Sunday, September 30, 2018

Fuel Starvation: Howard DGA-15P, N9471H; accident occurred September 30, 2018 at Kern Valley Airport (L05), Kern County, California
































Aviation Accident Final Report - National Transportation Safety Board

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Fresno, California
Howard Aircraft Foundation; Nevada

Investigation Docket - National Transportation Safety Board:


Location: Kernville, California 
Accident Number: WPR18LA278
Date and Time: September 30, 2018, 08:44 Local 
Registration: N9471H
Aircraft: Howard DGA 15P
Aircraft Damage: Destroyed
Defining Event: Fuel starvation 
Injuries: 2 None
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

Before departure, the pilot selected the main fuel tank, performed an engine run-up and then taxied to the runway. During his subsequent takeoff attempt, the airplane lifted off the ground and transitioned into a climb. As the airplane reached about 50 ft above ground level, the pilot experienced a total loss of engine power. The airplane descended rapidly and impacted the runway, which resulted in a postcrash fire and destroyed most of the airplane except for the engine compartment.

Information provided by the airplane type certificate holder indicated that takeoffs were conventionally conducted with the front fuel tank selected for takeoff rather than the main fuel tank. The accident airplane’s operating handbook indicated that takeoff should be conducted with the main tank selected, but documentation indicated that the manufacturer later published guidance requiring takeoffs with the front fuel tank selected due to an unspecified fuel system failure, believed to be the result of a fuel tank un-porting. There was no available information to indicate that this guidance was distributed to the operators of earlier serial number airplanes. The type certificate holder also published anecdotes from pilots who had experienced a loss of engine power during takeoff with the main fuel tank selected when the tank was less than 1/2 full. The accident pilot reported that the main fuel tank may have been less than 3/8 full at the time of the accident.

Examination of the airplane and an engine test run did not reveal any preimpact mechanical anomalies that could have resulted in a loss of power. Given the available information, it is likely that the engine experienced fuel starvation, which resulted in a total loss of engine power.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A total loss of engine power during initial climb due to fuel starvation.

Findings

Aircraft Fuel selector/shutoff valve - Incorrect use/operation
Aircraft Fuel - Not specified

Factual Information

On September 30, 2018, about 0844 Pacific daylight time, a Howard Aircraft DGA-15P, N9471H, was destroyed when it was involved in an accident near Kernville, California. The airline transport pilot and passenger were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he was returning home after attending a fly-in event. After waiting for the engine oil to warm up to 60°C, he performed the engine run-up. During this time, he checked the rpm drop between magnetos, verified that the carburetor heat functioned normally, and cycled the propeller. After completing the run-up checklist, the pilot selected the main fuel tank, which was about 3/8 full. The forward tank was about half full. He then waited about 10 minutes for the traffic pattern to clear before departing. The airplane lifted off the runway at about 70 mph and accelerated to about 85 mph in a 10° nose high attitude. The airplane reached about 50 ft above ground level (agl) before the engine lost total power and the airplane started to descend rapidly. After impacting the runway, both main landing gear separated, and the airplane slid about 300 ft before coming to rest upright. The airplane was destroyed by postcrash fire; however, the engine compartment survived the fire with minimal thermal damage. In a subsequent statement, the pilot reported that the main fuel tank may have been less than 3/8 full, as he had recently flown 1.5 hours.

According to FAA records, the airplane was manufactured in 1943 and registered to the pilot on January 6, 2016. The airplane was powered by a Pratt & Whitney R-985 AN-14B, air cooled, 450 horsepower radial engine. Maintenance records indicated that the airplane's most recent annual inspection was completed on April 26, 2018, at a total time of 2,208 flight hours. The engine had accrued   total of 5,683 total hours at the time of the inspection and 508 hours since its most recent overhaul, which was completed on January 8, 1996. A maintenance record from June 2018 showed that the pistons for cylinder Nos. 3 and 5 were removed and reinstalled to facilitate the installation of new piston rings.

The engine was test run for 10 minutes at 1,000 rpm and subsequently advanced 200 rpm every 10 minutes. During the 15-minute engine run at 1,800 rpm, the left and right magnetos were shut down individually, which revealed a drop of 60 rpm for the left magneto and 80 rpm for the right magneto. Engine power was then advanced to 1,900 rpm for 15 minutes, 2,000 rpm for 15 minutes and 2,100 rpm for 5 minutes. The engine ran smoothly and continuously for the duration of the engine run.

Examination of the fuel selector valve did not reveal any obstructions and the wobble fuel pump operated normally when actuated by hand. According to the Pilot's Operating Handbook (POH), the wobble pump is normally used during starting and emergency operations.

The POH, dated June 22, 1943, was intended for models of the accident airplane that belonged to the United States Navy and included procedures for the engine start, takeoff, and the climb. The "Starting Procedure" stated that the fuel selector should be moved to the "Main Tank" and subsequently primed using the wobble pump with the throttle control in the "IDLE-CUTOFF" position. There was no
procedure to change fuel tanks until having reached the "CRUISING" stage of flight, which required the pilot to select the "FRONT TANK." Similar procedures were found in a the POH for a subsequent model, dated January 7, 1947.

The airplane was equipped with three fuel tanks beneath the cabin: a front tank, a main tank, and a rear tank, totaling 122 gallons. According to the POH, the main tank should be selected for takeoff and landing.

The November 2018 issue of The Howard Newsletter, a publication of the Howard Aircraft Foundation, the airplane’s type certificate holder, discussed the fuel system operation in relation to the accident circumstances. According to the issue, the accident airplane make and model should be operated using the forward tank during takeoff and landing. The article further stated that this was "factory direction" for most all Howard DGA-15s; however, the foundation was unable to produce any POHs, engineering data, or placards that required the forward tank be selected during takeoff. The author's opinion of the rationale behind this information is based on a theory that the main fuel tank can become un-ported during takeoff due to the location of the fuel sump, fuel tank quantity, pitch attitude, and acceleration rate. 

Howard DGA-15 airplanes holding serial numbers 500 – 700 (the accident airplane was 813), directed the pilot to take off with the fuel selector on the main tank; however, some aircraft in this series were also equipped with a placard that stated, "TAKE-OFF PROHIBITED ON ANY TANK WITH FUEL BELOW YELLOW MARK." In its article, the Howard Foundation stated that the implication behind this placard was that a fuel level at or above the yellow mark was sufficient to preclude any un-porting of the fuel pickup. Additionally, with the main tank about one-third full, "the acceleration of the Howard, in concert with the pitch attitudes attainable when the aircraft is light, could lead to the unporting of the fuel pickup of the main tank." According to a drawing issued by the company's engineering department on November 26, 1943, (see figure) a fuel selector for the accident airplane make and model required selection of the front tank during takeoff and landing.

The Howard Aircraft Foundation provided correspondence that took place between the Howard Aircraft Corporation and the Civil Aviation Authority from 1942 and 1943 and included discussions about a "fuel system failure." The records indicated that an engine failure during takeoff or climb may occur at low fuel quantities. This information did not cite the fuel level that could result in an engine failure. The discussions referenced a re-calibration of the fuel gauges and the installation of a placard that shows the
minimal fuel required to take off and land on the main fuel tank.

The Howard Aircraft Corporation ceased operations in 1944. The accident airplane was manufactured in 1943 and was not equipped with a placard or any warning to use the front tank during takeoff or caution the pilot from attempting to takeoff below a specified fuel quantity. In addition, the pilot was unaware of the airplane's history of fuel system failures.

The article included prior incidents of pilots who experienced power interruptions or losses of engine power or discovered that their airplane would not draw fuel from the main tank below a certain fuel quantity. In one example, the pilot experienced an interruption in engine power about 50 feet agl with the fuel selector on the main tank and with a fuel quantity "significantly less than half full." In another example, a Howard Foundation member reported that the airplane will not draw fuel from the main fuel tank in a three-point attitude if the fuel quantity is less than about 20 gallons, which is just below 1/3 of a tank.

The 0856 recorded weather observation at China Lake Naval Air Weapons Station, China Lake, California, located about 37 nautical miles east of the accident site, included wind from 310° at 4 knots, 10 statute miles visibility, clear skies, temperature 17°C, dew point 03°C, and an altimeter setting of 29.90 inches of mercury.

History of Flight

Initial climb Fuel starvation (Defining event)
Initial climb Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Airline transport 
Age: 36,Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Restraint Used: Lap only
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): Airplane multi-engine; Airplane single-engine; Instrument airplane
Toxicology Performed: No
Medical Certification: Class 1 Without waivers/limitations
Last FAA Medical Exam: July 23, 2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: June 6, 2018
Flight Time: 7800 hours (Total, all aircraft), 162 hours (Total, this make and model), 7000 hours (Pilot In Command, all aircraft), 75 hours (Last 90 days, all aircraft), 25 hours (Last 30 days, all aircraft), 4 hours (Last 24 hours, all aircraft)

Passenger Information

Certificate: Age:
Airplane Rating(s): 
Seat Occupied: Right
Other Aircraft Rating(s): 
Restraint Used: Lap only
Instrument Rating(s): 
Second Pilot Present: No
Instructor Rating(s): 
Toxicology Performed: No
Medical Certification: 
Last FAA Medical Exam:
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: Howard 
Registration: N9471H
Model/Series: DGA 15P No Series
Aircraft Category: Airplane
Year of Manufacture: 1943 
Amateur Built:
Airworthiness Certificate: Normal
Serial Number: 813
Landing Gear Type: Tailwheel 
Seats: 5
Date/Type of Last Inspection: April 26, 2018 Annual 
Certified Max Gross Wt.: 4500 lbs
Time Since Last Inspection: 20 Hrs
Engines: 1 Reciprocating
Airframe Total Time: 2208 Hrs as of last inspection
Engine Manufacturer: Pratt and Whitney
ELT: C91A installed, not activated 
Engine Model/Series: R985 AN-14B
Registered Owner: 
Rated Power: 450 Horsepower
Operator: On file
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: 2284 ft msl
Distance from Accident Site: 37 Nautical Miles
Observation Time: 08:56 Local 
Direction from Accident Site: 90°
Lowest Cloud Condition: Clear
Visibility 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 3 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 70° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.9 inches Hg 
Temperature/Dew Point: 19°C / 3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Kernville, CA (L05)
Type of Flight Plan Filed: None
Destination: Bakersfield, CA (L45)
Type of Clearance: None
Departure Time: 08:44 Local
Type of Airspace: Military operation area; Class G

Airport Information

Airport: Kern Valley L05
Runway Surface Type: Asphalt
Airport Elevation: 2614 ft msl
Runway Surface Condition: Dry
Runway Used: 17 
IFR Approach: None
Runway Length/Width: 3500 ft / 50 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Destroyed
Passenger Injuries: 1 None 
Aircraft Fire: On-ground
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 2 None 
Latitude, Longitude: 35.723609,-118.418609






FRESNO, Calif. (KFSN) -- Kern Valley Airport was shut down for several hours on Sunday after a plane crashed and burst into flames.

Two people were inside of the plane when it went down at around 8:30 a.m. in Kern County.

Photos from our sister station in Bakersfield captured the aftermath of the crash.

Fire crews say both occupants got out of the plane without injuries.

The Federal Aviation Administration is working to figure out what caused the crash.

Original article can be found here ➤ https://abc30.com

Location: Kernville, CA
Accident Number: WPR18LA278
Date & Time: 09/30/2018, 0844 PDT
Registration: N9471H
Aircraft: Howard DGA 15P
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 30, 2018, about 0844 Pacific daylight time, a Howard Aircraft DGA-15P, N9471H, was substantially damaged during a forced landing at Kern Valley Airport (L05), Kernville, California. The airline transport pilot and passenger were not injured. The airplane was owned and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions (VMC) prevailed, and a flight plan was not filed for the local flight, which was originating at the time of the accident. The personal flight was destined for Bakersfield, California.

According to the pilot, he was returning home after attending a fly-in event at L05. After waiting for the engine oil to warm up to 60°C, he taxied the airplane to the airport run-up area and ran the engine up. During this time, he checked the rpm drop between magnetos, verified that the carburetor heat functioned normally, and cycled the propeller. After completing the run-up checklist, the pilot selected the center fuel tank, which was about 3/8 full. The forward tank was about half full. He then waited about 10 minutes for the traffic pattern to clear and then entered the active runway where he began his takeoff roll. The airplane lifted off the ground about 70 mph and accelerated to about 85 mph in a 10° nose high attitude. The pilot recalled that the airplane reached about 50 ft above ground level before he encountered a total loss of engine power and started to descend rapidly. The airplane impacted the runway, both main landing gear separated and the airplane slid about 300 ft before it came to rest. The airplane was destroyed by postcrash fire. A video of the accident flight furnished by a witness corroborated the pilot's statement.

Aircraft and Owner/Operator Information

Aircraft Make: Howard
Registration: N9471H
Model/Series: DGA 15P No Series
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site:
Condition of Light: Day
Observation Facility, Elevation: , 2284 ft msl
Observation Time: 0856 PDT
Distance from Accident Site: 37 Nautical Miles
Temperature/Dew Point: 19°C / 3°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 3 knots / , 70°
Lowest Ceiling: None
Visibility: 10 Miles
Altimeter Setting: 29.91 inches Hg
Type of Flight Plan Filed: None
Departure Point: Kernville, CA (L05)
Destination: Kernville, CA (L05) 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude:

Fire In-Flight (Non-Impact): Cirrus SR22, N818GM; accident occurred September 30, 2018 near Addison Airport (KADS), Dallas County, Texas

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Irving, Texas
Continental Motors; Mobile, Alabama
Cirrus Aircraft; Duluth, Minnesota

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

https://registry.faa.gov/N818GM

Location: Addison, TX
Accident Number: CEN18LA392
Date & Time: 09/30/2018, 1121 CDT
Registration: N818GM
Aircraft: Cirrus SR22
Aircraft Damage:Substantial 
Defining Event: Fire/smoke (non-impact)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional 

On September 30, 2018, about 1121 central daylight time, a Cirrus SR22 airplane, N818GM, impacted terrain following a total loss of engine power near Addison Airport (ADS), Dallas, Texas. The pilot and flight instructor were not injured, and the airplane was substantially damaged. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as an instructional flight. Day visual meteorological conditions prevailed for the flight, which departed ADS about 1115, with a destination of Waco Regional Airport (ACT), Waco, Texas.

While on departure climbing through 2,800 ft mean sea level, the pilot and flight instructor noticed multiple avionics malfunctions and turned back toward ADS. During this turn, the engine lost total power and indications of a fire were noticed. When the flight instructor and pilot recognized the airplane was not within gliding distance of ADS or a suitable forced landing area, the pilot initiated the Cirrus Airframe Parachute System (CAPS). The airplane descended under parachute into a parking lot and the main spar was damaged. Accident site examination revealed a hole near the lower right engine cowling from a burn through.

Examination at the recovery facility revealed two of the three sets of hardware were missing from the muffler attach point. The remaining bolt, washers, spring and castellated nut remained attached, but no cotter pin was installed. Without the muffler attachment hardware, the exhaust collector was free to rotate. The hole in the lower right engine cowling was consistent with escaping hot exhaust gas.

Various components in the right forward side of the firewall were thermally damaged. Numerous white areas consistent with electrical arcing were present, including both magneto p-leads shorted against the metal engine mount frame. Although both magneto p-leads were shorted, the two magnetos were not damaged. After the magneto p-leads were disconnected, the magnetos produced sparks at all ignition leads when the engine was manually rotated.

During a pre-buy inspection of the airplane, a report prepared by the maintenance provider listed issues discovered and corrective actions performed. Two of the entries were "#1-cylinder base o-ring is seeping" and "replaced #1-cylinder base o-ring P/N 641066 IAW TCM IO-550-N MN CH17-3". The work order to replace the cylinder o-ring, dated three days prior to the accident, required removal and reinstallation of the muffler. 

Pilot Information

Certificate: Private
Age: 44, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: BasicMed
Last FAA Medical Exam: 02/19/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 04/19/2018
Flight Time:  509 hours (Total, all aircraft), 2 hours (Total, this make and model), 494 hours (Pilot In Command, all aircraft), 38 hours (Last 90 days, all aircraft), 14 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Flight Instructor Information

Certificate: Airline Transport; Commercial
Age: 27, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s):
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 07/25/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 12/15/2017
Flight Time:  1514 hours (Total, all aircraft), 113 hours (Total, this make and model), 1289 hours (Pilot In Command, all aircraft), 78 hours (Last 90 days, all aircraft), 53 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cirrus
Registration: N818GM
Model/Series: SR22
Aircraft Category: Airplane
Year of Manufacture: 2002
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 0256
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 05/23/2018, 100 Hour
Certified Max Gross Wt.: 3400 lbs
Time Since Last Inspection: 13 Hours
Engines: 1 Reciprocating
Airframe Total Time: 1334 Hours at time of accident
Engine Manufacturer: Continental
ELT: Installed
Engine Model/Series: IO-550N
Registered Owner: Brian Lenzmeier
Rated Power: 310 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KDAL, 488 ft msl
Distance from Accident Site: 3 Nautical Miles
Observation Time: 1139 CDT
Direction from Accident Site: 202°
Lowest Cloud Condition: Scattered / 2000 ft agl
Visibility:  10 Miles
Lowest Ceiling: Broken / 3500 ft agl
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 160°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.16 inches Hg
Temperature/Dew Point: 26°C / 21°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Dallas, TX (ADS)
Type of Flight Plan Filed: IFR
Destination: Waco, TX (ACT)
Type of Clearance: IFR
Departure Time: 1115 CDT
Type of Airspace: Class B

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: In-Flight
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 32.896944, -96.834167 (est)

Location: Addison, TX
Accident Number: CEN18LA392
Date & Time: 09/30/2018, 1121 CDT
Registration: N818GM
Aircraft: Cirrus SR22
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional

On September 30, 2018, about 1121 central daylight time, a Cirrus SR22 airplane, N818GM, impacted terrain following a loss of engine power near Addison Airport (ADS), Dallas, Texas. The pilot and flight instructor were not injured, and the airplane was substantially damaged. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as an instructional flight. Day visual meteorological conditions prevailed for the flight, which departed ADS about 1115 and was destined for Waco Regional Airport (ACT), Waco, Texas.

While on departure climb about 2,800 ft above mean sea level, the pilot and flight instructor noticed multiple avionics malfunctions and turned back toward ADS. During this turn, the engine lost total power and indications of a fire were noticed. After the flight instructor and pilot recognized the airplane was not within gliding distance of ADS or a suitable forced landing area, the pilot initiated the Cirrus Airframe Parachute System (CAPS). The airplane descended under parachute into a parking lot and the main spar was damaged. On-site examination revealed the right side of the engine cowling was burned through near the exhaust system. The airplane was retained for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: Cirrus
Registration: N818GM
Model/Series: SR22
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KDAL, 488 ft msl
Observation Time: 1139 CDT
Distance from Accident Site: 3 Nautical Miles
Temperature/Dew Point: 26°C / 21°C
Lowest Cloud Condition: Scattered / 2000 ft agl
Wind Speed/Gusts, Direction: 7 knots / , 160°
Lowest Ceiling: Broken / 3500 ft agl
Visibility: 10 Miles
Altimeter Setting: 30.16 inches Hg
Type of Flight Plan Filed: IFR
Departure Point: Dallas, TX (ADS)
Destination: Waco, TX (ACT)

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: In-Flight
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude:  32.896944, -96.834167 (est)






The pilot of a single-engine plane made an emergency landing shortly after taking off from Addison Airport Sunday morning.

There were no injuries reported.

Shortly after taking off from Addison at around 11:15 a.m., the pilot of the Cirrus SR22 reported engine and instrument troubles, according to the Federal Aviation Administration. 

The pilot attempted to return to the airport but instead declared an emergency. The pilot told air traffic control the plane would not be able to make it back to Addison.

The Federal Aviation Administration said the pilot deployed the Cirrus’ emergency parachute with the plane coming to rest near Alpha Road, about a mile and a half south of the airport.

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

Zenair CH 701 SP, N701XL: Fatal accident occurred July 27, 2017 in Laddonia, Ralls County, Missouri

Analysis

Although he had no night or instrument flight experience, the sport pilot departed in a non-instrument-certificated light sport airplane at night with an overcast ceiling and thunderstorms in the area. Radar data showed that the airplane proceeded on course for about 9 minutes and then entered a right descending turn that continued to ground impact, which was consistent with the pilot attempting to return to the departure airport and not paying attention to his altitude. Examination of the accident site revealed that the airplane struck open level farm land in a right wing-low, nose-low attitude. Examination of the engine and airframe did not reveal any evidence of preimpact anomalies that would have precluded normal operation. It is likely that the pilot continued visual flight into an area of instrument meteorological conditions, which resulted in the pilot experiencing a loss of visual reference and subsequent spatial disorientation.

The pilot had a history of chronic insomnia treated with temazepam, a sedating benzodiazepine, and was regularly prescribed hydrocodone, an opioid analgesic. Toxicology testing detected these drugs and their metabolites in the pilot's system. The pilot was likely impaired by effects from his use of temazepam, and the impairing effects of temazepam were likely enhanced by the pilot's use of hydrocodone. It is likely that the pilot's decision-making was degraded due to his combined use of temazepam and hydrocodone. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's decision to take off at night and continue visual flight into instrument meteorological conditions. which resulted in the pilot becoming spatially disoriented and losing control of the airplane. Contributing to the accident were the pilot's degraded decision-making due to his use of a combination of impairing prescription drugs, and the pilot's lack of instrument and night flight experience. 

Findings

Aircraft
Performance/control parameters - Not attained/maintained (Cause)

Personnel issues
Decision making/judgment - Pilot (Cause)
Spatial disorientation - Pilot (Cause)
Aircraft control - Pilot (Cause)
Prescription medication - Pilot (Factor)
Decision making/judgment - Pilot (Factor)
Qualification/certification - Pilot (Factor)
Total instrument experience - Pilot (Factor)

Environmental issues
Below VFR minima - Contributed to outcome (Cause)
Personal pressure - Contributed to outcome

Factual Information

History of Flight

Enroute
VFR encounter with IMC (Defining event)

Maneuvering-low-alt flying
Collision with terr/obj (non-CFIT)

Shannon and Bobby Faulkner
~

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


Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Saint Louis, Missouri

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/N701XL



Location: Laddonia, MO
Accident Number: CEN17FA288
Date & Time: 07/27/2017, 0452 CDT
Registration: N701XL
Aircraft: ZENITH CH701SP
Aircraft Damage: Destroyed
Defining Event: VFR encounter with IMC
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 27, 2017, at 0452 central daylight time, a Zenith CH 701SP, N701XP, was destroyed when it impacted a bean field about 6.5 miles north of Laddonia, Missouri. The sport pilot and passenger were fatally injured. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91. Instrument meteorological conditions prevailed at the time of the accident, and no flight plan had been filed for the personal cross-country flight. The flight originated from Mexico Municipal Airport (MYJ), Mexico, Missouri, about 0440, and was en route to Whittman Regional Airport (OSH), Oshkosh, Wisconsin.

According to the airport manager at MYJ, the airplane with the pilot and his passenger on board arrived late in the day on July 26, 2017. The pilot said he wanted to get an early morning start because he wanted to arrive at OSH when the control tower opened at 0700. A self-service fuel receipt charged to the pilot's credit card indicated that he purchased 17.8 gallons of fuel at 2038 on July 26. The manager said he believed the pilot and his passenger camped that evening next to the airplane. When the manager arrived at the airport the next morning, the airplane was gone.

According to radar data provided by the U.S. Air Force/Civil Air Patrol, the airplane first appeared on radar at 0443:46 when it was about 5 miles east of MYJ. According to the data, the airplane's altitude varied between 2,000 and 2,800 feet above ground level (agl) as it maintained a northeast heading. The airplane then entered a right descending turn and had completed about 180° when radar contact was lost. The last radar return was at 0452:46, when the airplane was about 6.5 miles northeast of Laddonia, Missouri. 

A family member later reported that the airplane was missing and an Alert Notice (ALNOT) was issued on the evening of July 27. Search teams located the wreckage early on the morning of July 28. 

Pilot Information

Certificate: Sport Pilot
Age: 41, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Powered-Lift
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Sport Pilot None
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent: 08/03/2016
Flight Time:  272 hours (Total, all aircraft), 98 hours (Total, this make and model), 31 hours (Last 90 days, all aircraft), 2 hours (Last 30 days, all aircraft) 

According to Federal Aviation Administration (FAA) records, the pilot held a sport pilot certificate with a single-engine land rating. He was not instrument rated. A copy of the pilot's logbook contained entries from December 28, 2014, to July 19, 2017. The pilot's logbook entries were inconsistent: some of the entries were entered in tenths of an hour, and other entries were in minutes. 

The logbook revealed that the pilot had accrued the following flight experience:

Pegasus powered parachute, 162.9 hours
Cessna 150, 5.1 hours
Piper PA-28, 5.0 hours
Aeroprakt A22LS, 0.8 hours
Zenith CH 701SP, 98.3 hours

No night or instrument flight time had been logged. According to 14 CFR 61.315(c)(5), sport pilots are prohibited from flying at night. 



Aircraft and Owner/Operator Information

Aircraft Make: ZENITH
Registration: N701XL
Model/Series: CH701SP
Aircraft Category: Airplane
Year of Manufacture: 2003
Amateur Built: Yes
Airworthiness Certificate: Experimental Light Sport
Serial Number: 7-4618
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 05/01/2017, Condition
Certified Max Gross Wt.: 1100 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:  1142 Hours as of last inspection
Engine Manufacturer: Rotax
ELT: C91A installed, not activated
Engine Model/Series: 912ULS
Registered Owner: On file
Rated Power: 100 hp
Operator: On file
Operating Certificate(s) Held: None

The experimental light sport airplane was constructed by a private individual in 2003, and later purchased by the pilot. It was powered by a 100-horsepower Rotax 912ULS engine, driving a 3-bladed Warp-Drive 70-inch fixed pitch composite propeller.

A copy of the maintenance records contained entries from December 11, 2013, to May 1, 2017. A condition inspection was performed on the airframe and engine on May 1, 2017, with 1,142 flight hours recorded in the logbook.

The airplane was not equipped nor certified for instrument flight rules (IFR) flight. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Night
Observation Facility, Elevation: KMYJ
Distance from Accident Site: 17 Nautical Miles
Observation Time: 0415 CDT
Direction from Accident Site: 200°
Lowest Cloud Condition:
Visibility: 1.5 Miles
Lowest Ceiling: Broken / 1100 ft agl
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 230°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.94 inches Hg
Temperature/Dew Point: 22°C / 22°C
Precipitation and Obscuration:
Departure Point: Mexico, MO (KMYJ)
Type of Flight Plan Filed: None
Destination: Oshkosh, WI (KOSH)
Type of Clearance: None
Departure Time: 0400 CDT
Type of Airspace: Class G 

There was no record that the pilot had obtained a preflight weather briefing.

At 0414, MYJ reported a visibility of 1-1/2 miles in heavy rain, broken clouds at 1,100 feet, and overcast at 1,900 feet.

At 0435, MYJ reported winds from 240° at 7 knots, visibility 7 miles in light rain, broken clouds at 600 feet and 1,200 feet, and overcast at 1,900 feet. The temperature-dew point spread was 1° (23/22). There was distant lightning in the north through east quadrants, and in the west quadrant.

At 0455, MYJ reported winds from 230° at 7 knots, visibility 7 miles, with a thunderstorm and rain in the vicinity. There were scattered clouds at 600 feet, broken clouds at 3,300 feet, and overcast skies at 4,800 feet. The temperature-dew point spread was 1°, and there was distant lightning in the north through east quadrants and in the west quadrant. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude:  39.334444, -91.685833

The accident site was located 6.5miles northeast of MYJ in open level farm land. Green position light lens fragments were found at the beginning of a ground scar that was 36 feet long and aligned on a magnetic course of 121°. At the end of the ground scar was a water-filled impact crater, followed by a debris path that extended 252 feet on a magnetic course of 130°, which was about the direction to MYJ. The crushed right wing and lesser damaged left wing were located farther down the debris path, preceded by a flap and aileron. The fuselage, cockpit, and empennage were located 84 feet from the impact crater and to the left of the debris path. The engine was located 210 feet from the impact crater.

Medical And Pathological Information

The Boone/Callaway County Medical Examiner's Office, Columbus, Missouri, performed an autopsy on the pilot. According to the autopsy report, death was attributed to "blunt force injuries." The toxicology screen on the pilot performed by St. Louis University's Toxicology Laboratory Berkeley, Missouri, revealed the presence of 0.040 gm% (40 mg/dl) ethanol, 0.11 micrograms/ml temazepam, 33 micrograms/ml acetaminophen, and 0.91 micrograms/ml sertraline.

FAA's Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma, performed toxicology screening that revealed the presence of 10 (mg/dL, mg/hg) ethanol in urine, and 36 (mg/dL, mg/hg) ethanol in blood. Propanol, a metabolite of ethanol, was detected in blood and urine. The presence of propanol is consistent with postmortem alcohol production. The report noted that putrefaction had occurred, and the blood was unsuitable for carbon monoxide analysis. Also detected were 114.72 (ug/ml, ug/g) acetaminophen in urine; 0.007 (ug/mL, ug/g) dihydrocodeine in blood and 0.067 (ug/mL, ug/g) in urine; 0.144 (ug/ml, ug/g) hydrocodone in urine but not in blood; 0.054 (ug/mL, ug/g) hydromorphone in urine; 0.36 (ug/ml, ug/g) oxazepam in urine but not in blood; an unknown quantity of sertraline in urine and 1.23 (ug/mL, ug/g) in blood, and an unknown quantity of salicylate in urine.

According to the pilot's medical records, the pilot had a history of chronic insomnia that was being treated with temazepam. (Oxazepam is a psychoactive metabolite of temazepam. Temazepam (Restoril) is "a sedating benzodiazepine available by prescription and intended for short-term treatment of insomnia." The drug carries several warnings, including "concomitant use of benzodiazepines, including temazepam and opioids, may result in profound sedation, respiratory depression, coma, and death." There is also a warning that the drug can cause "behavior changes, such as increased aggressivity, and patients using it may engage in complex behaviors while under its influence, such as 'sleep driving'" that they may later not recall.

The pilot was also being treated for anxiety with sertraline, and had been regularly prescribed hydrocordone. Sertraline (Zoloft) is a prescription antidepressant that is not considered impairing.

Hydrocodone, an opioid analgesic, is considered impairing and carries warnings about risks of central nervous system and respiratory depression, particularly when combined with benzodiazepines. In addition, the drug information warns that it "may impair the mental or physical abilities needed to perform potentially hazardous activities such as driving a car or operating machinery."


Shannon Faulkner

Bobby Faulkner during 2016 Adventure Arkansas



NTSB Identification: CEN17FA288
14 CFR Part 91: General Aviation
Accident occurred Thursday, July 27, 2017 in Laddonia, MO
Aircraft: ZENITH CH701SP, registration: N701XL
Injuries: 2 Fatal.

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

On July 27, 2017, about 0415 central daylight time, a Zenith CH 701SP, N701XP, piloted by a non-instrument rated sport pilot, was destroyed when the it impacted terrain approximately 6.5 miles north of Laddonia, and 16.5 miles northeast of Mexico, Missouri. Instrument meteorological conditions prevailed at the time of the accident. The personal flight was being conducted under the provisions of Title 14 Code of Federal Regulations Part 91 without a flight plan. The pilot and passenger on board the airplane were fatally injured. The cross-country flight originated from Mexico Municipal Airport (KMYJ), Mexico, Missouri, about 0400, and was en route to Oshkosh (OSH), Wisconsin.

According to the airport manager, the airplane arrived late in the day on July 26. The pilot said he wanted to get an early start the next morning because he wanted to arrive at OSH when the control tower opened at 0700. The manager said he believed the pilot and his wife camped that evening next to the airplane. When the manager arrived at the airport the next morning, the airplane was gone. The airplane was later reported missing and an ALNOT (Alert Notice) was issued that evening. The wreckage was located early the next morning.

The on-scene investigation revealed the airplane struck the ground in a right wing low, nose down attitude as evidenced by green position light fragments at the beginning of the ground scar, followed by the impact crater. A crushed right wing and relatively intact left wing were located further down the debris path, followed by the fuselage and engine. The debris path was aligned on a heading back towards Mexico. There is no record that the pilot obtained a weather briefing or filed a flight plan.