pressurized, twin-engine airplane with retractable landing gear. The accident airplane was powered by two 425-horsepower Lycoming TIGO-541 reciprocating six-cylinder engines, which each drove a three-bladed, full-feathering Hartzell propeller. Review of the airplane's maintenance records revealed that the airplane's annual inspection was conducted on January 3, 2018, at a total airframe time of 3,185 hours. At the time of the annual inspection, the Hobbs time on both the left and right engines were 2,089.2 hours, and 1,027.3 since factory remanufacture.

METEOROLOGICAL INFORMATION

At 1056, the weather observation facility at LRD recorded wind from 140° at 14 knots gusting to 17 knots, 10 miles visibility, a clear sky, temperature 70°F, dew point 45°F, and an altimeter setting of 30.23 inches of mercury.

COMMUNICATIONS

A review of communications data between air traffic controllers and N82065, (it was not determined whether the pilot or student rated passenger was operating the radios) revealed a pilot contacted LRD ground control and received a clearance to runway 18R. About 12 minutes later, a pilot contacted the tower controller and requested a southeast departure to the practice area.

Just after takeoff, the tower controller reported to N82065, "I have you, ah, smoking actually pretty bad, ah, looks, appears to be your left-hand side". A pilot responded "… we're gonna fix that".

The controller asked if they needed to come back around and land, and if they need any assistance.

A pilot reported that they were going to turn for the downwind 18R; and they were not requesting any assistance.

The tower controller cleared the airplane for 18L, and a pilot acknowledged 18L.

About one minute later, the tower controller notified crash rescue of the accident.

AIRPORT INFORMATION

Laredo International Airport (LRD) is a publicly owned, tower-controlled airport located 3 miles northeast of Laredo, Texas at an elevation of 508 ft mean sea level. LRD has three concrete runways;18L/36R is 8,236 ft long by 150 ft wide, 18R/36L is 8,743 ft long by 150 ft wide, and 14/32 is 5,927 ft long by 150 ft wide.

WRECKAGE AND IMPACT INFORMATION

The front of the airplane cabin/cockpit area was largely destroyed by the impact and fire. The major components of the airplane were located at the accident site. Separated pieces were scattered between the aft cabin and the impact crater, and several fragments of the airplane were scattered away from the impact point.

Both wings were separated from the fuselage and displayed heavy thermal and impact damage.

The airplane was examined at the site by the NTSB investigator-in-charge and technical representatives from the engine and airframe manufacturers. Flight control continuity was confirmed from the front cabin to the left and right aileron bellcranks. The rudder cables were traced from the cockpit to the rudder. The control column and rudder pedals were impact and fire damaged. All three of the airplane's landing gear were extended. The wing flap actuator was in the up position, which corresponded to the flaps retracted position. The cockpit instrument panel and avionics were destroyed by impact and fire damage. The airplane's emergency locator transmitter, located in the empennage, was found in the "off" position with the antenna coaxial cable disconnected; the replacement battery date was labeled as Sept 2019.

Both engines separated from the wing nacelles and were located near the fuselage. The engines were moved and examined in a nearby facility.

The left engine sustained extensive fire and impact damage. Due to impact damage, the engine would not rotate by hand. Engine components, such as the magnetos, fuel metering unit, ignition harness, and fuel pump all sustained fire and impact damage and could not be field tested. Fuel and oil lines were consumed by fire. The turbocharger separated from the engine during the impact damage and would not rotate.

The top sparkplugs were removed; the plugs exhibited normal combustion deposits and wear signatures. The engine was disassembled and, other than extensive fire and impact damage, no abnormalities were noted, and the source of the smoke was not found.

The right engine's components were fire/impact damaged and could not be field tested. The top set of sparkplugs were removed; the plugs exhibited normal combustion deposits and wear signatures.

Both left and right engine turbocharger's V-band clamps were found in place on the turbocharger exhaust system.

The left propeller separated from engine with a section of the propeller shaft. The left engine propeller blades were labeled A, B, and C for identification purposes. Blades A and C were in a high-pitch position, with blade C bent aft, and displayed leading-edge polishing. Blade B was loose in the hub and exhibited chordwise scratching and leading-edge polishing.

The right propeller also separated from the engine with a section of the propeller shaft. The blades for the right propeller where labeled A, B, and C for identification purposes. Blade A exhibited bending and curling beginning about mid-span, with about 2 inches of the blade tip torn off. Blade B was bent forward and exhibited leading edge polishing and gouging. Blade C had fractured and separated outside of the propeller hub. The blade exhibited twisting, curling and leading-edge polishing.

Although the examination was limited by thermal and impact damage, no pre-impact abnormalities were noted during the airframe or engine examinations.

MEDICAL AND PATHOLOGICAL INFORMATION

The Office of the Chief Medical Examiner, Webb County Medical Examiner, Laredo, Texas, conducted an autopsy on the occupants. The cause of death was determined to be, "multiple blunt force and crushing injuries."

The FAA Forensic Sciences Laboratory, Oklahoma City, Oklahoma, conducted toxicological testing. For the pilot, the specimens were not tested for cyanide and carbon monoxide. The tests were negative for ethanol and tested drugs. For the student pilot rated passenger, the specimens were not tested for cyanide. The tests were negative for and carbon monoxide and ethanol. The test was positive for cetirizine in the blood and urine.

Cetirizine is an over the counter antihistamine and commonly marketed under the trade names: Zyrtec, Aller-Tec, or Alleroff. The medication is taken to relieve the symptoms of hay fever and allergy.

ADDITIONAL INFORMATON

The FAA Airplane Flying Handbook (FAA-H-8083-3B), Chapter 12, Transition to Multiengine Airplanes, addresses in part, operational procedures and hazards associated with twin-engine airplanes and the loss of engine power:

General

The basic difference between operating a multiengine airplane and a single-engine airplane is the potential problem involving an engine failure. The penalties for loss of an engine are twofold: performance and control. The most obvious problem is the loss of 50 percent of power, which reduces climb performance 80 to 90 percent, sometimes even more. The other is the control problem caused by the remaining thrust, which is now asymmetrical. Attention to both these factors is crucial to safe OEI [one engine inoperative] flight. The performance and systems redundancy of a multiengine airplane is a safety advantage only to a trained and proficient pilot.

Engine Failure After Lift-Off

A takeoff or go-around is the most critical time to suffer an engine failure. The airplane will be slow, close to the ground, and may even have landing gear and flaps extended. Altitude and time is minimal. Until feathered, the propeller of the failed engine is windmilling, producing a great deal of drag and yawing tendency. Airplane climb performance is marginal or even non-existent, and obstructions may lie ahead. An emergency contingency plan and safety brief should be clearly understood well before the takeoff roll commences. An engine failure before a predetermined airspeed or point results in an aborted takeoff. An engine failure after a certain airspeed and point, with the gear up, and climb performance assured result in a continued takeoff. With loss of an engine, it is paramount to maintain airplane control and comply with the manufacturer's recommended emergency procedures.

Control

The first consideration following engine failure during takeoff is to maintain control of the airplane. Maintaining directional control with prompt and often aggressive rudder application and STOPPING THE YAW is critical to the safety of flight. Ensure that airspeed stays above VMC [minimum control speed with the critical engine inoperative]. If the yaw cannot be controlled with full rudder applied, reducing thrust on the operative engine is the only alternative. Attempting to correct the roll with aileron without first applying rudder increases drag and adverse yaw and further degrades directional control. After rudder is applied to stop the yaw, a slight amount of aileron should be used to bank the airplane toward the operative engine. This is the most efficient way to control the aircraft, minimize drag, and gain the most performance.

The PA-31P Pressurized Navajo, Pilot's Operating Handbook, Section III, C, Emergency Procedures, states in part:

FEATHERING PROCEDURE

a. Maintain Direction and Airspeed
b. Mixtures – forward
c. Props – forward
d. Throttles – forward
e. Gear – retract
f. Flaps – retract
g. Emergency Pumps – on
h. Identify inoperative engine
i. Throttle on inoperative engine - retard to verify
j. Prop on inoperative engine - feather
k. Mixture on inoperative engine - idle cut off
l. Emergency pump on inoperative engine – off
m. Magnetos on inoperative engine – off
n. Prop Synchronizer - off, if installed
o. Cowl Flaps - close on inoperative engine, as required on good engine
p. Alternator on inoperative engine - off (use circuit breaker switch)
q. Electrical Load - reduce, to prevent battery depletion
r. Trim - as required
s. Fuel Management - fuel off on inoperative engine, consider crossfeed
t. Land at first opportunity

ENGINE FAILURE DURING CLIMB

a. Follow feathering procedure.

b. Hold single engine best rate-of-climb speed of 133 MPH

c. Monitor cylinder head temperature - adjust cowl flap as required.

SINGLE ENGINE LANDING

a. Complete feathering procedure
b. Before landing check list
(1) Do not extend landing gear until certain of making field. Maintain 133 MPH.
(2) Do not lower flaps until certain of making field. Maintain 116 MPH.
c. Trim for landing - (rudder)
d. Do not land pressurized above .3 psi.

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 56 
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Unknown
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 05/15/2017
Occupational Pilot:
Last Flight Review or Equivalent:
Flight Time: 4243 hours (Total, all aircraft)

Pilot-Rated Passenger Information

Certificate: Student
Age: 19
Airplane Rating(s): None
Seat Occupied: Unknown
Other Aircraft Rating(s):
Restraint Used: 
Instrument Rating(s):
Second Pilot Present: Yes
Instructor Rating(s): 
Toxicology Performed: Yes
Medical Certification: Unknown
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 194 hours (Total, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N82605
Model/Series: PA 31P UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1977
Amateur Built: No
Airworthiness Certificate: Utility
Serial Number: 31P-7730010
Landing Gear Type: Retractable - Tricycle
Seats:
Date/Type of Last Inspection: 01/03/2018, Annual
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: Reciprocating
Airframe Total Time: 3185 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C91  installed, not activated
Engine Model/Series: TIGO-541
Registered Owner: On file
Rated Power: 425 hp
Operator: On file
Operating Certificate(s) Held: On-demand Air Taxi (135)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KLRD
Distance from Accident Site:
Observation Time: 1056 CST
Direction from Accident Site:
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 14 knots / 17 knots
Turbulence Type Forecast/Actual:
Wind Direction: 140°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.23 inches Hg
Temperature/Dew Point: 21°C / 7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Laredo, TX (KLRD)
Type of Flight Plan Filed: None
Destination: Laredo, TX (KLRD)
Type of Clearance: VFR
Departure Time: 1035 CST
Type of Airspace: Class D

Airport Information

Airport: Laredo International (KLRD)
Runway Surface Type: Concrete
Airport Elevation: 508 ft
Runway Surface Condition: Dry
Runway Used: 18L
IFR Approach: None
Runway Length/Width: 8236 ft / 150 ft
VFR Approach/Landing: Precautionary Landing; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: In-Flight and On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal

Latitude, Longitude:  27.560833, -99.457500

Location: Laredo, TX
Accident Number: CEN18FA116
Date & Time: 03/08/2018, 1000 CST
Registration: N82605
Aircraft: PIPER PA 31P
Injuries: 2 Fatal
Flight Conducted Under:  Part 91: General Aviation - Personal 

On March 8, 2018, about 1038 central standard time, a Piper PA-31P airplane, N82605, impacted terrain during an approach to the Laredo International Airport (KLRD) Laredo, Texas. The commercial rated pilot and student pilot rated passenger were fatally injured, and the airplane was destroyed. The airplane was registered to and operated by a private individual, as a 14 Code of Federal Regulations Part 91 fight. Visual meteorological conditions existed near the accident site about the time of the accident, and no flight plan had been filed.

Shortly after departing runway 18R, the air traffic controller contacted the airplane and reported that smoke was coming from the left side of the airplane. The pilot reported "… we're gonna fix that". The airplane turned back to the airport and was cleared to land on runway 18L.

Witnesses reporting seeing the airplane overhead trailing smoke or approaching the airport before the crash. Several airport security cameras captured the accident airplane airborne. A review of the video noted a white smoke trail behind the airplane. The smoke trail stops while the airplane is in the left downwind for the runway. The airplane initiated a left turn and as the airplane approaches the runway the bank angle increased. The airplane impacted terrain in a nose down, near vertical attitude; a post-crash fire ensued.

The front of the airplane cabin/cockpit area was largely destroyed by the impact and fire. The major components were located at the crash site, parts were distributed between the aft cabin and the impact crater; however, several fragments of the airplane were scattered away from the impact point. Both wings were separated from the fuselage and had heavy thermal and impact damage. Both 3-bladed propellers had separated from their respective engines. Both engines had separated from the wing nacelles and were located near the fuselage. Both left and right engines had heavy impact/thermal damage. The engines were removed and examined on-site in a facility nearby. The engines turbocharger's V-band clamps were found in-place on the turbos exhaust system. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: PIPER
Registration: N82605
Model/Series: PA 31P UNDESIGNATED
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: On-demand Air Taxi (135) 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KLRD
Observation Time: 1056 CST
Distance from Accident Site:
Temperature/Dew Point: 21°C / 7°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 14 knots/ 17 knots, 140°
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 30.25 inches Hg
Type of Flight Plan Filed:
Departure Point:
Destination:

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: In-Flight
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude:



Dr. Kelle David Hein


Dr. Kelle David Hein, at the age of 56, passed away on March 8th, 2018 in an air plane crash likely due to an engine malfunction. Kelle was born on July 22nd, 1961 in Orton, MN.

Kelle Hein was a lifelong learner. He graduated from high school in Groton, SD in 1979 and graduated with a liberal arts degree from Augusta College in Sioux Falls, SD in 1981. Kelle became a flight instructor and commercial pilot in 1985 and received his Doctorate degree in 2015 from Landmark Baptist Theological Seminary. Shortly after earning his doctorate degree, he authored a published book titled “What’s the Bible Got to do With It?”

Kelle married his sweetheart, Tammy Waldrop, on July 20th, 1985 in Waco, TX. They were happily married for 32 years and had five children. Kelle and Tammy dedicated their lives to the Lord and were missionaries to Nuevo Laredo and Laredo, TX for 32 years. Since 1999, He pastored Family Baptist Church in Laredo, TX.

Kelle loved the Lord with his whole heart, and he was loved by everyone who knew him. Anytime he would walk in a room, he would fill it with joy and laughter. He always left people with a declaration to “have a good day on purpose.”

Kelle was proceeded in death by his brothers Kevin Hein and Kent Hein, his sister Kari Hein, and two sets of grandparents. He is survived by his loving wife Tammy Hein, his children Kelle Hein, Jr, (Colby Hein), Kalen Hein, (Brandi Hein), Kyla Hein, Kiery Hein Saldivar, (Alejandro Saldivar), and Kesha Hein. He is also survived by his grandchildren Paxton Hein, Tucker Hein, Scarlett Saldivar, and Bentley Hein; as well as by his parents Wally and Darlene Fischer and his in laws Rev. Bill and Carolyn Waldrop. He also leaves behind his brother-in-law Billy Waldrop, (Petra Waldrop) and his nephew Davis Waldrop.  Memorable Service will be held at Family Baptist Church on Monday 12th, 2018 at 2:00pm. The ceremony will be conducted by Rev. Horst Trojhan.






The two victims of Thursday's deadly plane crash in Laredo have been identified.

Robert Christopher Marshall, 19, and Kelle David Hein, 56, were aboard a small plane when it crashed at the Laredo International Airport grounds, according to Webb County Medical Examiner Corinne Stern.


They were the only two in the plane. Both were pronounced dead at the scene.


Marshall was a student at Baylor University and Hein was the preacher of the Family Baptist Church in Laredo.


At approximately 10:39 a.m. Thursday, the Laredo Police and Fire departments received reports of a downed plane. Authorities found the crash site behind Iglesia Cristiana Emmanuel and Quality Reflections Glassworks in the 6400 block of Polaris Drive.


Robert R. Marshall, of Bruni, and his wife, Amy Marshall, are the registered owners of the aircraft, according to Federal Aviation Administration records. He is the CEO and president of Marshall Aviation, an on-demand charter service for passengers and freight aircraft. The Marshalls are also members of the Webb Consolidated ISD school board.


The Piper PA-31P Pressurized Navajo was attempting to return to the runway after smoke was reported coming from the aircraft's left engine, according to Lynn Lunsford, Federal Aviation Administration spokesperson.


Airport firefighters responded to the blaze within seconds of the crash, said Investigator Joe E. Baeza, Laredo Police Department spokesman.


The National Transportation Safety Board will be the lead investigating agency.


Original article can be found here ➤ https://www.lmtonline.com


Webb County Medical Examiner Corinne Stern is shown at the scene of a plane crash at the Laredo International Airport on March 8, 2018.
















LAREDO, Texas (KGNS) - A deadly plane crash that happened on Thursday late morning claimed the lives of two people.

According to the Webb County Medical Examiner’s Office, 56-year-old, Kelle Hein and 19-year-old Robert Christopher Marshall are the two victims who were involved in the accident.

According to officials, a Piper PA-31P Pressurized Navajo went down on Thursday at around 10:30 a.m. and was engulfed in flames on the runway of the airport.

Preliminary reports say the pilot noticed that smoke was coming out of the aircraft and immediately contacted officials. That’s when the pilot attempted to land the aircraft.

The aircraft went nose first on the runway, which is when the plane completely caught fire.

Authorities are still investigating the actual cause of the incident.

A small plane crash claimed the lives of two people on Thursday morning.

Operations at the Laredo International Airport were suspended due to the aircraft accident.

According to officials, a Piper PA-31P Pressurized Navajo went down on Thursday at around 10:30 a.m. and was engulfed in flames on the runway of the airport.

Preliminary reports say the pilot noticed that smoke was coming out of the Piper PA-31P Pressurized Navajo and immediately contacted officials. That’s when the pilot attempted to land the aircraft.

The aircraft went nose first on the runway, which is when the plane completely caught fire.

Authorities are still investigating the actual cause of the incident.

Police have not released the identity of the individuals that were involved in the accident. They are still pending notification of next of kin.

The Laredo International Airport says they are now up and running since suspending operations since the accident.

Original article can be found here ➤ http://www.kgns.tv

1 comment:

Anonymous said...

Video here https://aviation-safety.net/wikibase/wiki.php?id=207232