Tuesday, March 27, 2018

Grumman G-164B, N3629E: Fatal accident occurred March 27, 2018 in Stockton, San Joaquin County, California

Tyler Graham Haymore
Marysville, California
1988 - 2018

Tyler passed away on March 27, 2018 while doing what he loved as an agricultural pilot, in Tracy, California. He lived life to the fullest and was blessed to be living his dream. Tyler was blessed with a beautiful and loving wife, a career he was passionate about, and was part of a loving pack (he and his siblings) that never wanted to be separated from each other, as well as a family who loved him immensely, and a multitude of extended family and friends who were so blessed by Tyler's love for them.


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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Oakland, California

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

Haley's Flying Service Inc:http://registry.faa.gov/N3629E 


Aviation Accident Preliminary Report - National Transportation Safety Board 

Location: Stockton, CA
Accident Number: WPR18LA113
Date & Time: 03/27/2018, 1405 PDT
Registration: N3629E
Aircraft: SCHWEIZER AIRCRAFT CORP G 164B
Injuries: 1 Fatal
Flight Conducted Under: Part 137: Agricultural 

On March 27, 2018, about 1405 Pacific daylight time, a Schweizer Aircraft Corporation G-164 B restricted category agricultural airplane, N3629E, was substantially damaged after colliding with high transmission powerlines and subsequent impact with terrain about 10 nautical miles southwest of Stockton, California. The commercial pilot, the sole occupant, was fatally injured. That aerial application flight was being operated in accordance with 14 Code of Federal Regulations Part 137, and a flight plan was not filed. Visual meteorological conditions prevailed for the local flight, which departed the operator's private airstrip about 30 minutes prior to the time of the accident.

A company ground crewman who witnessed the accident reported that the pilot had finished spraying the 95-acre alfalfa field and was in the process of trimming up around two sets of transmission towers that ran parallel and diagonally through the field in a southwest to northeast direction. The accident occurred when the airplane, flying from north to south, collided with the second set of wires that the pilot was attempting to fly under while making a trim/cleanup pass. The crewman stated that following impact with the wires the airplane impacted terrain in a steep nose down attitude. There was no postcrash fire. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: SCHWEIZER AIRCRAFT CORP
Registration: N3629E
Model/Series: G 164B B
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: SCK, 33 ft msl
Observation Time: 1355 PDT
Distance from Accident Site: 10 Nautical Miles
Temperature/Dew Point: 21°C / 4°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 7 knots, 320°
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 30.2 inches Hg
Type of Flight Plan Filed: None
Departure Point: Tracy, CA
Destination: Tracy, CA

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude:  37.847778, -121.516111 (est)

Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email eyewitnessreport@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov





A crop duster pilot was killed when the biplane he was flying struck a line on a power transmission tower and crashed in a field north of Clifton Court Road shortly after 2 p.m. Tuesday.

The San Joaquin County Coroner’s Office identified the pilot Wednesday morning as Tyler Graham Haymore, 29, of Tracy. 

Ian Gregor, a communications manager for the Federal Aviation Administration Pacific Division, said in a statement that the Schweizer G-164B Ag-Cat crop duster crashed under unknown circumstances near the 16500 block of Clifton Court Road.

The FAA aircraft registry shows the plane registered to Haley Flying Service Inc., 15971 S. Tracy Blvd.

The airplane crashed upside down south of the power transmission towers, with the engine and other parts spread over an area roughly 70 feet from the main body of the plane.

A power line could be seen dangling from a transmission tower, and other lines were sagging into the field where the airplane crashed. The transmission lines that fell damaged other power lines on Bonetti Road to the west. A Pacific Gas & Electric Co. crew was working to repair the damaged power lines.

Chris O’Neil, chief of media relations for the National Transportation Safety Board, said Wednesday morning that the preliminary investigation described a chain of events beginning when the plane struck the power line.

“The pilot was flying by visual flight rules, and in the operation of crop dusting, it struck a suspended wire, resulting in loss of control and the crash,” O’Neil said. “Why the aircraft struck the wire is yet to be seen.”

He said an employee of Haley Flying Service witnessed the crash and gave an account, so the NTSB would not need to send an investigator to the scene.

Fire engines from Tracy, Mountain House and French Camp were called to the scene at 2:11 p.m. along with sheriff’s deputies.

Battalion Chief Scott Arganbright of Tracy Fire Department said the pilot was killed in the crash. A fire department hazmat team was called to decontaminate Haymore’s body and the plane because of the insecticide that spilled in the wreck.

Arganbright said the insecticide that the crop duster was spraying in the area was confined to the crash scene and did not pose a threat to people living nearby.

O’Neil said the final report on the crash could take anywhere from 12 to 24 months to complete, depending on access to records. He added that the NTSB instigates nearly 1,300 general aviation accidents each year, some of which include fatalities.

Original article ➤  http://www.goldenstatenewspapers.com














STOCKTON -- A crop duster crashed into the middle of a field just outside of Tracy Tuesday, taking out power lines before it hit the ground.

The Federal Aviation Administration reports around 2 p.m. the plane crashed near Clifton Court Road.

The pilot was killed, officials said. His identity has not been released.

Transmission and power lines were hit in the crash, according to Pacific Gas and Electric. Power to 25 customers north of Tracy went out around 2:10 p.m. Crews are working to fix the damage and PG&E estimates power could be restored by around 6:15 p.m.

The plane was identified by the FAA as a Schweizer G-164B crop duster. It was registered to Haley's Flying Service out of Tracy.

The FAA and National Transportation Safety Board will be investigating the crash.

Original article can be found here ➤ http://fox40.com

City of Cheyenne Mayor Orr Reacts to Great Lakes Airlines suspension



CHEYENNE, Wyo (KGWN) - City of Cheyenne Mayor Marian Orr expressed her surprise and disappointment in learning Great Lakes Airlines immediate suspension of flights through social media on Monday evening.

“I was initially shocked that Cheyenne Regional Airport Director Tim Barth nor I were contacted by Mr. Doug Voss and afforded the courtesy of personal communication,” Orr stated. “But after further reflection, I shouldn’t have been surprised. Last minute cancelled flights and their lack of reliability is simply a mirror of their leadership. I only hope they did better by their employees and provided some financial relief as they search for new jobs”.

Doug Voss is the Co-Founder of Great Lakes.

Community members have been meeting weekly in previous months to determine a best match in both market and carrier for the airport.

Orr stressed that “This is not a time to panic, but rather instead realize we need to make some hard decisions sooner versus later. The tough decision to be made is how do we pay and how much are we willing to pay - to bring a reliable air carrier into Cheyenne? While initially a subsidy may be necessary, I am only willing to do so if the numbers pencil out that doing so won’t be on-going. That the flights will pay for themselves, and ultimately, bring additional sales tax revenue.”

Orr suggested in recent meetings that funding air transportation should be considered critical infrastructure to the Capital City and that means a constant funding source. Although the state has capped the lodging tax at 4 percent, Orr plans to work with legislative leaders to increase the maximum possible tax to 6 percent. The tax must be voter approved every four years.

“This is a tax that is paid by our visitors, and at least for Cheyenne, is among the lowest in the region. Few, if any of us, consider lodging tax rates when paying for a hotel or motel while traveling. By earmarking one or two percent of the bed tax to air service, we can commit to funding air travel outside of having to use general fund revenue to do so” said Orr.

Orr expressed the need to look beyond Cheyenne and to the South where increased traffic time for all the communities along the front range makes flying out of Cheyenne an overall better experience than driving to, and parking, at Denver International Airport (DIA).

The Northern Colorado Regional Airport remains without a control tower, which according to Allegiant Air, was their reason for discontinuing service at that location. The key, however, will be consistency according to Orr.

“Voters approved the new air terminal because they saw the future need, and that future is now. We had to meet the increased federal safety regulations, and our new terminal will provide for that,” Orr added. “We are an important diversion site for DIA, and our airport receives big dollars every time that happens. We can’t forget how important Cheyenne is for the Wyoming Air National Guard. The new terminal was never a ‘build it and they will come’ project. It was necessary because of both federal mandates and aging infrastructure.”

Orr said these next few weeks will be critical, because as of today, the airport has 90 days to secure a replacement carrier or Transportation Security Administration (TSA) will de-federalize the checkpoint. Re-establishing the checkpoint, if it is lost, could take over six months.

Orr will be meeting with city, county, and state officials in the coming days to determine the path forward.

Original article can be found here ➤  http://www.kgwn.tv

Beech Bonanza V35A, owned by the pilot and operated as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight, N7019N: Fatal accident occurred March 25, 2018 in Hydro, Caddo County, Oklahoma

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

Additional Participating Entities:

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

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


http://registry.faa.gov/N7019N

Location: Hydro, OK
Accident Number: ERA18FA114
Date & Time: 03/25/2018, 2137 CDT
Registration: N7019N
Aircraft: BEECH V35
Aircraft Damage: Destroyed
Defining Event: VFR encounter with IMC
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On March 25, 2018, about 2137 central daylight time, a Beech V35A, N7019N, was destroyed when it impacted terrain near Hydro, Oklahoma. The commercial pilot and passenger were fatally injured. The airplane was owned by the pilot who was operating it as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. Night instrument meteorological conditions prevailed, and no flight plan was filed for the flight, which departed from Odessa Airport-Schlemeyer Field (ODO), Odessa, Texas, about 1947, and was destined for El Reno Regional Airport (RQO), El Reno, Oklahoma.

The pilot and passenger departed RQO earlier in the day and arrived at ODO about 1345. A line technician at the ODO fixed-base operator (FBO) reported that the passenger left the airport shortly after the airplane arrived and the pilot remained in the terminal. The FBO technician reported that the pilot asked that weather radar and satellite information be displayed on a large monitor throughout the afternoon, as the pilot stated to him that he was "concerned with the clouds."

Review of an audio recording from Leidos Flight Service in Austin, Texas, revealed that the pilot called for a weather briefing at 1806. The pilot informed the flight service specialist that he was planning a visual flight rules (VFR) flight from ODO to RQO in about 30 minutes and it would be about a 2.5-hour flight. During the 11-minute call, the flight service specialist provided the pilot with numerous weather and flight information details.

The flight service specialist informed the pilot that multiple AIRMETs affected his route of flight. The specialist stated that one AIRMET was for "IFR [instrument flight rules] right at your destination," developing between 1900-2200, "shortly after you depart Odessa." The pilot stated, "I don't see that being a problem right now, I can see things are changing out here. Things look good v-f-r at Odessa." The specialist responded, "yeah, this isn't a problem about Odessa, it's about your destination. Your first part of your route isn't the problem, it might be that last part. Can you go i-f-r if you need to?" The pilot responded, "yeah, I can if I need to." The specialist and pilot continued the briefing for another 7 minutes; an audio recording of the entire call is available in the public docket.

Review of air traffic control audio provided by the Federal Aviation Administration (FAA) revealed that the pilot requested VFR flight following services upon departure from ODO, and radio communications were uneventful for about the first 1 hour 40 minutes of the flight. About 2120, the pilot checked in with the Oklahoma City Terminal Radar Approach Control Facility (OKC approach) and was provided with the current altimeter setting.

About 2125, the OKC approach controller asked the pilot if he had RQO in sight. The pilot stated that he did not and informed the controller that he was trying to "get down underneath it [clouds]" and asked for the reported weather at Oklahoma City Airport (OKC). The controller informed him that OKC reported a ceiling of 1,100 ft agl, which the pilot acknowledged. 

About 2126, the controller informed the pilot that Hinton Municipal Airport (2O8), Hinton, Oklahoma, was to the west about 5 miles, and asked if he would like to try that airport. The pilot acknowledged the suggestion and began to navigate toward 2O8.

About 2128, the controller informed the pilot that Hinton was at his 12 o'clock and 3 miles. The pilot did not respond. The controller attempted to contact the pilot two additional times, and on the third attempt, instructed the pilot to 'ident' the transponder. 

At 2128:56, the pilot responded, "I'm hearing you, I'm still trying to get out of these clouds here uh I'm uh headed over towards Hinton right now but I'm going to go back out to the west and see if I can get underneath [the clouds]."

About 2129, the OKC controller instructed the pilot to contact the Fort Worth Air Route Traffic Control Center (ZFW center) controller and informed the pilot that he was actually in ZFW's airspace at that time. The pilot did not respond. For the next 1.5 minutes, the OKC controller attempted to contact the pilot three additional times and, on the fourth attempt, he instructed the pilot to click his microphone twice if he could hear the transmission. The pilot did not respond, and no microphone clicks were heard on the audio recording.

About 2131, the pilot transmitted, "…uh I'm still uh trudging out to the west here I'm still trying to get back out of it uh could you give me the el reno [weather]." The OKC controller asked the pilot how he heard the transmission. The pilot did not respond. The ZFW controller attempted to contact the pilot, but the pilot did not respond. The OKC controller attempted to contact the pilot again, and the pilot told the controller to go ahead. The OKC controller informed the pilot that he could not tell if he could hear him or not.

About 2132, the pilot responded to the OKC controller, "okay I'm I'm uh I'm trying to uh I'm still trying to get out of this I I see it's clear above I'm just going to climb back up here." Seventeen seconds later, the OKC controller informed the pilot that the weather at RQO included 7 miles of visibility with an 800-ft overcast ceiling. The pilot responded, "…okay that explains it alright very good." The OKC controller told the pilot to contact ZFW center and advised him that ZFW center had radar contact on the airplane and that they would work with him. The pilot acknowledged.

About 2133, the pilot transmitted on the OKC approach frequency, "…Fort Worth center … we're uh back v f r on top again." The OKC controller advised the pilot that he was still transmitting on OKC approach control frequency. The pilot acknowledged and switched to the ZFW center frequency. 

At 2133:19, the pilot contacted the ZFW controller and reported that he was at 3,500 ft. The ZFW controller asked the pilot his intentions, to which the pilot responded, "okay my intentions are now that I've got myself out of the clouds, I'm back up on top here I'm going to try to go out to the west and get and slide in underneath it." The controller asked where he was flying to the west and where the pilot wanted to get back to. The pilot responded, "okay I'll try and go out towards Hinton Oklahoma and uh I'll try and get on the outskirts of this overcast and try to go underneath it to go to uh el reno." The controller acknowledged the transmission.

About 2138, the ZFW controller informed the pilot that radar contact was lost and asked the pilot to say his altitude. The pilot did not respond. The controller attempted to contact the pilot three additional times, but there were no further communications received from the pilot.

Review of radar data provided by the FAA revealed that the airplane was established on a northeasterly course toward RQO when, about 2125 and 8 miles from the airport, the airplane turned north, then west toward the town of Hinton, Oklahoma. The airplane continued flying west, passing Hinton Airport (2O8) about 1 mile south at 2,700 ft mean sea level (msl), and then flew southwest. At 2134, the airplane was about 7 miles south of Hydro, Oklahoma, flying southwest at 3,850 ft msl. Figure 1 shows the airplane's flight path and change of course.

Figure 1: Overview of Radar Flight Path

The radar track showed the airplane subsequently enter two left, descending, 360° spiral turns, leveling off about 2,200 ft msl. The airplane then flew north for about 20 seconds; the last radar target, at 2137, showed the airplane flying at 2,125 ft msl on a heading of 033° at 157 knots groundspeed. The final radar target was about 1/4 mile southwest of the accident site. Figure 2 depicts the spiral flight path.


Figure 2: Closer View of Final Few Minutes of Radar Flight Path

A witness, who was traveling southbound in his car on a road about 1/2 mile west of the accident site about the time of the accident, saw a "steady red light" and a "steady white light" travel over his car. He continued watching the lights out of his driver's side window for about 10 to 15 seconds, looking eastward, as the lights continued to get lower in his field of view; suddenly, he observed a bright "yellow glow" ignite. He attempted to drive to where he observed the bright yellow glow, but the light extinguished before he could reach the area.

PERSONNEL INFORMATION

According to FAA airman records, the pilot held a commercial pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane. The pilot was issued an FAA second-class medical certificate on January 18, 2018. At that time, the pilot reported civil flight experience that included 4,500 total hours and 2 hours in the previous 6 months.

A review of the pilot's logbook contained a record of flights between August 30, 1994 and March 23, 2011. The total recorded flight time accumulated in this logbook was 2,580.5 hours. The logbook showed that his most recent flight review endorsement was dated September 2, 2016.
The most recent instrument proficiency check was dated December 27, 2001.

Another logbook located in the wreckage contained flight entries starting in December 2, 2010 and ending on March 9, 2018. The entries were for flights specific to the accident airplane and contained numerous entries by the accident pilot, as well as entries from other pilots who had flown the airplane. The last logbook entry recorded by the accident pilot was on March 5, 2018. Reviewing the accident pilot's entries from February 27, 2016, through the last entry, he recorded a total time of 55.8 hours in the accident airplane. Within the previous 12 months, he recorded 8.3 hours. The accident pilot noted one-night landing on September 3, 2016, and two additional night landings on February 27, 2016. Additionally, within the remarks section, the accident pilot noted two instrument approaches for two separate flights in September 2017. There were no other remarks or entries regarding night landings or instrument approaches in the previous 12 months. No other personal logbooks containing more recent flights for the pilot were found.

AIRCRAFT INFORMATION

The airplane was a Beech V35A, a 5-seat, single-engine, low-wing airplane manufactured in 1967. It was powered by a Continental IO-520-BAcBB 285-horsepower engine. It was equipped with two 40-gallon fuel tanks. A review of the airplane's maintenance records revealed that the most recent annual and 100-hour inspection was performed on December 21, 2017 at an airframe time of 3,361.17, a tachometer time of 2,559.17, and 887.6 hours since major engine overhaul. The tachometer found in the debris field displayed 2,583.17 hours.

A fuel receipt from the FBO at ODO indicated that 25.3 gallons of 100LL aviation fuel was added to the airplane. A line technician reported that he filled the airplane to the highest visual fuel tabs per the pilot's request, which, according to the pilot's operating handbook, corresponds to 64 gallons of total fuel on board and at least 4 hours of fuel endurance.

METEOROLOGICAL INFORMATION

The weather conditions reported at 2135 at Thomas P. Stafford Airport (OJA), Weatherford, Oklahoma, 7 miles northwest of the accident site, included an overcast cloud ceiling at 800 ft above ground level (agl), wind from 120° at 11 knots gusting to 18 knots, 7 statute miles visibility, temperature 17°C, and dew point 16°C. The OJA weather observation was the nearest available weather to 2O8.

At 2115, the OJA observation included scattered clouds at 1,000 and 1,300 ft agl, wind from 130° at 14 knots gusting to 20 knots, 7 statute miles visibility, temperature 17°C, and dew point 16°C.

The weather conditions at RQO, about 27 miles east of the accident site, at 2115, included an overcast cloud ceiling at 800 ft agl, wind from 130° at 18 knots, 7 statute miles visibility, temperature 17°C, dew point 16°C, and barometric pressure 29.80 inches of mercury.

At 2135, the RQO observation included an overcast cloud ceiling at 800 ft agl, wind from 140° at 19 knots gusting to 25 knots, 7 statute miles visibility, temperature 18°C, dew point 16°C, and barometric pressure 29.80 inches of mercury.

A review of nearby weather reporting stations revealed that two airports, each about 35 miles southwest of the accident location, reported VFR conditions around the time of the accident.

Clinton-Sherman Airport (CSM), Burns Flat, Oklahoma, reported clear skies and 9 statute miles visibility at 2053. At 2153, scattered clouds were reported at 1,200 ft agl, with a visibility of 8 statute miles. At 2253, clear skies and visibility of 8 statute miles were reported.

Hobart Regional Airport (HBR), Hobart, Oklahoma, reported clear skies and visibility of 9 statute miles at 2053. At 2153, clear skies and visibility of 10 statute miles were reported. At 2253, a clear ceiling and visibility of 10 statute miles were reported. Reference the Flight Path Overview and Surrounding Hourly Weather Reports in the public docket.

The Geostationary Operational Environmental Satellite (GOES)-16 infrared imagery at 2137 for the area immediately surrounding the accident location were between 12°C and -27°C, which corresponded to cloud top heights between 8,000 and 25,500 ft msl. In addition, satellite imagery identified that, at the time of the accident, low, warm clouds were in the accident region.

Astronomical data obtained from the United States Naval Observatory for the accident area indicated that the end of civil twilight was at 2016, and the phase of the moon indicated a waxing gibbous with 62% of the moon's visible disk illuminated. [A complete NTSB Weather Study is available in the public docket.]

The witness reported that it was windy at the time of the accident, and it was a darker than a normal night as "the moon was not visible." He reported that, other than a farmhouse light, there were no other cars that passed him near the time of the accident, the road was not lit, and the fields around the accident site were "pitch black."

WRECKAGE AND IMPACT INFORMATION

The main wreckage came to rest upright in a flat, open field on a magnetic heading of 060° at an elevation about 1,670 ft msl. The airplane sustained extensive impact damage and there was evidence of a small postimpact fire. The engine separated from the firewall and was located about 220 ft forward of the main wreckage.

All major components of the airplane were accounted for at the accident site and flight control continuity was established for all flight controls to the cockpit area. The landing gear selector and actuators were found in the retracted position. The flap handle and actuators were found in the retracted position. The fuel strainer screen and fuel strainer bowl were found clean. The fuel selector handle and valve were found selected to the right fuel tank.

The cockpit instrument panel, navigation, and communication instruments were impact damaged. The attitude indicator and heading indicator were found in the debris field. The heading indicator displayed a heading of 060°. Both gyroscope housings exhibited evidence of rotational scoring. The throttle lever and mixture control levers were found full forward and bent. The propeller control lever was found pulled out (aft).

The airplane was equipped with five seats. The two front seats were separated from the airframe and found in the debris field. One front seat lap belt was found buckled with its attach point stitching ripped on one side. The other front seat lap belt was found unbuckled with one of its attach points stitching ripped. The number 5 passenger seat was the only seat found attached to the airframe. The airplane was not equipped with shoulder harnesses.

The engine crankshaft was rotated by hand. Valve train continuity was established and all pistons operated normally. Each spark plug displayed varying degrees of impact damage; the top spark plugs were visually inspected and displayed normal operating and combustion signatures. The cylinders were inspected using a lighted borescope; the cylinder bore, piston faces, and valve heads displayed normal operating and combustion signatures.

The fuel manifold valve and fuel nozzles were examined and no debris was observed. Numerous engine accessories separated from the engine and were found in the debris field. Both magnetos separated from the engine and produced spark when rotated by an electric drill.

The vacuum pump remained attached to the engine and displayed impact damage signatures. The vacuum pump was removed; the shear coupling remained intact. The vacuum pump was disassembled and the rotor was impact damaged.

All three propeller blades had broken free from the propeller hub and displayed impact damage signatures. Each propeller blade displayed varying amounts of S-bending, blade polishing, leading edge gouging, and twisting deformation.

The postaccident examination of the airplane did not reveal any anomalies consistent with a preimpact failure or malfunction. A detailed airframe and engine examination report is in the public docket.

MEDICAL AND PATHOLOGICAL INFORMATION

The Office of the Chief Medical Examiner, Oklahoma City, Oklahoma, performed an autopsy of the pilot. The report stated that the probable cause of death was "multiple trauma due to light plane crash – pilot."

The FAA Forensic Sciences Laboratory conducted toxicological testing of specimens of the pilot. Testing was negative for volatiles and drugs.

ADDITIONAL INFORMATION

Spatial Disorientation

The FAA Civil Aeromedical Institute's publication, "Introduction to Aviation Physiology," defines spatial disorientation as a loss of proper bearings or a state of mental confusion as to position, location, or movement relative to the position of the earth. Factors contributing to spatial disorientation include changes in acceleration, flight in instrument meteorological conditions (IMC), frequent transfer between visual meteorological conditions (VMC) and IMC, and unperceived changes in aircraft attitude.

The FAA's Airplane Flying Handbook (FAA-H-8083-3A) describes some hazards associated with flying when the ground or horizon are obscured. The handbook states, in part:

The vestibular sense (motion sensing by the inner ear) in particular tends to confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in the attitude of the airplane, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated; leading the pilot to believe the attitude of the airplane has changed when in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation.

Night and Instrument Currency

According to excerpts from 14 CFR Part 61.57, Recent flight experience:

Pilot in command, (b) night takeoff and landing experience, in order to act as pilot in command of an aircraft carrying passengers during the period beginning 1 hour after sunset and ending 1 hour before sunrise, within the preceding 90 days the pilot must have made at least three takeoffs and three landings to a full stop during the period beginning 1 hour after sunset and ending 1 hour before sunrise.

In addition, part (d) states, Instrument proficiency check: a person who has failed to meet the instrument experience requirements of paragraph (c) of this section for more than six calendar months may reestablish instrument currency only by completing an instrument proficiency check.

Pilot Information

Certificate: Commercial
Age: 62, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 01/18/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 09/02/2016
Flight Time:  (Estimated) 4500 hours (Total, all aircraft), 55.8 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: BEECH 
Registration: N7019N
Model/Series: V35 A
Aircraft Category: Airplane
Year of Manufacture: 1967 
Amateur Built: No
Airworthiness Certificate: Utility
Serial Number: D-8619
Landing Gear Type: Retractable - Tricycle
Seats: 5
Date/Type of Last Inspection: 12/21/2017, Annual
Certified Max Gross Wt.: 3400 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3361.17 Hours as of last inspection
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: IO-520-BAcBB
Registered Owner: ON TOP FLYING CO LLC
Rated Power: 285 hp
Operator: On file
Operating Certificate(s) Held:None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Night/Dark
Observation Facility, Elevation: KOJA, 1607 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 2135 CDT
Direction from Accident Site: 315°
Lowest Cloud Condition:
Visibility:  7 Miles
Lowest Ceiling: Overcast / 800 ft agl
Visibility (RVR):
Wind Speed/Gusts: 11 knots / 18 knots
Turbulence Type Forecast/Actual: / None
Wind Direction: 120°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.77 inches Hg
Temperature/Dew Point: 17°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: ODESSA, TX (ODO)
Type of Flight Plan Filed: None
Destination: EL RENO, OK (RQO)
Type of Clearance: VFR; VFR Flight Following
Departure Time: 1947 CDT
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 35.454444, -98.562778
=====
Location: Hydro, OK
Accident Number: ERA18FA114
Date & Time: 03/25/2018, 2137 CDT
Registration: N7019N
Aircraft: BEECH V35
Injuries: 2 Fatal
Flight Conducted Under:  Part 91: General Aviation - Personal 

On March 25, 2018, about 2137 central daylight time, a Beech V35A, N7019N, was destroyed when it impacted terrain near Hydro, Oklahoma. The commercial pilot and passenger were fatally injured. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Night instrument meteorological conditions prevailed, and no flight plan was filed for the flight, which departed from Odessa Airport-Schlemeyer Field (ODO), Odessa, Texas, about 1947, and was destined for El Reno Regional Airport (RQO), El Reno, Oklahoma.

The pilot had departed his home airport, RQO, earlier in the day with the passenger and arrived at ODO about 1345. A line technician who worked at the ODO fixed-base operator (FBO) reported that he added 25 gallons of fuel to the airplane shortly after the arrival. According to another line technician, throughout the afternoon while the pilot was at the FBO, he requested that weather radar and satellite information be displayed on a large monitor, because he was "concerned with the clouds."

Review of an audio recording from Austin, Texas, Leidos Flight Service, revealed that the pilot called for a weather briefing at 1806, about an hour and a half before his departure. The pilot informed the flight service specialist that he planned to complete a "VFR [visual flight rules] flight" from Odessa, Texas to El Reno, Oklahoma in about 30 minutes and it would be about a 2.5-hour flight. During the 11-minute call, the flight service specialist provided the pilot with numerous weather details pertaining to his flight.

The specialist informed the pilot that multiple Airmen's Meteorological Information (AIRMET) reports affected his flight. The specialist stated that one AIRMET was for "IFR [instrument flight rules] right at your destination," developing between 1900–2200, "shortly after you depart Odessa." The pilot responded by stating that, "I don't see it as a problem right now, the skies look, I can see that things are changing out here, but things look to be VFR over here at Odessa right now." The specialist responded by stating, "It's not a problem at Odessa, this is about your destination." He then asked the pilot, "can you go IFR if you need to?" The pilot responded by stating, "Yeah, I can if I need to." The specialist and pilot continued their weather discussion for another 7 minutes, with the specialist providing current conditions, radar information, winds aloft, pilot reports, notices to airmen, and forecast conditions for the destination area.

Review of preliminary air traffic control audio provided by the Federal Aviation Administration (FAA) revealed that the pilot radioed the Fort Worth Air Route Traffic Control Center (ZFW), at 2133, after being handed off from the Oklahoma City Terminal Radar Approach Control Facility. The pilot checked in with ZFW and when asked by the controller, what his intentions were, the pilot stated, "ok, my intentions are now, I've got myself out of the clouds, I'm back up on top here, I'm going to try to go out to the west and fly down underneath it." The ZFW controller responded by asking where he wanted to fly out west, and where he was trying to get back to. The pilot stated, "ok, I'm going to try to go out towards Hinton Oklahoma and I'll try to get on the outskirts of this overcast and try to go underneath it, to go to El Reno [Oklahoma]." The ZFW controller responded by saying "alright sir," and there were no further communications from the pilot.

Review of preliminary radar data provided by the FAA revealed that the airplane was headed toward the destination airport, RQO, and about 8 miles southwest, at 2125, the airplane turned north and then west toward the town of Hinton, Oklahoma. The airplane continued flying west, past Hinton, and then flew southwest. At 2134, the airplane was about 8 miles southeast of Weatherford, Oklahoma, flying at 3,850 ft mean sea level (msl), continuing southwest. Subsequently, the radar track showed the airplane enter two left, descending, 360° spiral turns, leveling off about 2,200 ft msl. The airplane then flew north, for about 20 seconds, with the last radar data point recording at 2137, showing the airplane flying at 2,125 ft msl, headed 033°, with a 157-knot groundspeed. The last radar point was about 1/4-mile southwest of the accident site.

According to a witness who was traveling in his car, southbound on a road about a 1/2-mile west of the accident site, about the time of the accident, he reported that he observed a "steady red light" and a "steady white light" travel over his car. He continued observing the lights out of his driver's side window for about 10 to 15 seconds, looking eastward, as the lights continued to get lower in his field of view, and then suddenly, he observed a bright "yellow glow" ignite.

The airplane came to rest upright in a flat, open field, on a magnetic heading of 060°. The airplane sustained extensive impact damage, and evidence of a small post-impact fire was observed. All major components of the airplane were accounted for at the accident site, and flight control continuity was established for all flight controls to the cockpit area.

The left main landing gear remained attached to the wing, and the nose and right main landing gear separated from the airframe. The landing gear selector and actuators were found in the retracted position. The flap handle and actuators were found in the retracted position. The fuel strainer screen and fuel strainer bowl were found clean. The fuel selector handle and valve were found selected to the right fuel tank.

The cockpit instrument panel, navigation, and communication instruments were damaged during the impact. The attitude indicator and heading indicator were found in the debris field. The heading indicator displayed a heading of 060°. Both gyroscope housings exhibited evidence of rotational scoring. The throttle lever and mixture control lever were found full forward and bent. The propeller control lever was found pulled out (aft).

The airplane was equipped with five seats. The front two seats were found separated from the airframe in the debris field. One front seat lap belt was found buckled with its attached point stitching ripped on one side. The other front seat lap belt was found unbuckled, with one of its attach points stitching ripped. The number 5 passenger seat was the only seat that was found attached to the airframe. The airplane was not equipped with shoulder harnesses.

The engine separated from the airframe and was found about 220 ft forward of the main wreckage. During a postaccident engine examination, the crankshaft was rotated by hand and valve train continuity was established, and all pistons operated normally. Each spark plug displayed varying degrees of impact damage; the top spark plugs were visually inspected, and normal operating and combustion signatures were observed. The cylinders were inspected using a lighted borescope; the cylinder bore, piston faces, and valve heads displayed normal operating and combustion signatures.

The fuel manifold valve and fuel nozzles were examined, and no debris was observed. Numerous engine accessories separated from the engine and were found in the debris field. Both magnetos separated from the engine and were found capable of producing spark when rotated by an electric drill.

The vacuum pump remained attached to the engine and displayed impact damage signatures. The vacuum pump was removed, and it was noted that the shear coupling remained intact. The vacuum pump was disassembled, and it was noted that the rotor was impact damaged.

All three propeller blades had broken free from the propeller hub and displayed impact damage signatures. Each propeller blade displayed varying amounts of S-bending, blade polishing, leading edge gouging, and twisting deformation.

A review of the airplane's maintenance records revealed, the most recent annual and 100-hour inspection was performed on December 21, 2017, at an airframe time of 3361.17, a tachometer time of 2559.17, and 887.6 hours since major engine overhaul. The tachometer was found in the debris field and it displayed 2583.17 hours.

According to FAA airmen records, the pilot held a commercial pilot certificate with airplane single and multi-engine land ratings, as well as instrument airplane. The pilot was issued an FAA second-class medical certificate on January 18, 2018. At that time, the pilot reported civil flight experience that included 4,500 total hours and 2 hours in last 6 months.

A witness reported that at the time of the accident, it was windy, and it was a darker than normal night, as "the moon was not visible." He reported that other than a farm house light, there were no other cars that past him near the time of the accident, the road was not lit, and the fields around the accident site were "pitch black."

The weather conditions reported about the time of the accident at Thomas P. Stafford Airport (OJA), Weatherford, Oklahoma, which was located 8 miles northwest of the accident site, included an overcast cloud ceiling at 800 ft above ground level, wind 120° at 11 knots, gusting 18 knots, visibility 7 statute miles, temperature 17°C, and dew point 16°C. The weather conditions at the destination airport RQO, about the time of the accident, included an overcast cloud ceiling at 800 ft above ground level, wind 140° at 19 knots, gusting 25 knots, visibility 7 statute miles, temperature 18°C, and dew point 16°C. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BEECH
Registration: N7019N
Model/Series: V35 A
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Night/Dark
Observation Facility, Elevation: KOJA, 1607 ft msl
Observation Time: 2135 CDT
Distance from Accident Site: 8 Nautical Miles
Temperature/Dew Point: 17°C / 16°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 11 knots/ 18 knots, 120°
Lowest Ceiling: Overcast / 800 ft agl
Visibility:  7 Miles
Altimeter Setting: 29.77 inches Hg
Type of Flight Plan Filed: None
Departure Point: ODESSA, TX (ODO)
Destination:  EL RENO, OK (RQO)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 35.454444, -98.562778


Walter "Rick" Mullaney


Cesar Gomez 


HYDRO, Okla. (AP) — The Oklahoma Highway Patrol says two men were killed when the plane they were flying from Texas to Oklahoma crashed in central Oklahoma.

The OOklahoma Highway Patrol said Tuesday that 62-year-old pilot Walter R. Mullaney of El Reno and 27-year-old passenger Cesar Gomez of Fort Lupton, Colorado, died in the crash that was discovered on Monday near Hydro, about 60 miles (96 kilometers) west of Oklahoma City.

An Oklahoma Highway Patrol report says the two were flying Sunday night from Odessa, Texas, to El Reno when the aircraft was diverted to the Hinton Municipal Airport because of clouds and fog and that the plane crashed into a field.

Walter R. Mullaney was the airport manager for the El Reno Municipal Airport from September of 1986 to March of 2011. He continued as a commercial pilot until October 2014, according to his LinkedIn profile.

AutoGyro Cavalon, N442AG: Accident occurred March 26, 2018 at Dean Memorial Airport (5B9), Haverhill, Grafton County, New Hampshire

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Portland

Aviation Accident Final 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/N442AG

Analysis 

The pilot of the gyroplane reported that, during the takeoff roll, after the front landing gear became light, he attempted to push the control stick forward, but was unable. He then used both hands in an attempt to push the stick forward. He realized he could not move the control stick forward and therefore could not control the gyroplane. He rejected the takeoff by reducing power, the gyroplane veered to the left, and the rotor struck the runway. Subsequently, the gyroplane rolled onto its left side, skidded down the runway, exited the left side of the runway, and impacted a snowbank.

The gyroplane sustained substantial damage to the rotor system and fuselage.

The pilot reported that he removed the rotor blade by removing the center pivoting bolt, and in doing so, the rotor head moved forward and freed the stick.

The Federal Aviation Administration sent two inspectors to examine the gyroplane. During the visit, the rotor head moved freely in all directions with no evidence of binding or restriction, and no discrepancies were noted with the torque tube or cabling in the keel tube. The brake and trim controls were also moved in various sequences and control positions, but there were no discrepancies found. The FAA inspector added that, with an inadvertent and or unnoticed activation of full aft trim prior to beginning the takeoff roll, there could be enough resistance created to generate the conditions the pilot experienced. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain directional control during a rejected takeoff. Contributing to the accident was the binding of the control stick, for an undetermined reason, which precipitated the rejected takeoff. 

Findings

Aircraft
Directional control - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)

Factual Information

History of Flight

Takeoff
Loss of control on ground (Defining event)

Takeoff-rejected takeoff
Abnormal runway contact
Attempted remediation/recovery
Dragged wing/rotor/float/other

Roll over

Location: Haverhill, NH
Accident Number: GAA18CA179
Date & Time: 03/26/2018, 1015 EDT
Registration: N442AG
Aircraft: LYNN PERRY CAVALON
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

The pilot of the gyroplane reported that, during the takeoff roll, after the front landing gear became light, he attempted to push the control stick forward, but was unable. He then used both hands in an attempt to push the stick forward. He realized he could not move the control stick forward and therefore could not control the gyroplane. He rejected the takeoff by reducing power, the gyroplane veered to the left, and the rotor struck the runway. Subsequently, the gyroplane rolled onto its left side, skidded down the runway, exited the left side of the runway, and impacted a snowbank.

The gyroplane sustained substantial damage to the rotor system and fuselage.

The pilot reported that he removed the rotor blade by removing the center pivoting bolt, and in doing so, the rotor head moved forward and freed the stick.

The Federal Aviation Administration sent two inspectors to examine the gyroplane. During the visit, the rotor head moved freely in all directions with no evidence of binding or restriction, and no discrepancies were noted with the torque tube or cabling in the keel tube. The brake and trim controls were also moved in various sequences and control positions, but there were no discrepancies found. The FAA inspector added that, with an inadvertent and or unnoticed activation of full aft trim prior to beginning the takeoff roll, there could be enough resistance created to generate the conditions the pilot experienced. 

Pilot Information

Certificate: Private; Sport Pilot
Age: 65, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): Gyroplane
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: BasicMed Without Waivers/Limitations
Last FAA Medical Exam: 05/03/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 08/04/2017
Flight Time: (Estimated) 1831 hours (Total, all aircraft), 77 hours (Total, this make and model) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: LYNN PERRY
Registration: N442AG
Model/Series: CAVALON NO SERIES
Aircraft Category: Gyroplane
Year of Manufacture: 2017
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: V00311
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 07/16/2017, Annual
Certified Max Gross Wt.: 1232 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 57.8 Hours at time of accident
Engine Manufacturer: Rotax
ELT: Not installed
Engine Model/Series: 914UL
Registered Owner: On file
Rated Power: 115 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: K1P1, 505 ft msl
Observation Time: 1415 UTC
Distance from Accident Site: 21 Nautical Miles
Direction from Accident Site: 149°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 0°C / -8°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 30.75 inches Hg
Visibility (RVV):
Precipitation and Obscuration:  No Obscuration; No Precipitation
Departure Point: Haverhill, NH (5B9)
Type of Flight Plan Filed: None
Destination: Haverhill, NH (5B9)
Type of Clearance:None 
Departure Time: 1015 EDT
Type of Airspace: Class G

Airport Information

Airport: DEAN MEMORIAL (5B9)
Runway Surface Type: Asphalt
Airport Elevation: 581 ft
Runway Surface Condition: Dry; Rough
Runway Used: 01
IFR Approach: None
Runway Length/Width: 2511 ft / 58 ft
VFR Approach/Landing: None

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:  44.080000, -72.007778 (est)