Monday, October 22, 2018

Powerplant System/Component Malfunction/Failure: Piper PA-46-350P Malibu Mirage, N413LL: accident occurred October 21, 2018 in Hurricane, Washington County, Utah


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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah
Lycoming Engines; Williamsport, Pennsylvania
Piper Aircraft Company; Phoenix, Arizona

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


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

https://registry.faa.gov/N413LL


Location: Hurricane, UT
Accident Number: WPR19LA010
Date & Time: 10/21/2018, 1200 MDT
Registration: N413LL
Aircraft: Piper PA46
Aircraft Damage: Substantial
Defining Event: Powerplant sys/comp malf/fail
Injuries: 2 Serious, 3 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 21, 2018, about 1200 mountain daylight time, a Piper PA46-350P, N413LL, was substantially damaged when it was involved in an accident near Hurricane, Utah. The airline transport pilot and one passenger sustained serious injuries, the remaining three passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that the preflight inspection, engine runup, and takeoff from Runway 1 were uneventful. He retracted the landing gear once a positive rate of climb had been established, and initiated a left turn to 340°. After reaching an altitude of about 1,000 ft above ground level (agl) he began to smell smoke.

The smell rapidly intensified, and the hydraulic pump annunciator then illuminated. He thought the smoke may have been coming from the hydraulic pump, which he assumed was still inadvertently operating. He selected the gear down lever in an effort to turn off the pump, and a few seconds later the two green main landing gear extension lights illuminated, but he did not receive an indication that the nose gear had extended.

As he began to turn the airplane back to the airport, the engine made a loud noise, the oil pressure dropped to 0 pounds per square inch, and the engine lost all power. He calculated that he would not be able to glide the airplane back to the runway, so he began to look for an alternate landing site. Smoke was now interfering with his ability to clearly see out of the windows, and all he could see was houses, hills, and gullies.

After descending to an altitude of about 400 ft agl, he could see a small plowed field to the right. He maneuvered the airplane for landing in the field, and shortly after touching down, the airplane struck a metal fence and irrigation pipe. The right wing separated, and the airplane came to rest after skidding about 125 ft. All occupants egressed through the upper section of the rear left cabin door, and once the pilot was out, he noticed a fire erupt from the engine cowling. The local fire department arrived a short time later, and were able to extinguish the fire before it reached the cabin. 

Pilot Information

Certificate: Airline Transport
Age: 58, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s):None 
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed:No 
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 10/24/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 04/25/2018
Flight Time:  7000 hours (Total, all aircraft), 1500 hours (Total, this make and model), 6850 hours (Pilot In Command, all aircraft), 70 hours (Last 90 days, all aircraft), 38 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N413LL
Model/Series: PA46 350P
Aircraft Category: Airplane
Year of Manufacture: 2007
Amateur Built:No 
Airworthiness Certificate: Normal
Serial Number:4636413 
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 05/18/2018, Annual
Certified Max Gross Wt.: 4340 lbs
Time Since Last Inspection: 30 Hours
Engines: 1 Reciprocating
Airframe Total Time: 1088 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: TIO-540-AE2A
Registered Owner: KEYSTONE AVIATION LLC
Rated Power: 350 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: KDXZ, 2884 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 1756 UTC
Direction from Accident Site: 233°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: Overcast / 7000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 40°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.14 inches Hg
Temperature/Dew Point: 17°C / 12°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Hurricane, UT (1L8)
Type of Flight Plan Filed: None
Destination: Salt Lake City, UT (SLC)
Type of Clearance: None
Departure Time: 1158 MDT
Type of Airspace: Class D

Airport Information

Airport: General Dick Stout Field (1L8)
Runway Surface Type: Asphalt
Airport Elevation: 3350 ft
Runway Surface Condition: Dry
Runway Used: 01
IFR Approach: None
Runway Length/Width: 3283 ft / 40 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious, 3 None
Aircraft Fire: In-Flight and On-Ground
Ground Injuries: N/A
Aircraft Explosion:None 
Total Injuries: 2 Serious, 3 None
Latitude, Longitude: 37.158611, -113.307222 (est) 

Airframe and Engine Examination

The airplane sustained fire damage limited to the roof and forward end of the baggage compartment along with the engine accessory area between the firewall and aft air baffles. Soot and splatter marks trailed aft from two holes in the right side of the fuselage at the firewall (see Figure 1); in the remaining areas around the baggage compartment and windshield, soot marks were trailing upwards.

Figure 1 – Fire Damage to Right Side

Within the engine compartment, thermal damage forward of the baffles was limited to charring of the magneto wires, and the fire sleeve of the fuel flow divider inlet line. All turbocharger "V" band clamps were intact, and both turbochargers were undamaged. The engine oil dipstick indicated about 10 1/2 quarts of oil, and there were no indications of crankcase perforation or catastrophic engine failure.

Removal of the engine revealed that while the lines for fuel, oil, hydraulic, and upper deck pressure had sustained thermal damage, they were secure and tight at their respective fittings.

Thermal damage was more pronounced in the accessory area on the right side of the engine, consuming the cabin climate scat tubes, vacuum lines, and the housing of the oil pressure sender. The right intercooler inlet pipe assembly, located in the same area, exhibited orange discoloration with a lateral flow pattern (see Figure 2). The firewall exhibited yellow-blue thermal discoloration to most of its surface, transitioning to orange discoloration on its upper right side (see Figure 3).


Figure 2 – Engine Accessory Area

Figure 3 – Firewall

The fuel line which connected the fuel injection servo to the fuel flow divider passed next to the exhaust pipe crossover tube heat shield on the right side. The fire sleeve of the line was charred along most of its length, with more significant thermal damage in the area next to the heat shield.

Further disassembly revealed that the exhaust crossover pipe assembly appeared misaligned at the slip joint on the right side (see Figure 4). Orange/yellow discoloration was present around the pipe joint, and similar discoloration was present on the inner surface of the heat shield adjacent to the joint. The discoloration on the heat shield appeared to show a swirling form, leading to a lateral flow pattern to the right (see Figure 5). The crossover pipe hardware and support brackets were in place and secure, and the assembly did not exhibit evidence of impact damage.

Figure 4 – Right Exhaust Crossover Slip Joint

Figure 5 - Exhaust Crossover Assembly

Maintenance

Lycoming Service Bulletin (SB) 521, issued February 1995, called for inspections of the exhaust system slip and flange joints annually or at every 250 hours of operation, whichever comes first. The SB was intended to identify misaligned exhaust components, which could ultimately lead to their failure and the escape of exhaust gases. The SB indicated that the right pipe should have been engaged at the slip joint with an overlap of 3/4-inch (see Figure 5). Examination revealed that the right pipe had about 1/16-inch engagement on its forward side, and 3/16-inch engagement on the rear (see Figure 4).

The last maintenance event had been completed on October 2, 2018, 7.5 flight hours before the accident. At that time, the engine driven fuel pump was replaced, and SB 521 was performed, resulting in the replacement of the intermediate and left crossover pipes, along with the forward heat shield insert (part numbers, 40B9974, 40B19850, and 40J22416 respectively).

The mechanic who performed the SB stated that the decision was made to replace the crossover pipes, after inspection revealed that two had bound together.

The SB provided a specific set of reinstallation steps, including marking the crossover pipes with a non-graphite marker before installation, to aid in visual confirmation that the right pipe had penetrated 3/4 inch into the sleeve of the intermediate pipe. The mechanic stated that he did not use a marker to gauge penetration, but instead utilized anti-seize compound to judge the depth by the mark the compound left behind. He stated that access to the pipes was very limited at the rear of the engine, requiring him to open the triangular baggage access panel to perform the alignment. It took him three attempts to get the pipe properly aligned, following which he secured the assembly and installed the heat shield. He stated that he had disassembled and reinstalled crossover pipes on similar PA46 airplanes twice before, about a year prior, and in his experience, they are typically hard to access and disassemble. The first time he worked on the system was with another mechanic at the maintenance facility, following which he was signed off to perform the procedure on his own.


The work was subsequently inspected by the Chief Inspector of the maintenance facility, who stated that with the heat shield in place, he was unable to confirm the pipe overlap. He stated that using anti-seize compound to gauge overlap was standard practice, and that he trusted the mechanic to perform the procedure correctly. To confirm there was no leak, he reached in through the baggage compartment access panel and pulled the tubes to confirm they were secure. He also started the engine, and again reached in through the access panel to feel and confirm there was no "blow-by" of exhaust gasses.























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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah
Lycoming Engines; Williamsport, Pennsylvania
Piper Aircraft Company; Phoenix, Arizona

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


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

https://registry.faa.gov/N413LL


Location: Hurricane, UT
Accident Number: WPR19LA010
Date & Time: 10/21/2018, 1200 MDT
Registration: N413LL
Aircraft: Piper PA46
Aircraft Damage: Substantial
Defining Event: Powerplant sys/comp malf/fail
Injuries: 2 Serious, 3 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 21, 2018, about 1200 mountain daylight time, a Piper PA46-350P, N413LL, was substantially damaged when it was involved in an accident near Hurricane, Utah. The airline transport pilot and one passenger sustained serious injuries, the remaining three passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that the preflight inspection, engine runup, and takeoff from Runway 1 were uneventful. He retracted the landing gear once a positive rate of climb had been established, and initiated a left turn to 340°. After reaching an altitude of about 1,000 ft above ground level (agl) he began to smell smoke.

The smell rapidly intensified, and the hydraulic pump annunciator then illuminated. He thought the smoke may have been coming from the hydraulic pump, which he assumed was still inadvertently operating. He selected the gear down lever in an effort to turn off the pump, and a few seconds later the two green main landing gear extension lights illuminated, but he did not receive an indication that the nose gear had extended.

As he began to turn the airplane back to the airport, the engine made a loud noise, the oil pressure dropped to 0 pounds per square inch, and the engine lost all power. He calculated that he would not be able to glide the airplane back to the runway, so he began to look for an alternate landing site. Smoke was now interfering with his ability to clearly see out of the windows, and all he could see was houses, hills, and gullies.

After descending to an altitude of about 400 ft agl, he could see a small plowed field to the right. He maneuvered the airplane for landing in the field, and shortly after touching down, the airplane struck a metal fence and irrigation pipe. The right wing separated, and the airplane came to rest after skidding about 125 ft. All occupants egressed through the upper section of the rear left cabin door, and once the pilot was out, he noticed a fire erupt from the engine cowling. The local fire department arrived a short time later, and were able to extinguish the fire before it reached the cabin. 

Pilot Information

Certificate: Airline Transport
Age: 58, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s):None 
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed:No 
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 10/24/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 04/25/2018
Flight Time:  7000 hours (Total, all aircraft), 1500 hours (Total, this make and model), 6850 hours (Pilot In Command, all aircraft), 70 hours (Last 90 days, all aircraft), 38 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N413LL
Model/Series: PA46 350P
Aircraft Category: Airplane
Year of Manufacture: 2007
Amateur Built:No 
Airworthiness Certificate: Normal
Serial Number:4636413 
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 05/18/2018, Annual
Certified Max Gross Wt.: 4340 lbs
Time Since Last Inspection: 30 Hours
Engines: 1 Reciprocating
Airframe Total Time: 1088 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: TIO-540-AE2A
Registered Owner: KEYSTONE AVIATION LLC
Rated Power: 350 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: KDXZ, 2884 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 1756 UTC
Direction from Accident Site: 233°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: Overcast / 7000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 40°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.14 inches Hg
Temperature/Dew Point: 17°C / 12°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Hurricane, UT (1L8)
Type of Flight Plan Filed: None
Destination: Salt Lake City, UT (SLC)
Type of Clearance: None
Departure Time: 1158 MDT
Type of Airspace: Class D

Airport Information

Airport: General Dick Stout Field (1L8)
Runway Surface Type: Asphalt
Airport Elevation: 3350 ft
Runway Surface Condition: Dry
Runway Used: 01
IFR Approach: None
Runway Length/Width: 3283 ft / 40 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious, 3 None
Aircraft Fire: In-Flight and On-Ground
Ground Injuries: N/A
Aircraft Explosion:None 
Total Injuries: 2 Serious, 3 None
Latitude, Longitude: 37.158611, -113.307222 (est) 

Airframe and Engine Examination

The airplane sustained fire damage limited to the roof and forward end of the baggage compartment along with the engine accessory area between the firewall and aft air baffles. Soot and splatter marks trailed aft from two holes in the right side of the fuselage at the firewall (see Figure 1); in the remaining areas around the baggage compartment and windshield, soot marks were trailing upwards.

Figure 1 – Fire Damage to Right Side

Within the engine compartment, thermal damage forward of the baffles was limited to charring of the magneto wires, and the fire sleeve of the fuel flow divider inlet line. All turbocharger "V" band clamps were intact, and both turbochargers were undamaged. The engine oil dipstick indicated about 10 1/2 quarts of oil, and there were no indications of crankcase perforation or catastrophic engine failure.

Removal of the engine revealed that while the lines for fuel, oil, hydraulic, and upper deck pressure had sustained thermal damage, they were secure and tight at their respective fittings.

Thermal damage was more pronounced in the accessory area on the right side of the engine, consuming the cabin climate scat tubes, vacuum lines, and the housing of the oil pressure sender. The right intercooler inlet pipe assembly, located in the same area, exhibited orange discoloration with a lateral flow pattern (see Figure 2). The firewall exhibited yellow-blue thermal discoloration to most of its surface, transitioning to orange discoloration on its upper right side (see Figure 3).


Figure 2 – Engine Accessory Area

Figure 3 – Firewall

The fuel line which connected the fuel injection servo to the fuel flow divider passed next to the exhaust pipe crossover tube heat shield on the right side. The fire sleeve of the line was charred along most of its length, with more significant thermal damage in the area next to the heat shield.

Further disassembly revealed that the exhaust crossover pipe assembly appeared misaligned at the slip joint on the right side (see Figure 4). Orange/yellow discoloration was present around the pipe joint, and similar discoloration was present on the inner surface of the heat shield adjacent to the joint. The discoloration on the heat shield appeared to show a swirling form, leading to a lateral flow pattern to the right (see Figure 5). The crossover pipe hardware and support brackets were in place and secure, and the assembly did not exhibit evidence of impact damage.

Figure 4 – Right Exhaust Crossover Slip Joint

Figure 5 - Exhaust Crossover Assembly

Maintenance

Lycoming Service Bulletin (SB) 521, issued February 1995, called for inspections of the exhaust system slip and flange joints annually or at every 250 hours of operation, whichever comes first. The SB was intended to identify misaligned exhaust components, which could ultimately lead to their failure and the escape of exhaust gases. The SB indicated that the right pipe should have been engaged at the slip joint with an overlap of 3/4-inch (see Figure 5). Examination revealed that the right pipe had about 1/16-inch engagement on its forward side, and 3/16-inch engagement on the rear (see Figure 4).

The last maintenance event had been completed on October 2, 2018, 7.5 flight hours before the accident. At that time, the engine driven fuel pump was replaced, and SB 521 was performed, resulting in the replacement of the intermediate and left crossover pipes, along with the forward heat shield insert (part numbers, 40B9974, 40B19850, and 40J22416 respectively).

The mechanic who performed the SB stated that the decision was made to replace the crossover pipes, after inspection revealed that two had bound together.

The SB provided a specific set of reinstallation steps, including marking the crossover pipes with a non-graphite marker before installation, to aid in visual confirmation that the right pipe had penetrated 3/4 inch into the sleeve of the intermediate pipe. The mechanic stated that he did not use a marker to gauge penetration, but instead utilized anti-seize compound to judge the depth by the mark the compound left behind. He stated that access to the pipes was very limited at the rear of the engine, requiring him to open the triangular baggage access panel to perform the alignment. It took him three attempts to get the pipe properly aligned, following which he secured the assembly and installed the heat shield. He stated that he had disassembled and reinstalled crossover pipes on similar PA46 airplanes twice before, about a year prior, and in his experience, they are typically hard to access and disassemble. The first time he worked on the system was with another mechanic at the maintenance facility, following which he was signed off to perform the procedure on his own.


The work was subsequently inspected by the Chief Inspector of the maintenance facility, who stated that with the heat shield in place, he was unable to confirm the pipe overlap. He stated that using anti-seize compound to gauge overlap was standard practice, and that he trusted the mechanic to perform the procedure correctly. To confirm there was no leak, he reached in through the baggage compartment access panel and pulled the tubes to confirm they were secure. He also started the engine, and again reached in through the access panel to feel and confirm there was no "blow-by" of exhaust gasses.






























Location: Hurricane, UT
Accident Number: WPR19LA010
Date & Time: 10/21/2018, 1200 MDT
Registration: N413LL
Aircraft: Piper PA46
Injuries: 2 Serious, 3 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 21, 2018, about 1200 mountain daylight time, a Piper PA46-350P, N413LL, experienced an in-flight fire shortly after takeoff from General Dick Stout Field Airport, Hurricane, Utah. The airline transport pilot and one passenger sustained serious injuries, the remaining three passengers were not injured, and the airplane sustained substantial damage during a subsequent forced landing and fire. The airplane was registered to Keystone Aviation LLC., and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. The cross-country flight had a planned destination of Salt Lake City International Airport, Salt Lake City, Utah. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported that the preflight inspection, engine runup, and takeoff from Runway 1 were uneventful. He retracted the landing gear once a positive rate of climb had been established, and initiated a left turn to 340°. After reaching an altitude of about 1,200 ft above ground level (agl) he started to smell smoke.

The smell rapidly intensified, and the hydraulic pump annunciator then illuminated. He thought the smoke may have been coming from the hydraulic pump, which he assumed was still inadvertently operating. He selected the gear down lever in an effort to turn off the pump, and a few seconds later the two green main landing gear extension lights illuminated, but he did not receive an indication that the nose gear had extended.

As he began to turn the airplane back to the airport, the engine lost all power. He calculated that he would not be able to glide the airplane back to the runway, so began to look for an alternate landing site. Smoke was now interfering with his ability to clearly see out of the windows, and all he could see was houses, hills, and gullies.

After reaching an altitude of about 400 ft agl, he could see a small field to the right. He maneuvered the airplane for landing in the field, and shortly after touching down, the airplane struck a metal fence and irrigation pipe. The right wing detached, and the airplane came to rest after skidding about 125 ft. All occupants egressed through the upper section of the rear left cabin door, and once the pilot was out, he noticed a fire erupt from the engine cowling. The local fire department arrived a short time later, and were able to extinguish the fire before it reached the cabin.

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N413LL
Model/Series: PA46 350P
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: KDXZ, 2884 ft msl
Observation Time: 1756 UTC
Distance from Accident Site: 12 Nautical Miles
Temperature/Dew Point: 17°C / 12°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 8 knots / , 40°
Lowest Ceiling: Overcast / 7000 ft agl
Visibility:  10 Miles
Altimeter Setting: 30.14 inches Hg
Type of Flight Plan Filed: None
Departure Point: Hurricane, UT (1L8)
Destination: Salt Lake City, UT (SLC)

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious, 3 None
Aircraft Fire: In-Flight and On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Serious, 3 None

Latitude, Longitude: 37.158611, -113.307222 (est)

HURRICANE — A small aircraft with six occupants crash-landed in a field off 920 West in Hurricane Sunday afternoon after the pilot performed an emergency landing when the plane caught fire during flight.

Shortly before 3 p.m. the plane was found crashed in the middle of a field of newly-planted grass and oats behind several homes. The pilot and five passengers were able to get out of the plane and were waiting for help several yards away, according to an eye-witness who was in the area but requested not to be identified.

“I ran toward the plane and saw smoke coming from the front of it and then saw that the passengers and pilot were able to get out and walk to the end of the field,” the witness said.

Two of the plane’s occupants were transported by responding ambulance crews to Dixie Regional Medical Center in stable condition with injuries that were not life-threatening, Hurricane Valley Fire Battalion Chief Nick Wright said.

The witness said that while checking on the group before help arrived, he learned from the pilot that the plane had been on a return flight to Salt Lake City carrying two adults and four teenagers.

During the flight, the plane reportedly experienced an electrical issue that started a fire near the front of the aircraft.

As the pilot was making an emergency landing into the field, one of the plane’s wings struck an irrigation pipe that ran the entire length of the field. Once the pipe became caught on the wing, it was dragged several feet before the wing snapped off and became lodged in the mud alongside the pipe.

Upon landing, the aircraft was still burning. Firefighters from Hurricane Valley Fire District arrived on scene and extinguished the fire, Wright said.

The aircraft is a Piper PA-46-350P Malibu Mirage, according to an October 21st Flight Safety Foundation report.

Hurricane City Police officers also responded and secured the area. Representatives from the police department were not immediately available for additional information.

Incidents involving aircraft are typically turned over to the Federal Aviation Administration for investigation with oversight by the National Transportation Safety Board.

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

HURRICANE — A small plane carrying five people from Hurricane to Salt Lake City went down in a residential area Sunday, but no injuries have been reported, authorities say.

The crash took place near 1000 S. 920 West in Hurricane about 1:30 p.m. Sunday, according to St. George emergency dispatchers.

The pilot of the Piper PA-46-350P Malibu Mirage reported engine trouble and crashed in a residential area, according to Federal Aviation Administration spokesman Allen Kenitzer. There were no “ground injuries” reported, according to Kenitzer.

Further details about the crash were not immediately available Sunday afternoon. Kenitzer said the Federal Aviation Administration and National Transportation Safety Board will be investigating the crash.

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

1 comment:

  1. Kudos to the pilot. Any landing where everyone walks away is a good landing. He obviously kept his cool and performed an off field landing after an emergency descent and pulled it off.

    ReplyDelete