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
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
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:
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:
Glad all got out ok.
ReplyDeleteSad to see the end of a Damn Good Airplane (DGA), though
There were 20+ pilots on the ground watching the airplane take off in the morning as part of a fly-in that weekend, including myself. I was less than 100 feet away when the accident happened. As pilots we all saw and know what happened and it wasn't an engine failure or any issue with the airplane.
ReplyDeleteTell us what happened? Groundloop?
ReplyDeleteThe pilot was showing off and rotated way too early on take-off, stalling the airplane about 30 feet above the runway and it came crashing down hard breaking the landing gear and sliding to a halt on the belly. Howards have the fuel tank on the belly so a fire broke out and it took the airplane. There was nothing we could do but watch it burn. I think we all understand people make mistakes and it's not about throwing people under the bus, but the pilot is a chief pilot for a local charter with presumably several thousand hours of time. It's really inexcusable to pull a stunt like that and destroy a beautiful airplane. The runway is 3500 feet long with no obstacles and it was 8:30 a.m. with clear skies. It was a matter of a guy's ego getting in the way of safe flying and consequently destroying one of less than a hundred of these birds left. Not to mention stranding 40+ airplanes for 8 hours on a Sunday when people needed to get home because the runway was closed. We're all glad nobody was hurt, that's obviously the most important result. It just seems we need to be honest about what happens with these accidents and not cover them up because we're afraid of the NTSB or FAA. If a person pulls a stunt like this they should be held accountable so they get the additional training they need to make sure it doesn't happen again. We should all support safe and smart flying.
ReplyDeleteWe were stranded. We all know what happened. I wonder when someone will finally man up and post the video..... she was still making power until the blades ate the asphalt. It’s amazing that nobody else on the ground got hurt.
DeleteMaking a false statement is highly illegal.
I wonder who will finally break and post the video.... multiple people have it.
ReplyDeleteDangerous behavior has no place in our sport.
"Dangerous behavior has no place in our sport."
ReplyDelete"We should all support safe and smart flying.
"It’s amazing that nobody else on the ground got hurt."
...says the human standing next to the runway with 20+ people filming it.
Boy, if this isn’t throwing somebody under the bus I’d like to know what is. This person has suffered tremendous consequences already. Is the piling on really necessary? I’ll be sure to never screw up at L05. By that I mean that I’ll not bother to visit.
ReplyDeleteWe’re supposed to be a supportive community, not a lynch mob. Stones and glass houses come to mind.
I share your sentiment.
DeleteThe motor quit. I heard it; I watched it. It was not making power when it hit; and it wasn't for a good few seconds before ground contact. No exhaust noise, just the sounds of a aircraft gliding and a prop windmilling.
ReplyDeleteI was closer to it than anyone else at the time and could hear it distinctly go from full power to none. The sounds of a 985 quitting cold turkey on takeoff still haunts me whenever I hear one takeoff.
To the anonymous who stated, "We were stranded. We all know what happened. I wonder when someone will finally man up and post the video..... she was still making power until the blades ate the asphalt. It’s amazing that nobody else on the ground got hurt.
ReplyDeleteMaking a false statement is highly illegal."
Yes, making a false statement is highly illegal ... She was NOT "making power" - how do I know this? I was the passenger. We'll probably be at the fly-in this weekend, maybe we'll do another "fancy take off" and strand all of you poo throwers for another 8 hours. And if you really want to see the video, come find me. To the last anonymous post ... thank you. The sound still haunts me too. I'm thankful I fly with such an experienced pilot that he was able to put her down without major injury to us.
Congrats to the pilot for not nosing it in after power loss, Sorry for the loss of your beautiful DGA but glad you were not injured. Could of been much worse.
DeleteLots of commentary from experts… but the only expert that is fully credible is the NTSB.
ReplyDelete