Thursday, February 01, 2018

Mooney M20J 201, N54PM, registered to and operated by the pilot: Fatal accident occurred July 28, 2016 near La Crosse Regional Airport (KLSE), Wisconsin

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

Analysis 

The commercial pilot was conducting a personal instrument flight rules cross-country flight in day instrument meteorological conditions. As the airplane neared the destination airport, the center air traffic controller working the flight cleared the airplane for an instrument landing system approach, vectored the airplane onto a course to intercept the localizer, and instructed the pilot to contact the airport's air traffic control tower. The pilot established contact with the tower controller and requested radar vectors to intercept the localizer. The tower was not radar-equipped so the tower controller instructed the pilot to change frequencies back to the center air traffic controller for radar vectors. The pilot responded to the instruction, but there were no further radio transmissions from the pilot on the center frequency or the tower frequency. The airplane impacted terrain on a south heading about 5.6 miles north/northeast of runway 18. The wreckage path length, separation of airplane structure, and component damage were consistent with a high-speed, uncontrolled impact with terrain. Examination of the airplane wreckage confirmed flight control continuity, and the propeller displayed signatures consistent with engine power at the time of impact. The attitude indicator gyro exhibited rotational signatures, and the engine-driven vacuum pump exhibited torsional overstress consistent with operation at the time of impact. The wreckage did not display any mechanical anomalies that would have precluded normal airplane operation. An autopsy of the pilot was not performed, and no toxicology samples were available for testing. The pilot's logbook showed that his most recent instrument proficiency check took place about 3 years before the accident and that he did not meet recent instrument flight experience requirements for flight in instrument meteorological conditions. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
 The pilot's loss of airplane control during an instrument approach. Contributing to the accident was the pilot's lack of instrument flight proficiency. 

Findings

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

Personnel issues
Aircraft control - Pilot (Cause)
Recent instrument experience - Pilot (Factor)

Environmental issues
Ceiling/visibility/precip - Effect on operation

Factual Information

History of Flight

Approach-IFR initial approach
Loss of control in flight (Defining event)

Uncontrolled descent

Collision with terr/obj (non-CFIT)

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin

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.govN54PM

Loren Larson, who died in a crash July 28, 2016, stands by the Mooney M20J 201 he flew in an undated photograph from his Facebook page.


Location: Holmen, WI
Accident Number: CEN16FA295
Date & Time: 07/28/2016, 1138 CDT
Registration: N54PM
Aircraft: MOONEY M20J
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 28, 2016, about 1138 central daylight time, a Mooney M20J, N54PM, impacted terrain near Holmen, Wisconsin, while being vectored for an instrument approach to runway 18 at La Crosse Regional Airport (LSE), La Crosse, Wisconsin. The commercial pilot sustained fatal injuries, and the airplane was destroyed by impact forces. The airplane was registered to and operated by the pilot under Title 14 Code of Federal Regulations (CFR) Part 91 as a personal flight that was operating on an instrument flight rules flight plan. Day instrument meteorological conditions prevailed at the time of the accident. The flight originated from Willmar Municipal Airport-John L Rice Field (BDH), Willmar, Minnesota, at 1024 and was destined for LSE.

A friend of the pilot stated that the pilot planned the flight a "few weeks" earlier. The friend reported that the pilot was going to pick him up at LSE and that they were going to fly to Appleton, Wisconsin, to buy tickets for the Oshkosh air show and then fly to Oshkosh, Wisconsin. The friend said that he received a text message from the pilot at 1013 stating that he was ready for takeoff from BDH and would be in the air in about 10 minutes. According to the friend, the flight departed at 1024. He stated that, according to Flightaware, the flight was to land at 1137.

Minneapolis Center provided radar vectors to the pilot for the final approach course for the instrument landing system (ILS) runway 18 approach and then was instructed to contact LSE Air Traffic Control Tower (ATCT). The pilot contacted LSE ATCT and reported that the airplane was over Mindi (Mindi was the locator outer marker for the ILS runway 18 approach and was located 6.6 miles north of runway 18.) The pilot then asked for radar vectors for the localizer. LSE ATCT instructed the pilot to maintain 4,000 feet and to contact Minneapolis Center for radar vectors. The pilot acknowledged the instruction. There were no further radio transmissions from the pilot.

A witness near the accident site stated that he heard the airplane going very fast about 1145 or 1150. He added that the weather was "bad," it was "misting." and the clouds were lower than 700 ft above ground level. He stated that he heard the engine running but could not tell where the engine sound was coming from. The engine then "quit." After the airplane's engine quit, 3 to 4 minutes elapsed and then he heard a "boom." 


 
Loren Ross Larson
Loren worked for the Burlington Northern Santa Fe Railroad as a foreman for the past 36 years. He had a passion for flying, with over 20 years of experience. He served on the Kerkhoven Rescue Squad for 10 years.


Pilot Information

Certificate: Commercial
Age: 55, Male
Airplane Rating(s): 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 With Waivers/Limitations
Last FAA Medical Exam: 01/01/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 11/29/2015
Flight Time:  1455.5 hours (Total, all aircraft), 1019.8 hours (Total, this make and model), 1376.5 hours (Pilot In Command, all aircraft), 0 hours (Last 90 days, all aircraft), 0 hours (Last 30 days, all aircraft), 1.2 hours (Last 24 hours, all aircraft) 

The pilot's logbook showed that his last instrument proficiency check, as specified in 14 CFR Part 61 section 57(d), which included a 1.0 hour biennial flight review, was dated September 7, 2013, and was conducted in the accident airplane. The last filled-in page of the pilot's logbook had flight entries dated from August 1 to May 31 with no year(s) entered; the previous logbook page had its last entry dated July 31, 2014. There was an endorsement at the back of the pilot's logbook for a biennial flight review that was dated November 29, 2015.

Title 14 CFR 61.57(c)(1) states that a person may act as pilot in command under IFR or weather conditions less than the minimums prescribed for VFR only if:

"Within the 6 calendar months preceding the month of the flight, that person performed and logged at least the following tasks and iterations in an airplane, powered-lift, helicopter, or airship, as appropriate, for the instrument rating privileges to be maintained in actual weather conditions, or under simulated conditions using a view-limiting device that involves having performed the following—

(i) Six instrument approaches.

(ii) Holding procedures and tasks.

(iii) Intercepting and tracking courses through the use of navigational electronic systems."

Title 14 CFR 61.57(d) states that "a person who has failed to meet the instrument experience requirements of paragraph (c) for more than six calendar months may reestablish instrument currency only by completing an instrument proficiency check. The instrument proficiency check must consist of the areas of operation and instrument tasks required in the instrument rating practical test standards."

According to the Federal Aviation Administration publication, "Instrument Proficiency Check (IPC) Guidance," regulations for the biennial flight review require a minimum of 1 hour of ground training and 1 hour of flight training. The publication states that, while Part 61.57(d) does not stipulate a minimum time requirement for the IPC, a good rule of thumb is to plan at least 90 minutes of ground time and at least 2 hours of flight time for a solid evaluation of the pilot's instrument flying knowledge and skills. The publication further states that, depending on the pilot's level of instrument experience and currency, the instructor administering the IPC may want to plan on two or more separate sessions to complete an IPC. For pilots with little or no recent instrument flying experience, it is a good idea to schedule an initial session in an appropriate aircraft training device.



Aircraft and Owner/Operator Information

Aircraft Manufacturer: MOONEY
Registration: N54PM
Model/Series: M20J
Aircraft Category: Airplane
Year of Manufacture: 1988
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 24-1677
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 02/04/2016, Annual
Certified Max Gross Wt.: 2740 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3294 Hours as of last inspection
Engine Manufacturer: Textron Lycoming
ELT: C91  installed, activated, did not aid in locating accident
Engine Model/Series: IO-360-A3B6D
Registered Owner: Pilot
Rated Power: 200 hp
Operator: Pilot
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Day
Observation Facility, Elevation: LSE, 656 ft msl
Observation Time: 1053 CDT
Distance from Accident Site: 6 Nautical Miles
Direction from Accident Site: 20°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 21°C / 19°C
Lowest Ceiling: Overcast / 700 ft agl
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 7 knots, 360°
Visibility (RVR):
Altimeter Setting: 29.94 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Willmar, MN (BDH)
Type of Flight Plan Filed: IFR
Destination: La Crosse, WI (LSE)
Type of Clearance: IFR
Departure Time: 1024 CDT
Type of Airspace:

Airport Information

Airport: La Crosse Regional Airport (LSE)
Runway Surface Type:
Airport Elevation: 656 ft
Runway Surface Condition:
Runway Used: N/A
IFR Approach: ILS
Runway Length/Width:
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 43.978889, 91.213611 

The accident site was located about 5.6 miles north/northeast of runway 18 at LSE at an elevation of 805 ft msl. The wreckage path was about 800 ft in length and oriented on a north/south heading in a grass/corn field. The fuselage, wings, empennage, control surfaces, engine, and propeller were present along the wreckage path. At the northern edge of the wreckage path about a 35-ft-long by 6- to 10-ft-wide area of corn stalks were cut at an angle of about 45°, sloping down toward the east. The southern edge of the wreckage path contained the engine, which was separated from the airframe. The fuselage was located about 80 ft south of the cut corn stalks and was upright. The left and right wings were located about 6 ft north and 45 ft east of the fuselage, respectively. There was no evidence of soot or fire on the airframe, engine, or terrain.

Examination of the flight controls confirmed flight control continuity from the wing and empennage control surfaces to the cockpit controls through separations of the control system that were consistent with overload. The wing flaps were in the 0° position.

The base of the propeller hub was attached to the engine crankshaft with all the attachment bolts in place. The upper portion of the propeller hub was broken off, and its pieces were located along the wreckage path. The hub fracture surfaces exhibited 45° granular fracture faces consistent with overstress. Both propeller blades were separated from the hub. One propeller blade was buried near corn stalks near the northern edge of the wreckage path, and the other propeller blade was located about 35 ft from the corn stalks. Both propeller blades exhibited leading edge damage and chordwise scratching consistent with propeller rotation/engine power at impact.

The instrument panel was located about 37 ft south from the fuselage. The flight instruments were separated from the panel and were located along the wreckage path. The attitude indicator, which was vacuum driven, was broken apart exposing the gyro casing and gimbals. The gyro was separated from the casing and was not found during recovery of the airplane wreckage. The gyro casing showed circumferential smearing/scoring and was attached to the pitch and roll gimbals.

The engine-driven vacuum pump was attached to the engine accessory section. Removal of the vacuum pump showed that the vacuum pump's drive teeth were intact, but the drive was separated from its opaque plastic coupling, with separation features consistent with torsional overstress. The coupling exhibited counterclockwise witness marks (the drive rotates counterclockwise during engine operation as viewed from the rear of the engine).

The engine did not exhibit any mechanical anomalies that would have precluded engine operation.

Medical And Pathological Information

An autopsy was not performed, and no toxicology samples were available for testing. During the pilot's most recent aviation medical exam, no concerns were reported by the pilot and no significant issues were identified by the aviation medical examiner.




KERKHOVEN — The propeller was spinning and the plane's engine was running when an experienced pilot from Kerkhoven crashed his single-engine aircraft on July 28, 2016, into a cornfield northeast of the La Crosse, Wisconsin, airport. 

That's based on the analysis of wreckage found at the crash site where pilot Loren Larson, 55, of Kerkhoven, died, according to the final factual report on the accident by the National Transportation Safety Board.

It determined that "loss of control in flight'' was the defining event that caused the crash. The NTSB released its report Jan. 30 after a nearly 1½-year investigation.

Family members have been "watching and waiting'' for the report, Lynn Larson, brother of the victim, told the West Central Tribune. The determination of "loss of control in flight'' left him perplexed. His brother had over 20 years of experience as a pilot, he said.

Loren Larson had departed solo from the Willmar Municipal Airport in a rented Mooney airplane at 10:24 a.m. CDT. He was planning to land in La Crosse to pick up a friend. They were to fly to Appleton, Wisconsin, to buy tickets and then fly to the Oshkosh air show.

Due to cloud cover, Larson was going to make an instrument approach at the La Crosse airport. Instead, his plane impacted a cornfield at 11:38 a.m. CDT, about 5.6 miles northeast of the runway at the La Crosse Airport.

A witness told investigators that the weather was "bad,'' according to the accident report. It was misting at the time and clouds were lower than 700 feet above ground level.

The witness heard the plane's engine running, but could not tell where the sound was coming from. "The engine then quit." After the airplane's engine quit, three to four minutes elapsed and then he heard a boom,'' stated the report.

Larson had made radio contact with the La Crosse Regional Airport and had requested vector coordinates to make an instrument approach.

A transcript of the radio transmissions between the pilot and controllers indicates that an air traffic controller in La Crosse had instructed Larson to maintain his altitude at 4,000 feet. He provided Larson with the radio frequency to the Minneapolis Air Route Traffic Control Center. The Minneapolis Center had the plane on radar and was to provide the vector coordinates to Larson for the approach to Runway 18 at La Crosse.

Larson confirmed the radio frequency for contacting Minneapolis with the La Crosse Airport controller. He did not repeat the controller's order to maintain a 4,000-foot altitude.

Larson's radio transmission confirming the radio frequency was recorded at 16:38:23 Universal Time Coordinated, or moments before the crash is believed to have occurred.

Radio transmissions continued between the La Crosse and Minneapolis controllers, who were not aware of the crash until an emergency locator signal was received.

The Minneapolis Center told La Crosse that it had cleared Larson for the approach, but had not heard back from him. " ... We asked him if he had any issues. He said no. So I was just wondering if he had said anything to you about having any issues,'' stated the Minneapolis controller to La Crosse.

Repeated attempts by the La Crosse controller to contact Larson following this exchange did not produce a response.

The accident report indicated that Larson had previous training for making an instrument approach, but it was dated. The report stated that he should have completed a proficiency check within the previous six months of the flight, but had not.

An 800-foot-long wreckage path, running north and south, was found at the accident site. At the northern edge of the wreckage path, an area of corn stalks — measuring about 35 feet long and 6 to 10 feet wide — was cut an an angle of about 45 degrees, sloping to the east.

There was no evidence of soot or fire on the airframe, engine or terrain. The left and right wings were located away from the plane's body. The wing flaps were in the 0-degree position.

Damage to the propellers was consistent with rotation and engine power at impact, the report stated. The engine did not exhibit any mechanical anomalies that would have precluded engine operation, according to the report.

The plane's instrument panel was located about 37 feet from the fuselage. The attitude indicator was broken apart and its gyro was not found.

An autopsy was not performed and no toxicology samples were available for testing. Larson's most recent aviation medical exam had found no health concerns.

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

NTSB Identification: CEN16FA295
14 CFR Part 91: General Aviation
Accident occurred Thursday, July 28, 2016 in Holmen, WI
Aircraft: MOONEY M20P, registration: N54PM
Injuries: 1 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 28, 2016, about 1138 central daylight time, a Mooney M20P, N54PM, impacted terrain near Holmen, Wisconsin during an instrument landing system approach runway 18 at La Crosse Regional Airport (LSE), La Crosse, Wisconsin. The airplane was destroyed by impact forces. The commercial instrument rated pilot sustained fatal injuries. The airplane was registered to and operated by the pilot under 14 Code of Federal Regulations Part 91 as a personal flight that was on an instrument flight rules flight plan. Instrument meteorological conditions prevailed about the time of the accident. The flight originated from Willmar Municipal Airport-John L Rice Field (BDH), Willmar, Minnesota and was destined to LSE.

Cessna 150L, N1516Q: Incident occurred January 31, 2018 at Glendale Municipal Airport (KGEU), Maricopa County, Arizona

Federal Aviation Administration / Flight Standards District Office; Scottsdale

http://registry.faa.gov/N1516Q

Aircraft veered off runway during departure.

Date: 31-JAN-18
Time: 15:46:00Z
Regis#: N1516Q
Aircraft Make: CESSNA
Aircraft Model: 150L
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: TAKEOFF (TOF)
Operation: 91
City: GLENDALE
State: ARIZONA

Piper PA-28-181, N4402U, CAE Oxford Aviation Academy Phoenix Inc: Incident occurred January 31, 2018 at Falcon Field Airport (KFFZ), Mesa, Maricopa County, Arizona

Federal Aviation Administration / Flight Standards District Office; Scottsdale

On landing aircraft exited the runway into the median area and damaged a runway light.

CAE Oxford Aviation Academy Phoenix Inc

http://registry.faa.gov/N4402U

Date: 31-JAN-18
Time: 23:09:00Z
Regis#: N4402U
Aircraft Make: PIPER
Aircraft Model: PA 28 181
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: NONE
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
Aircraft Operator: CAE OXFORD ACADEMY
Flight Number: 108
City: MESA
State: ARIZONA

Piper PA-28R-180 Arrow, N4522J, Slingwing Holdings LLC: Incident occurred January 31, 2018 at Monroe Regional Airport (KMLU), Ouachita Parish, Louisiana

Federal Aviation Administration / Flight Standards District Office; Baton Rouge

Gear collapse or gear up landing.

Slingwing Holdings LLC:  http://registry.faa.gov/N4522J

Date: 31-JAN-18
Time: 17:43:00Z
Regis#: N4522J
Aircraft Make: PIPER
Aircraft Model: PA 28R 180
Event Type: INCIDENT
Highest Injury: UNKNOWN
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: MONROE
State: LOUISIANA




MONROE, La. (KNOE) - On Wednesday, first responders responded to a crash landing at the Monroe Regional Airport.

Monroe Fire Department says the pilot was forced to land his plane without landing gear after experiencing mechanical problems in the air.

Officials tell KNOE the pilot was unaware his landing gear did not descend properly, causing it to land on its belly, damaging the front portion of the aircraft.

Workers say the pilot was the only person on the single-engine plane. He was able to walk away without any injuries.

The runway was closed until the aircraft could be removed and all debris was cleared. It has since been re-opened.

KNOE does not have any word on what caused the plan to malfunction.

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






MONROE, La. - According to the Monroe Fire Department, a single engine plane was involved in an Alert 3 on runway 4-22 at the Monroe Regional Airport.

The incident happened around 2:00 p.m. Wednesday, January 31, 2018.

The pilot was the only occupant on board and was able to walk away without any injuries.

The runway will remain closed until the aircraft can be removed and all debris is cleared.

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

Aeronca 7AC, N85133: Incident occurred January 31, 2018 at Sisseton Municipal Airport (8D3), Roberts County, South Dakota

Federal Aviation Administration / Flight Standards District Office; Rapid City

Aircraft struck a telephone line and continued to airport and landed without further incident.

http://registry.faa.gov/N85133

Date: 31-JAN-18
Time: 20:00:00Z
Regis#: N85133
Aircraft Make: AERONCA
Aircraft Model: 7AC
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: APPROACH (APR)
Operation: 91
City: SISSETON
State: SOUTH DAKOTA

Fuel Starvation: Beechcraft 35-A33 Debonair, N9378Y; fatal accident occurred January 30, 2018 in Helenwood, Scott County, Tennessee

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Nashville, Tennessee 
Continental Motors; Mobile, Alabama 
Textron Aviation; Wichita, Kansas 

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/N9378Y


Location: Helenwood, TN
Accident Number: ANC18FA022
Date & Time: 01/30/2018, 1345 EST
Registration: N9378Y
Aircraft: BEECH 35 A33
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

HISTORY OF FLIGHT

On January 30, 2018, about 1345 eastern standard time, a Beech 35-A33 airplane, N9378Y, sustained substantial damage during a forced landing following a total loss of engine power near Helenwood, Tennessee. The private pilot sustained serious injuries, and the passenger sustained fatal injuries. The airplane was registered to the pilot who was operating the airplane as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed near the accident site, and no flight plan was filed for the cross-country flight.

The airplane departed from Venice, Florida, about 0748 destined for Urbana, Ohio, with a planned intermediate fuel stop. A Garmin GPS unit was found at the wreckage location. A review of the unit's data logs revealed that, after departing Venice, the airplane landed at Barrow County Airport (WDR), Winder, Georgia, at 1146:45 (about 4 hours later), and then departed for Urbana at 1205:30. After departure, the airplane proceeded northeast before turning north at a cruising GPS altitude that varied between about 8,291 and 6,558 ft. According to the pilot, prior to departing WDR the airplane was refueled and departed with 70 gallons of fuel onboard. After departure, while in level cruise flight, the engine "sputtered," followed by a total loss of engine power. The pilot stated that the engine gauges did not indicate any sign of overheating or other mechanical problems. He followed the emergency engine restart checklist in an attempt to restart the engine to no avail. He broadcast a "mayday" call three times on the 121.5-megahertz (MHz) frequency but received no response. He then attempted to glide the airplane to the nearest airport, but he realized the airplane could not reach it, so he conducted an emergency landing to a logging road in mountainous terrain. The last fully recorded in-flight data point was at 1345:22 when the airplane was at a GPS altitude of 2,418 ft and 74 knots ground speed.

When the airplane failed to arrive at the destination airport on time, a family member contacted local law enforcement, and they initiated a search for the missing airplane. The Federal Aviation Administration (FAA) issued an alert notice at 2003, and extensive search operations were initiated. Search operations were conducted by personnel from the Tennessee Wing of the Civil Air Patrol, Scott County Sheriff's Office, Scott County Rescue Squad, the U.S. Department of Agriculture, and multiple local fire departments. A 121.5-MHz emergency locater transmitter (ELT) signal was received in the early morning hours of January 31. Initially search personnel were unable to locate the airplane due to dark night conditions; however, about 0956, search personnel located the wreckage, and found that the passenger had died.

PERSONNEL INFORMATION

The pilot held a private pilot certificate with an airplane single-engine land rating. His most recent BasicMed application was on April 27, 2017.

According to the pilot's logbook, as of January 25, 2018, he had accumulated 207.5 hours of total flight experience, including 150.6 hours as pilot-in-command and 14.1 hours of total flight experience in the accident airplane.

AIRCRAFT INFORMATION

The airplane was manufactured in 1961 and had a total time in service of 3,508.34 flight hours.

The airplane was equipped with a 225-horsepower Continental Motors IO-470-J engine. At the time of the accident, the engine had accumulated 553.86 total hours since overhaul. A review of the airplane maintenance records revealed that the most recent annual inspection of the airframe and engine was completed on July 26, 2017, 33.04 hours before the accident.

Shoulder Harnesses

The airplane was not equipped, nor was it required to be equipped, with shoulder harnesses in any of the occupant seats.

Fuel System

The airplane was equipped with an optional 63-gallon usable (70-gallon total) fuel system. The system consisted of a rubber fuel cell located in each wing leading edge, which contained 22 gallons of usable fuel (25-gallon total), and was equipped with a flush-type filler cap. The system had two auxiliary fuel cells located outboard of the wheel wells in each wing. The auxiliary cells contained 9.5 gallons of usable fuel (10-gallons total). The fuel selector valve was located on the left cockpit sidewall panel, forward of the pilot's seat. The fuel selector could be selected to "OFF," the left main tank ("LH TANK"), the auxiliary tanks ("AUX TANK"), and the right main tank ("RH TANK"). Both auxiliary fuel cells were connected to a common port at the fuel selector valve so that both fed simultaneously when the fuel selector was set to "AUX TANK."

The fuel injection system returned about 10 gallons of excess fuel per hour. Fuel lines were routed through the fuel selector valve to each main fuel cell. Except for the auxiliary cells, fuel was returned to the cell from which it was drawn. The auxiliary cells returned fuel to the left main cell only. According to the Pilot's Operating Handbook (POH), to provide space for the returned fuel, "the left main cell should be used to approximately half full before switching to auxiliary."

Fuel Quantity Indication System

Fuel quantity was measured by float-operated sensors located in each fuel cell. The sensors transmitted electrical signals to the main and auxiliary fuel quantity indicators located in the center of the instrument panel. Fuel quantity for each main or auxiliary fuel tank could be read by positioning either of the two fuel gauge selector switches which were placarded "MAIN FUEL" and "AUX FUEL", and located on the left instrument subpanel, to either right or left.

METEOROLOGICAL INFORMATION

The closest official weather observation station to the accident site was Scott Municipal Airport, Oneida, Tennessee, located about 5 miles northwest of the accident site. At 1353, a METAR was reporting, in part, wind, light and variable; visibility, 10 statute miles; clouds and sky condition, clear; temperature, 37°F; dew point 18°F; and an altimeter setting of 30.40 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The accident site was in a steep hilly area of brush- and rock-covered terrain with sparsely populated trees at an elevation of about 1,241 ft msl. A broken 25-ft-tall tree was the initial impact point. After the initial impact, the wreckage traveled northwest along a magnetic heading of about 297° for about 143 ft before coming to rest upright, left wing low, in a rock-covered gully on an approximate 321° magnetic heading.

All the airplane's major components were located at the main wreckage site. The cockpit area exhibited impact damage. The engine, firewall, and instrument panel were displaced aft. The throttle was found in the near full-forward position, and the mixture and propeller were found in the full-forward position. The electric auxiliary fuel pump switch was found in the "ON" position. The fuel selector was found in the "AUX" position, and the fuel gauge selector switches were found in the main fuel – "LEFT", and auxiliary fuel – "LEFT" positions.

The fuel selector valve was removed and rotated through its full range of operation. Operation was smooth without excessive play, and its detents were confirmed. The fuel selector valve sump was drained, and about 2 tablespoons of light blue fluid, consistent with 100LL fuel, were recovered. The fluid was bright, free of debris, and tested negative for water.

The right auxiliary and right main fuel tank caps were on and secure. Both the right auxiliary and right main fuel tanks were breached. About 7 to 10 gallons of light blue fluid, consistent with 100LL fuel, were recovered from the right main wing tank. No fuel was present in the right auxiliary tank. Fuel was observed leaking from under the right wing.

The left auxiliary and left main fuel tank caps were on and secure. The left auxiliary fuel tank was intact. The left main fuel tank was intact, but the fuel pickup had separated at the wing root due to impact damage. About 5 to 7 gallons of light blue fluid, consistent with 100LL fuel, was recovered from the left main wing tank. No fuel was present in the left auxiliary fuel tank.

The fuel inlet line was removed from the fuel pump and the fuel return line was removed from the firewall fitting, and no fuel was present in either fuel line. About a teaspoon of light blue fluid, consistent with 100LL fuel, was recovered from the fuel line between the fuel metering unit and fuel manifold valve.

The fuselage exhibited extensive accordion-style crushing near fuselage station 151. The right wing remained attached to the fuselage but exhibited leading edge crushing damage about midspan. The right aileron and right wing flap remained attached to their respective attachment points and were relatively undamaged.

The left wing remained attached to the fuselage. An elliptical impact area was found on the leading edge at the wing root, and tree bark was present in the damaged area. The outboard portion of the left wing exhibited leading edge crushing damage from about wing station 137 outboard to the tip. The leading edge was partially separated about wing station 137. The left aileron remained attached to its respective attachment points but exhibited crushing damage about midspan. The left wing flap remained attached to its respective attachment points and was relatively undamaged.

The left and right horizontal stabilizers, elevators, vertical stabilizer and rudder, and both left and right elevator trim tabs remained attached to their respective attachment points and were relatively undamaged.

Flight control continuity was verified from all the primary flight control surfaces to the cockpit.

The examination of the airframe revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

The engine remained attached to the airframe, and its underside exhibited impact damage. An examination of the engine, including its accessories, cylinders, pistons, valve train, crankshaft, and other internal components revealed no contamination and no evidence of any mechanical malfunctions or failures that would have precluded normal operation.

An engine test-run was conducted after replacing impact- and recovery-damaged components. The engine started normally on the first attempt without hesitation or stumbling in observed rpm. A 20-minute warm-up sequence was conducted, during which the engine rpm was advanced in steps before the engine throttle was advanced to the full-open position and held for 5 minutes to stabilize. Throughout the test phase, the engine accelerated normally and produced rated horsepower. The engine throttle was rapidly advanced multiple times from idle to full throttle without any hesitation, stumbling, or interruption in power. During the engine test-run, the magnetos were checked, and the left magneto rpm decreased 136 rpm, and the right magneto rpm dropped 100 rpm.

The propeller remained attached to the crankshaft, and both propeller blades remained attached to the propeller hub assembly. One blade was bent aft about midspan, and the other blade was bent slightly aft. The spinner remained in place and exhibited a dent on one side with no rotational scoring.

A subsequent wreckage examination revealed no additional evidence of any mechanical malfunctions or failures that would have precluded normal operation.

SURVIVAL ASPECTS

The airplane was equipped with a legacy 121.5-MHz ELT, not a digital 406-MHz ELT that transmits a distress signal to search and rescue satellites and alerts rescue personnel within minutes of the location of the crash site.

Starting on February 1, 2009, satellite monitoring of analog 121.5-MHz ELTs was terminated for several reasons, including the congestion of the 121.5-MHz frequency and numerous associated false signals, the inherent inaccuracy of the 121.5-MHz signal, and the slow receipt of a target location compared to the much faster and more accurate digital 406-MHz ELTs. According to the National Oceanic and Atmospheric Administration (NOAA) Satellite and Information Service, "NOAA, along with the U.S. Coast Guard, United States Air Force, and NASA (the four Federal Agencies who manage, operate, and use the SARSAT [Search and Rescue Satellite Aided Tracking system] are strongly advising users of 121.5/243 MHz beacons to make the switch to 406." However, the installation of a 406-MHz ELT in lieu of a 121.5-MHz ELT has not been mandated.

On September 4, 2007, the National Transportation Safety Board issued Safety Recommendation A-07-51 to the FAA, and reiterated the recommendation on January 8, 2013, which stated, in part, that the FAA:

Seek authority from Congress to require the installation of Technical Standard Order C126 [406 megahertz (MHz)] emergency locator transmitters (ELTs) in all applicable aircraft at the earliest possible opportunity. Further, the Federal Aviation Administration should strongly consider establishing a compliance date for upgrading to 406-MHz ELTs on or before the date that COSPAS-SARSAT will cease satellite processing of 121.5-MHz signals.

On April 22, 2013, the FAA responded to the NTSB's recommendation and stated in part:

The FAA will neither seek authority from Congress nor require the installation and maintenance of 406-MHz ELTs. The cost of equipping the general aviation and air taxi fixed-wing aircraft fleet is approximately $.5 billion, which is too burdensome. We continue to find that voluntary equipage and the use of other new technologies best address this recommendation. We carefully reconsidered our actions and we continue to find that our response to this recommendation reflects the best interests of aviation safety. Accordingly, we will take no further action in direct response to this recommendation.

On January 8, 2013 the NTSB classified Safety Recommendation A-07-51 CLOSED —UNACCEPTABLE ACTION.

ADDITONAL INFORMATION

POH Loss of Engine Power Emergency Procedure

The BEECHCRAFT Debonair 35-A33 and 35-B33 Pilot Operating Handbook and FAA-Approved Airplane Flight Manual, Section III, "Emergency Procedures," stated, in part, the following:

Condition: LOSS OF ENGINE POWER

1. Fuel Pressure/Flow Gage – Check

If fuel pressure is abnormally low:

a. Mixture – FULL RICH

b. Auxiliary Fuel Pump – On (Lean as required)

c. Auxiliary Fuel Pump – Off if performance does not improve in a few moments.

2. Fuel Quantity Indicator – Check for supply in tank being used.

If tank being used is empty:

Fuel Tank Selector Valve – SELECT ANOTHER FUEL TANK (feel for detent)

Air Start Procedure

a. Fuel Selector Valve – SELECT MAIN TANK MORE NEARLY FULL (check to feel detent)

b. Throttle – RETARD

c. Mixture – FULL RICH

d. Auxiliary Fuel Pump – ON until power is regained then OFF. (Leave on if engine driven pump is inoperative.)

e. Throttle – ADVANCE to desired power

f. Mixture – LEAN as required

FAA Advisory Circular 91-65

FAA Advisory Circular 91-65, "Use of Shoulder Harness in Passenger Seats," stated, in part

The [National Transportation Safety Board] found that 20 percent of the fatally injured occupants in these accidents could have survived with shoulder harnesses (assuming the seat belt fastened) and 88 percent of the seriously injured could have had significantly less severe injuries with the use of shoulder harnesses. Energy absorbing seats could have benefited 34 percent of the seriously injuries. The safety board concluded that shoulder harness use is the most effective way of reducing fatalities and serious injuries in general aviation accidents.

Additionally, the FAA issued policy statement, ACE-00-23.561-01, which addressed acceptable methods of approval for retrofitting shoulder harness installations in small airplanes. 

Pilot Information

Certificate: Private
Age: 50, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed:No 
Medical Certification: BasicMed
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent: 01/06/2018
Flight Time: 377.41 hours (Total, all aircraft), 14.1 hours (Total, this make and model) 

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N9378Y
Model/Series: 35 A33 NO SERIES
Aircraft Category: Airplane
Year of Manufacture:1960 
Amateur Built: No
Airworthiness Certificate:Normal 
Serial Number: CD-270
Landing Gear Type: Retractable - Tricycle
Seats: 
Date/Type of Last Inspection: 07/25/2017, Annual
Certified Max Gross Wt.: 3003 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3475.3 Hours as of last inspection
Engine Manufacturer: CONT MOTOR
ELT: C91  installed, activated, aided in locating accident
Engine Model/Series: IO-470-J
Registered Owner: On file
Rated Power: 225 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: KSCX
Distance from Accident Site:
Observation Time: 1853 UTC
Direction from Accident Site:
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Light and Variable /
Turbulence Type Forecast/Actual:
Wind Direction: Variable
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.4 inches Hg
Temperature/Dew Point: 3°C / -8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Winder, GA (WDR)
Type of Flight Plan Filed: VFR
Destination: Urbana, OH (I74)
Type of Clearance: None
Departure Time: 
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude: 36.402500, -84.515278 (est)

Location: Helenwood, TN
Accident Number: ANC18FA022
Date & Time: 01/30/2018, 1400 EST
Registration: N9378Y
Aircraft: BEECH 35 A33
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

On January 30, 2018, about 1400 eastern standard time, a Beech 35-A33 retractable gear airplane, N9378Y, sustained substantial damage during a forced landing following a total loss of engine power while in level cruise flight near Helenwood, Tennessee. The private pilot sustained serious injuries and the passenger sustained fatal injuries. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 visual flight rules flight when the accident occurred. Visual meteorological conditions prevailed, and no flight plan had been filed.

The flight had departed from Venice, Florida at about 0800 destined for Urbana, Ohio with a planned intermediate fuel stop. When the flight failed to arrive on time, a concerned family member contacted local law enforcement and initiated a search for the missing airplane.

An alert notice (ALNOT) was issued by the FAA at 2003 EST, and an extensive search was launched. Search operations were conducted by personnel from the Tennessee Wing of the Civil Air Patrol, Scott County Sheriff's Office, Scott County Rescue Squad, United States Department of Agriculture, and multiple local fire departments. A 121.5 Emergency Locater Transmitter (ELT) signal was received in the early morning hours of January 31, but searchers were unable to locate the accident airplane due to dark night conditions. About 0956 EST on January 31, searchers located the accident airplane's wreckage and confirmed the passenger was deceased.

According to a relative of the family, following rescue, the pilot reported a total loss of engine power while in cruise flight.

The National Transportation Safety Board (NTSB) investigator-in-charge (IIC) reached the accident site in the morning of February 2. The accident site was located in a steep hilly area of brush and rock covered terrain with sparsely populated trees at an elevation of about 1241 ft mean sea level (msl). An area believed to be the initial impact point was marked by a broken tree top, atop about a 25-foot-tall tree. After the initial impact, the airplane's wreckage traveled northwest along a magnetic heading of about 297° for about 143 ft before coming to rest upright in a rock covered gully on a heading of about 321°.

All the airplane's major components were located at the main wreckage site. The engine remained attached to the airframe and the propeller remained attached to the crankshaft with both propeller blades attached to the propeller hub assembly. One blade was bent aft about mid-span and the other blade was bent slightly aft. The spinner remained in place and exhibited a dent on one side with no rotational scoring. All the primary flight control surfaces remained attached to their respective attach points and flight control continuity was verified from all the primary flight control surfaces to the cockpit.

The closest weather reporting facility was Scott Municipal Airport (KSCX), Oneida, Tennessee located about 5 miles northwest of the accident site. At 1353, an METAR from KSCX was reporting, in part, wind light and variable; visibility, 10 statute miles; clouds and sky condition, clear; temperature, 37 °F; dew point 18° F; altimeter, 30.40 inches of Mercury.

The airplane was equipped with a legacy, 121.5 MHz ELT, and not a digital 406 MHz ELT that instantly transmits a distress signal to search and rescue satellites, thereby alerting rescue personnel within minutes of the location of the crash site. As of February 1, 2009, analog, 121.5 MHz ELT's stopped being monitored by search and rescue satellites, and the installation of the 406 MHz has been voluntary.

The aircraft was equipped with a Continental Motors IO-470 series engine.

A detailed wreckage examination is pending. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BEECH
Registration: N9378Y
Model/Series:  35 A33 NO SERIES
Aircraft Category: Airplane
Amateur Built:
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site:
Condition of Light:
Observation Facility, Elevation:
Observation Time:
Distance from Accident Site:
Temperature/Dew Point:
Lowest Cloud Condition:
Wind Speed/Gusts, Direction:
Lowest Ceiling:
Visibility:  
Altimeter Setting:
Type of Flight Plan Filed:
Departure Point:
Destination: 

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude:


David and Vicki Maxwell


Vicki Maxwell, Beechcraft 35-A33 Debonair (N9378Y), Dave Maxwell and Sage (Miniature Labradoodle)



The pilot who survived a deadly plane crash in Scott County is fighting for his life in the hospital.

The University of Tennessee Medical Center said David Maxwell was in critical condition as of the morning of February 1, 2018.

The wreckage of his plane that was also carrying his wife Vicki Maxwell and their dog had been found in Scott County on Wednesday, January 31 after it was reported missing. The plane had crashed the afternoon prior on January 30.

The wife died in the crash. The pilot and dog survived and had been trapped in the plane overnight before being discovered.

Scott County Sheriff Ronnie Phillips said the plane was spotted just before 9 a.m. Wednesday by a USDA helicopter from wildlife management while they were hog hunting. The plane was found off a cliff line in the 500 block of Old Jamestown Road in Helenwood by New River.

The sheriff said David Maxwell was taken to the hospital via LIFESTAR around 10:30 a.m. Wednesday.

According to the initial investigation, the Federal Aviation Administration said the plane was a Beechcraft 35-A33 Debonair that left Venice Municipal Airport in Venice, Florida, on Tuesday morning. The FAA issued an alert when the aircraft did not arrive at its destination in Urbana, Ohio. It was determined the plane was last spotted in Scott County before it disappeared from air traffic tracking systems.

Civil air patrol also had units up Tuesday night and Wednesday morning searching for the couple. A ground search started around midnight after they received a call from the FAA that a plane might be down in a wooded area near the unincorporated community of Helenwood.

Early Wednesday morning, a post from David and Vicki Maxwell’s daughter asking for help finding her parents was being shared widely on Facebook.

Erin Patton said her parents and their dog were flying home from Florida to their home in Springfield, Ohio, in a light aircraft on Tuesday. She said the plane went off the radar while flying around 1:55 p.m. that day in Scott County.

The civil air patrol believes the plane crashed around 4 p.m. Tuesday. Search teams weren't notified of the crash until about eight hours later.

Tennessee Wing Commander Colonel Dent Young was part of the search. He said the Maxwells did not file a flight plan. While it's not required, Young said it's also not safe to go without.

"The aircraft crashed about 4 p.m. last night. If they'd have filed a flight plan, the search would have started by 6 p.m. or so, instead of starting at 11:45 at night. So for 8 hours they were in the airplane on the ground with nobody looking for them," Young said.

The National Transportation Safety Board is working to determine the cause of the crash alongside the FAA investigation.

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








HUNTSVILLE, Tenn. (WATE) - A woman is dead and her husband injured after a plane crashed in in Scott County. 

Erin Patton, an Ohio woman, posted on Facebook that her parents, Vicki and David Maxwell, and their dog were flying from Florida to Ohio on Tuesday when their plane disappeared. 

The Scott County Sheriff's Department says the Maxwell's plane was found just south of Huntsville around 8 a.m. after an overnight search. Officials say the Vicki was killed in the crash. David and their dog survived.

David Maxwell, who was piloting the plane, was airlifted to UT Medical Center. His condition is critical.  

Scott County sheriff's officials said a Civil Air Patrol plane searching the area overnight was able to pick up a signal from the missing plane, but couldn't pinpoint the location. 

"We knew from radar forensics approximately where the aircraft would have been," said Dent Young with Civil Air Patrol. "We centered our search on that, spent about two hours doing that."

Young says because it was so dark ground crews were not able to be sent out. 

The search by ground began around 7:00 am and the search by air began around 8:30 am. 

"While they were beginning their search we were notified that a USDA helicopter which had been in the area on another mission had been diverted to assist us in the search and they had located the aircraft," said Young.

Temperatures in Scott County dropped to 21 degrees overnight according to the National Weather Service.

According to the FAA, the Beechcraft Debonair plane left Venice Municipal Airport in Florida on Tuesday morning. When the plane didn't land at its destination in Urbana, Ohio, 800 miles away, authorities began their search. 

Young says the plane did not have a flight plan.

"This pilot was flying under what we call VFR, visual flight rules, and while not required to file a flight plan, if the pilot had filed a flight plan before they took off from Florida, this rescue effort, and it would have been a rescue effort, would have started about two hours after the air craft was over due to land"

Instead the search effort didn't start until eight hours after the probable landing time. 

The NTSB and FAA will arrive on the scene Friday to begin the investigation into what caused the crash. The investigation could take months. 

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