Tuesday, January 02, 2018

Cessna 180A, N5020E: Incident occurred January 01, 2018 in Seward, Alaska

Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska

Aircraft crashed into Johnstone Bay due to unknown circumstances.

http://registry.faa.gov/N5020E

Date: 01-JAN-18
Time: 11:54:00Z
Regis#: N5020E
Aircraft Make: CESSNA
Aircraft Model: 180A
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: UNKNOWN (UNK)
Operation: 91
City: SEWARD
State: ALASKA

Cessna 172S Skyhawk SP, N238SP, EDB Air Inc: Incident occurred December 29, 2017 at Centennial Airport (KAPA), Denver, Colorado

Federal Aviation Administration / Flight Standards District Office; Denver, Colorado

Aircraft ran off runway and struck a light.

EDB Air Inc:  http://registry.faa.gov/N238SP

Date: 29-DEC-17
Time: 16:20:00Z
Regis#: N238SP
Aircraft Make: CESSNA
Aircraft Model: 72S
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: INSTRUCTION
Flight Phase: LANDING (LDG)
Operation: 91
City: DENVER
State: COLORADO

Cessna 150M, N3229V: Accident occurred January 01, 2018 in Nampa, Canyon County, Idaho

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Boise, Idaho

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/N3229V

Location: Nampa, ID
Accident Number: GAA18CA095
Date & Time: 01/01/2018, 1930 MST
Registration: N3229V
Aircraft: CESSNA 150
Aircraft Damage: Substantial
Defining Event: Loss of visual reference
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis 

The pilot reported that, after departure in dark night conditions, he became disoriented about two-thirds of the way to his destination airport. He added that he circled over a nearby town for about an hour but was unable to find any visual references to aid in navigation. The pilot then called a family member on the ground, who provided guidance to the destination airport via a phone tracking application. He added that he spotted what appeared to be the destination airport, maneuvered for approach, and during the landing flare, he realized he was not at the airport. The pilot landed on a roadway that was about 6 miles from his intended destination. During landing, the airplane struck trees, landed on a road, veered left, and impacted a light pole.

The airplane sustained substantial damage to the fuselage and left wing.

The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's geographic disoriention during a night flight, which resulted in an off-airport landing.

Findings

Personnel issues
Geographic disorient (lost) - Pilot (Cause)

Environmental issues
Dark - Effect on personnel
Tree(s) - Contributed to outcome
Pole - Contributed to outcome

Factual Information

History of Flight

Enroute-cruise
Loss of visual reference (Defining event)
Miscellaneous/other

Landing
Off-field or emergency landing

Landing-flare/touchdown
Collision with terr/obj (non-CFIT) 

Pilot Information

Certificate: Private
Age: 28, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 08/27/2013
Occupational Pilot:  No
Last Flight Review or Equivalent: 05/26/2017
Flight Time:   (Estimated) 73.3 hours (Total, all aircraft), 12 hours (Total, this make and model), 33.5 hours (Pilot In Command, all aircraft), 3.4 hours (Last 90 days, all aircraft), 2.7 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N3229V
Model/Series: 150 M
Aircraft Category: Airplane
Year of Manufacture: 1974
Amateur Built: No
Airworthiness Certificate: Utility
Serial Number: 15076429
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 05/01/2017, Annual
Certified Max Gross Wt.: 1600 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 7430 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT:  C91A installed, activated, did not aid in locating accident
Engine Model/Series: O-200-A
Registered Owner: YAGUES, KEVIN
Rated Power: 100 hp
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site:  Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: KMAN, 2537 ft msl
Observation Time: 0155 UTC
Distance from Accident Site: 2 Nautical Miles
Direction from Accident Site: 203°
Lowest Cloud Condition: Clear
Temperature/Dew Point: -3°C / -3°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 30.45 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: BURLEY, ID (BYI)
Type of Flight Plan Filed: None
Destination:  CALDWELL, ID (EUL)
Type of Clearance: None
Departure Time: 1700 MST
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None

Latitude, Longitude:  43.611944, -116.504722 (est)






NAMPA, ID - A Boise man has been treated for minor injuries following a plane crash in Nampa Monday night.

About 9:00 p.m., Nampa Police officers responded to the area of East Terra Linda Way and Selland Way for a report of a crashed Cessna 150M. 

A family member of the pilot called from the scene and advised the pilot was already headed to a local hospital for treatment of minor injuries.

The pilot is a 28-year-old male and a resident of Boise, said Nampa Police Department spokesman Sgt. Tim Riha.

An initial investigation found the pilot had become disoriented while traveling from Burley to Caldwell -- and attempted to land at what he believed was the Caldwell Airport, Riha explained. “Upon attempting to land, he realized he was not at the airport but was unable to avoid crashing. The pilot was the lone occupant of the plane,” he said.

No other citizens were injured, and only minimal property damage occurred as a result of the crash. 

The investigation has been turned over to officials from the Federal Aviation Administration and the National Transportation Safety Board.

Story and photo gallery ➤ https://www.kivitv.com



NAMPA — A 28-year-old Boise man suffered minor injuries when, police say, he became disoriented and crashed an airplane Monday night in Nampa. 

Nampa Police say they responded to East Terra Linda Way and Selland Way at 9 p.m. for a report of a crashed Cessna 150M. 

According to the initial investigation, the pilot became disoriented while travelling from Burley to Caldwell and tried to land where he believed was the Caldwell Airport. When readying to land, the man realized he was not at the airport but was unable to avoid crashing. 

Police say a family member of the pilot called from the scene and told police the pilot was taken to a local hospital to be treated for minor injuries.

The pilot was the only occupant in the plane. 

No one else was injured. 

The investigation has been turned over to officials from the Federal Aviation Administration and the National Transportation Safety Board.

Story and photo ➤ https://www.idahopress.com

Martinaire: Incident occurred December 30, 2017 at Muskegon County Airport (KMKG), Michigan

Federal Aviation Administration / Flight Standards District Office; Grand Rapids, Michigan

Aircraft taxied into the grass during whiteout conditions. Towed to ramp with no damage.

Date: 30-DEC-17
Time: 14:15:00Z
Regis#: UNK
Aircraft Make: CESSNA
Aircraft Model: 208
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: NONE
Activity: CARGO
Flight Phase: TAXI (TXI)
Operation: 135
Aircraft Operator: MARTINAIRE
Flight Number: 611
City: MUSKEGON
State: MICHIGAN

Cessna 750 Citation X, N769XJ, XOJET: Incident occurred December 30, 2017 at Lincoln Airport (KLNK), Lancaster County, Nebraska



Federal Aviation Administration / Flight Standards District Office; Lincoln, Nebraska

Nose gear collapsed on landing.


XOJET Inc: http://registry.faa.gov/N769XJ


Date: 30-DEC-17
Time: 03:53:00Z
Regis#: N769XJ
Aircraft Make: CESSNA
Aircraft Model: 750
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: LINCOLN
State: NEBRASKA

Piper Seneca II: Incident occurred December 30, 2017 at Henderson Executive Airport ( KHND), Las Vegas, Clark County, Nevada

Federal Aviation Administration / Flight Standards District Office; Las Vegas, Nevada

Aircraft nose wheel stuck in up position, landed on runway.


http://registry.faa.gov/N5406D 


Date: 30-DEC-17
Time: 07:54:00Z
Regis#: N5406D
Aircraft Make: PIPER
Aircraft Model: SENECA II
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: LAS VEGAS
State: NEVADA

Fuel Starvation: Pipistrel Virus SW, N4JW; accident occurred December 28, 2017 in Paulding, Ohio

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Columbus, Ohio
Rotax Aircraft Engines; Vernon, British Columbia, FN
Dynon Avionics; Woodinville, Washington
Pipistrel; Ajdovscina, FN
Air Accident and Incident Investigation Unit; Ljubljana, FN
Austrian Ministry for Transport, Innovation and Te; Vienna, FN

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


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


http://registry.faa.gov/N4JW

Location: Paulding, OH
Accident Number: CEN18LA064
Date & Time: 12/28/2017, 1630 EST
Registration: N4JW
Aircraft: PIPISTREL DOO AJDOVSCINA VIRUS SW
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On December 28, 2017, about 1630 eastern standard time, a Pipistrel Doo Ajdovscina Virus SW motorized glider, N4JW, impacted terrain during a forced landing on a road following a loss of engine power near Paulding, Ohio. The airline transport pilot, who was the sole occupant, was uninjured. The glider sustained substantial wing damage when it exited the road and impacted vegetation and rough terrain. The glider was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed in the area about the time of the accident, and the flight was not operated on a flight plan. The local flight originated from a private airport near Paulding, Ohio, about 1555.

The pilot reported the glider had 5 to 6 gallons of fuel in each of the two main tanks. In the right tank was 1 to 2 gallons of 100 low lead (LL) aviation gasoline and 5 gallons of "high test" automotive fuel. In the left tank was 5 gallons of 100LL as indicated by the fuel gauge sight tubes. The pilot had the right tank selected. He was flying in a counterclockwise direction around a ground reference point when the engine began to run rough. The glider engine indications showed fuel consumption at 1.7 gph at 4,500 rpm and 17 inches of mercury and an oil temperature of 173° F The pilot increased manifold pressure, turned on the auxiliary boost pump, and switched fuel tanks. The engine roughness increased so he switched back to the right fuel tank and for a few seconds the engine operation seemed better.

The pilot turned toward a private airstrip that was 3 miles east of his location. He was losing altitude and fighting a headwind. Realizing that he was not going to reach the airstrip, he selected a nearby road for a forced landing. The road was ice covered and provided very little braking. During rollout, the glider's left wing struck a bush just before a railroad crossing. The glider subsequently turned left and impacted a ditch where the glider's nose wheel broke off. The glider came to rest on the north side of the railroad tracks about 30 ft west of the road.

Pilot Information

Certificate: Airline Transport; Flight Instructor; Flight Engineer; Private
Age: 75, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Restraint Used: 4-point
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 2 Without Waivers/Limitations
Last FAA Medical Exam: 08/11/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 10/26/2017
Flight Time:  (Estimated) 41000 hours (Total, all aircraft), 288 hours (Total, this make and model), 35000 hours (Pilot In Command, all aircraft), 61.9 hours (Last 90 days, all aircraft), 47.3 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: PIPISTREL DOO AJDOVSCINA
Registration: N4JW
Model/Series: VIRUS SW
Aircraft Category: Glider
Year of Manufacture: 2017
Amateur Built: No
Airworthiness Certificate: Experimental; Restricted
Serial Number: 877 SWN 100 IS
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 12/11/2017,
Certified Max Gross Wt.: 1350 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 4.55 Hours as of last inspection
Engine Manufacturer: Rotax
ELT: C126 installed, not activated
Engine Model/Series: 912IS
Registered Owner: On file
Rated Power: 100 hp
Operator: On file
Operating Certificate(s) Held: None

According to the glider's flight manual, the Virus SW was certified as a Microlight/Ultralight aircraft and is equipped with a 100 horsepower, fuel injected Rotax 912 iS engine, and MT Propeller model MTV-33 propeller. The Rotax 912 iS engine is equipped with two sets of fuel injectors, two electrical generators, two engine computers (ECU), dual ignition, and dual high-pressure electrical fuel pumps. The fuel system fuel selector is centrally located, with two feeds and two return lines, which incorporate quick disconnect fittings. The fuel selector has L[eft], R[right], and OFF positions.

Electrical System

The glider's electrical system is controlled by the engines fuse box and ECUs. The engine is equipped with two integrated permanent-magnet electric generators, which do not require any outside voltage to be applied for their function. Generator 1 is a 20-amp main generator, which powers all of the engine's vital systems as the ignition, fuel pumps, fuel injectors, and ECUs. Generator 2 is the on-board generator, which powers all of the avionics and glider systems to include the electrical constant speed propeller and instrument panel illumination. There are warning lights that indicate the malfunction of a certain generator; however, the fuse box is able to bridge loads from Generator 1 to Generator 2 in case of a failure automatically, to keep the engine running. The pilot cannot manually select Generator 1 or Generator 2 to be in function. In the event that Generator 1 fails, and Generator 2 is overloaded when supporting both the engine and avionics, the system will de-rate power on the avionics bus. Turning the emergency battery switch ON will bring the battery into the system to support the electrical load. During normal engine operation, with Generator 1 and Generator 2 functioning normally, the battery is charged by the system and not used to support loads. The only sources of electrical power during normal operations are the generators. The emergency battery switch when turned ON is also able to support the operation of the engine and other on-board loads for up to 30 minutes.

Operating Limitations

Per the flight manual, all basic non-aerobatic maneuvers are permitted within the operational speed range, which includes steep turns with a maximum bank of 60° and initial speed of 160 km/h (85 kts).

The flight manual also states that, due to flight safety reasons, it is forbidden to fly when the outside air temperature reaches 40°C or higher and perform any form of aerobatic flying. There is no limitation listed for a minimum temperature.

The recommended fuel is an unleaded super grade with a research octane number rating of 95 (anti-knock index 912 and up) and no alcohol content. Also approved are leaded fuels or AVGAS 100LL; however, use of these fuels reduces engine life. An engine oil change every 50 flight hours is crucial if leaded fuel is used. And the flight manual warns that use of fuel with alcohol content and/or other additives is not permitted.

Emergency Procedures

Rough engine operation or engine failure in flight

The flight manual states in part:

First ensure proper airspeed (64 kts), then start analyzing terrain underneath and choose the most appropriate runway or site for landing out.

Provided the engine failed aloft, react as follows:

Make sure the master switch is in the ON position, Fuel selector to fuller tank. Fuel pumps - set both ON. Attempt to restart the engine. If unsuccessful, begin with the landing out procedure immediately.

Engine failures

The flight manual states in part:

LANE failures

Failure modes of LANEs are indicated with 2 (two) LANE LED lights, designated LANE A and LANE B on the main electrical panel. The lights indicate three modes:

LED OFF - proper healthy operation, no malfunction

LED intermittent (blinking) - abnormal operation, pilot is advised to manually switch to the remaining
healthy LANE. It is recommended to land soon and inspect engine systems to discover fault

LED ON (permanent) - LANE failure, pilot MUST manually switch over to healthy LANE and end as soon as possible.

Fuel Pump

The glider's fuel system uses two redundant high-pressure fuel pumps. If a pump fails, the other pump takes over its role. Only one functional pump is required for the engine to function normally. In the case of a pump failure, the pilot should switch over to the other pump. Should the engine quit before the pump is activated, the pilot should restart engine normally. Should both fuel pumps fail, the engine cannot be restarted as not enough fuel pressure is produced.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KDFI, 707 ft msl
Distance from Accident Site: 15 Nautical Miles
Observation Time: 1553 EST
Direction from Accident Site: 55°
Lowest Cloud Condition: Scattered / 10000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 140°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.53 inches Hg
Temperature/Dew Point: -12°C / -18°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Paulding, OH
Type of Flight Plan Filed: None
Destination: Paulding, OH
Type of Clearance: None
Departure Time: 1555 EST
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 41.188889, -84.708056 (est)

Federal Aviation Administration (FAA) inspectors examined and documented the wreckage at the scene. The left wing tip sustained crush damage and had embedded ground vegetation and broken branches. Snow on the ground showed linear depressions that led from the roadway and ended at the wreckage. 

Flight Recorders

The glider was equipped with two Dynon SV-HDX1100 units. The units have a 10-inch screen with both a touchscreen and softkey interface. The Dynon units can serve as either a Primary Flight Display (PFD) or a Multifunction Display (MFD) depending on installation. The units have a solid-state Air Data and Attitude Heading Reference System (ADAHRS) that displays glider parameter data including altitude, airspeed, attitude, vertical speed, and heading. The units also have external pitot/static inputs for altitude, airspeed, and vertical speed information. The units contain an internal flash memory device that stores information sampled every 60 milliseconds for the last two hours of flight in a file called a "Black Box Log." Detailed alert logs that show both caution, warning and aural alerts generated by the display are stored in a file called "Alert Data," as well as a flight history log, which is sampled at a lower rate that can record many more hours of operation. The flight history is recorded as a file called "User Log" and is sampled about every 130 milliseconds.

Tests And Research

The glider was recovered to the owner's hangar and later examined by quarantined there. FAA inspectors, a technical advisor from the engine manufacturer, and the National Transportation Safety Board (NTSB) investigator-in-charge (IIC).

The Dynon units were removed. The ECU was downloaded and subsequently removed. The contents of both fuel tanks were checked for water with color cut paste and no water was detected. The paste was checked for its ability to detect water and it subsequently indicated the presence of water when water was applied to it. The auto fuel was checked for alcohol using a Daansen 391S sampler and it appeared that the auto fuel contained about 5% alcohol. The 2 inline fuel filters were not obstructed. The gascolator filter was not obstructed. The fuel line from the firewall mounted fine filter to the engine was opened. Both electric fuel pumps in the dual pump unit were able to pump fuel from both fuel tank lines located behind the seats to the fuel line to the engine. The vents on both fuel tanks were not obstructed. No anomalies were detected in the fuel system. The dual fuel pump unit was removed. Removed sparkplugs exhibited a coloration consistent with normal. The engine showed compression at all cylinders when the propeller was rotated by hand. The oil tank filler neck expelled a burp sound when the propeller was rotated by hand indicative that oil was present in the oil tank.

The engine ECU, dual fuel pump unit, and fuse box were sent to a Rotax aircraft engine overhaul and testing facility for examination under the supervision of an NTSB air safety investigator. The engine was subsequently mounted for testing. The engine was started and ran at idle for several minutes until the operating temperatures were within normal operational range. The first engine test run was 23 minutes and 38 seconds in duration and the accident engine ECU's data was plotted. All engine parameters and fuse box indications were normal, and no anomalies were noted in the plotted data.

A second engine test run was conducted with a reduced amount of fuel in fuel tank. The purpose of this second test run was to record how the accident engine would react when it was run out of fuel, and to analyze its ECU data. During this second test run, no anomalies were noted and all engine parameters were normal until the engine began to run rough as it was running out of fuel.

ECU data showed that at 10 minutes and 44 seconds into the second engine test run, as the engine began to run rough, the RPM and fuel flow begin to fluctuate. This lasted for 19 seconds when a reduction in RPM and fuel flow was observed. Over the next 7 seconds, the RPM dropped from 5,206 RPM to 515 RPM. The throttle position remained consistent between 94% and 100% throughout the loss of power sequence, until it was manually manipulated following the drop in RPM. Manipulation of the throttle lever did not result in any changes to engine parameters.

The ECU data from the engine tests were compared with the data from the accident. The ECU data from the accident flight showed the engine begin to run rough as the RPM and fuel flow begin to fluctuate for approximately 6 seconds until a reduction of RPM was seen. The RPM and fuel flow dropped from 4,892 RPM to 2,766 RPM over a 15 second time span and the throttle position remained consistent between 93% and 96% throughout this portion of the loss of power sequence.

Both the accident ECU data and the fuel starvation test ECU data exhibited similarities with the data as RPM showed notable fluctuations in engine RPM and fuel flow just prior to drop in RPM.

No airframe or engine preimpact mechanical malfunctions or failures with were noted during the examination and test runs.

The Dynon SV-HDX1100 units were examined at the NTSB Vehicle Recorder Laboratory, Washington, DC. The data was downloaded and showed the left display configured to function as a PFD, and the right display as a MFD.

The PFD's User Log contained records of several flights and power cycles between December 18, 2017, and December 28, 2017. The Alert Data log contained caution and warning information and aural alert records October 10, 2017 and December 28, 2017, on all three data files. The Black Box Log file contained high rate data between December 27, 2017, and December 28, 2017. The accident flight was associated with the logs created on December 28, 2017, on all three data files. The duration of the accident recording on December 28, 2017, was approximately 18 minutes and 49 seconds. Log files were reviewed from the MFD and matched those of the PFD described above. There was no additional engine data recorded in any of the MFD's log files.

The flight parameters were plotted along with most significant recorded engine parameters for the entire accident flight. Alert data from the "Alert Data" log was overlaid on the plot. At 21:10:25, the autopilot was shown as engaged in mode "3" (autopilot control in both pitch and roll axis). Between 16:10:48 and 16:14:40, the "Alert Data" log showed multiple aural alerts of the autopilot being connected and disconnected. At 16:14:12, an alert for "AP Mode – Airspeed Low" was issued. At 16:14:41, an aural alert for "Fuel Pressure Low" was issued by the system. The trace for fuel pressure at this time dropped to 25 psi, 7 seconds after the "Fuel Pressure Low" alert was issued. Values for fuel pressure and fuel flow continued to fluctuate and drop for the remainder of the recording. Values for throttle position and manifold pressure continued to fluctuate and drop as well. Altitude first increased after the "Fuel Pressure Low" alert, and then decreased for the remainder of the recording. Data ended at 16:18:42. Plotted data show the glider's groundtrack during the accident flight and its groundtrack during the final portion of flight.

Monitoring and recording of the fuel pressures is done through the Dynon units. The accident flight fuel pressure data was also analyzed and compared with the fuel pressures taken during the fuel starvation engine test run. The comparison showed that there was a drop in fuel pressures on both the accident flight data and the fuel starvation test run data. Both the accident flight data and fuel starvation test run data had similar indications of pressure drops following a rise in pressure.

GPS data captured the glider's accident flight from the point of take-off to the where the forced landing occurred, and the glider came to rest. The GPS data and the engine ECU data were plotted to determine where fluctuating engine RPM consistent with engine roughness and loss of engine RPM/power occurred. The data showed the glider's departure, climb, and multiple left hand turns with multiple altitude changes.

The data showed the glider in a left-hand climbing turn when the engine RPM began fluctuating and the engine began to lose power.

Additional Information

In his written statement to the NTSB, the pilot related, in part that, "After a great deal of thought, I am very upset about the time wasted trying to read the fuel gauges (sight tubes for fuel overhead in the Virus airplane). Years of flying would say to check the fuel quantity at a loss of power with no other indication is the lack of fuel. In-flight with the engine running rough it is virtually impossible to read the site gauges late in the day with us unload in the west. Neither the left nor the right sight gauge was readable.

Having flown the BD/Grumand single engine aircraft for many hours their site gauge with the contrasting color little bead in the sight tube is a huge improvement compared to looking for the meniscus of the fuel. From the Dictionary is the definition of meniscus ((physics) the curved upper surface of a non-turbulent liquid in a vertical tube). The keyword here I feel is non-turbulent." 

Location: Paulding, OH
Accident Number: CEN18LA064
Date & Time: 12/28/2017, 1630 EST
Registration: N4JW
Aircraft: PIPISTREL DOO AJDOVSCINA VIRUS SW
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On December 28, 2017, about 1630 eastern standard time, a Pipistrel Doo Ajdovscina Virus SW airplane, N4JW, impacted terrain during a forced landing on a road following an inflight loss of engine power near Paulding, Ohio. The pilot, who was the sole occupant, was uninjured. The airplane sustained substantial wing damage when it exited the road and impacted vegetation and rough terrain. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed in the area about the time of the accident, and the flight was not operated on a flight plan. The local flight originated from a private airport near Paulding, Ohio.

According to an initial statement from the pilot, he was conducting slow flight about 80 kts when the engine began to lose power. He switched ignition systems and engine performance did not improve. The pilot switched fuel tanks and no improvement in engine performance was noted. Changing power appeared to improve engine operation. However, engine performance got worse again. The pilot tried to reach a private airstrip about 3 miles east of his location. He was not able to reach the airstrip, given the local wind and airplane altitude, so he selected a nearby road for a forced landing. The road was ice covered and provided very little braking. During rollout, the pilot was concerned about approaching railroad crossing signs and a tall bush. The airplane's left wing impacted the bush just before the airplane crossed the railroad. The airplane subsequently swerved to the left and the nose wheel broke off when the airplane impacted the ditch on the northwest side of the railroad. The airplane stopped on the north side of the railroad about 30 ft off the road. 

Aircraft and Owner/Operator Information


Aircraft Manufacturer: PIPISTREL DOO AJDOVSCINA
Registration: N4JW
Model/Series: VIRUS SW
Aircraft Category: Airplane
Amateur Built:
Operator: Pilot
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KDFI, 707 ft msl
Observation Time: 1553 EST
Distance from Accident Site: 15 Nautical Miles
Temperature/Dew Point: -12°C / -18°C
Lowest Cloud Condition: Scattered / 10000 ft agl
Wind Speed/Gusts, Direction: 5 knots, 140°
Lowest Ceiling:
Visibility:  10 Miles
Altimeter Setting: 30.53 inches Hg
Type of Flight Plan Filed: None
Departure Point: Paulding, OH
Destination: Paulding, OH 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 41.188889, -84.708056 (est) 

Martinaire, Cessna 208B Grand Caravan, N1037N: Incident occurred January 01, 2018 at Will Rogers World Airport (KOKC Oklahoma City, Oklahoma

Federal Aviation Administration / Flight Standards District Office; Oklahoma City, Oklahoma

Aircraft ran into grass after landing and struck a taxiway sign.

Aero Leasing:  http://registry.faa.gov/N1037N

Date: 02-JAN-18
Time: 01:20:00Z
Regis#: N1037N
Aircraft Make: CESSNA
Aircraft Model: 208B
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: CARGO
Flight Phase: LANDING (LDG)
Operation: 135
Aircraft Operator: MARTINAIRE
Flight Number: 637
City: OKLAHOMA CITY
State: OKLAHOMA

Encore Air Cargo, Fairchild SA-227AC Metro III, N3116N: Incident occurred December 29, 2017 at Sioux Falls Regional Airport (KFSD), Minnehaha County, South Dakota

Federal Aviation Administration / Flight Standards District Office; Rapid City, South Dakota

While on taxiway pilot reported electrical fire.  Pilot evacuated and extinguished fire. Aircraft towed to parking without further incident.

Business Aviation Courier Inc: http://registry.faa.gov/N3116N

Date: 29-DEC-17
Time: 13:15:00Z
Regis#: N3116N
Aircraft Make: FAIRCHILD
Aircraft Model: SA227 AC
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: CARGO
Flight Phase: TAXI (TXI)
Operation: 135
Aircraft Operator: ENCORE AIR CARGO
Flight Number: 1598
City: SIOUX FALLS
State: SOUTH DAKOTA

Tecnam P2006T, N594MA, registered to Mid-Atlantic Air Ventures Inc and operated by Infinity Flight Group: Accident occurred January 01, 2018 at Falwell Airport (W24), Lynchburg, Virginia

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Richmond, Virginia
Pending Designation; Agenzia Nazionale per la Sicurezza del Volo; Rome, FN
Pending Designation; Costruzioni Aeronautiche Tecnam (Advisor); Casoria, FN

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

http://registry.faa.gov/N594MA

Location: Lynchburg, VA
Accident Number: ANC18LA018
Date & Time: 01/01/2018, 1725 EST
Registration: N594MA
Aircraft: COSTRUZIONI AERONAUTICHE TECNAM P2006
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional 

On January 1, 2018, about 1725 eastern standard time, a Costruzioni Aeronautiche Tecnam P2006T airplane, N594MA, sustained substantial damage following a landing gear separation during landing at the Falwell Airport, Lynchburg, Virginia. The certificated flight instructor in the right seat and the pilot receiving instruction in the left seat sustained no injury. The airplane was registered to Mid-Atlantic Air Ventures, Inc., Martinsville, Virginia and was operated by the Infinity Flight Group, Trenton, New Jersey, as a 14 Code of Federal Regulations Part 91 visual flight rules instructional flight. Visual meteorological conditions were present at the time of the accident and no flight plan was filed. The airplane departed from the Trenton Mercer Airport, Trenton, about 1440.

The flight instructor reported that the flight was an instructional multiple leg cross-county, that was required for the pilot to complete toward a commercial pilot certificate. Enroute to the Falwell Airport, the flight following procedures were cancelled once the airplane was within 5 miles from the destination airport. The aircrew then monitored the automated terminal information service (ATIS) from the Lynchburg Regional Airport/Preston Glen Field, Lynchburg, which reported the wind condition at 8 knots, from 290°. The pilot was landing on runway 28.

The flight instructor further reported, the pilot entered the airport traffic pattern from the north-northwest onto a 3 mile right base leg for runway 28. The pilot then lowered the landing gear and confirmed there were 3 green landing gear lights. The pilot turned onto final approach, and with the flaps fully extended, the aircrew verified verbally that all landing gears were down and locked. The pilot maintained about a 500 fpm descent on final and verified verbally with the flight instructor that the airspeed was 70 knots. The pilot flared and executed a normal landing. Immediately after touchdown, the left main landing gear assembly separated at the axle. Subsequently, the airplane skidded for about 100 feet, departed the runway to the left, and came to rest on the grass. The pilot performed a shutdown and the two occupants egressed without further incident.

The flight instructor reported there were no wind gusts during the approach and landing, and there was no side loading at touchdown. The flight instructor further reported that in his experience, he did not feel the landing would have caused any damage.

The airplane sustained substantial damage to the fuselage. The separated main landing gear leg assembly was recovered and secured for future examination. 

Aircraft and Owner/Operator Information


Aircraft Manufacturer: COSTRUZIONI AERONAUTICHE TECNAM
Registration: N594MA
Model/Series: P2006 T
Aircraft Category: Airplane
Amateur Built: No
Operator: Infinity Flight Group
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KLYH, 938 ft msl
Observation Time: 2154 UTC
Distance from Accident Site: 5 Nautical Miles
Temperature/Dew Point: -6°C / -21°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 7 knots, 290°
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 30.42 inches Hg
Type of Flight Plan Filed: None
Departure Point: TRENTON, NJ (TTN)
Destination: Lynchburg, VA (W24) 

Wreckage and Impact Information


Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude:  37.378056, -79.121389 (est)