Tuesday, April 10, 2018

Cessna 170, N4133V: Accident occurred April 09, 2018 at Big Lake Airport (PAGQ), Alaska

Federal Aviation Administration / Flight Standards District Office; Anchorage

http://registry.faa.gov/N4133V

NTSB Identification: GAA18CA214
14 CFR Part 91: General Aviation
Accident occurred Sunday, April 08, 2018 in Big Lake, AK
Aircraft: CESSNA 170, registration: N4133V

NTSB investigators will use data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator, and will not travel in support of this investigation to prepare this aircraft accident report.

Aircraft veered off runway hitting a snowbank and caught fire.

Date: 09-APR-18
Time: 03:45:00Z
Regis#: N4133V
Aircraft Make: CESSNA
Aircraft Model: 170
Event Type: ACCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: BIG LAKE
State: ALASKA

Cessna C182RG, N2696C: Incidents occurred April 09, 2018 and August 14, 2016; Accident occurred February 04, 2012 at Colorado Springs Municipal Airport (KCOS), Colorado

Federal Aviation Administration / Flight Standards District Office; Denver

Aircraft landed gear up on runway 17R.

United States Air Force
Peterson AFB Aero Club  

http://registry.faa.gov/N2696C

Date: 09-APR-18
Time: 20:17:00Z
Regis#: N2696C
Aircraft Make: CESSNA
Aircraft Model: 172RG
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: COLORADO SPRINGS
State: COLORADO

Aircraft on landing, nose gear collapsed. 

Date: 14-AUG-16
Time: 20:00:00Z
Regis#: N2696C
Aircraft Make: CESSNA
Aircraft Model: 182
Event Type: Incident
Highest Injury: None
Damage: Unknown
Flight Phase: LANDING (LDG)
City: COLORADO SPRINGS
State: Colorado

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

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

Aviation Accident Final Report - National Transportation Safety Board 

Location: Colorado Springs, CO
Accident Number: CEN12CA157
Date & Time: 02/04/2012, 1422 MDT
Registration: N2696C
Aircraft: CESSNA R182
Aircraft Damage: Substantial
Defining Event: Landing gear not configured
Injuries: 1 Minor
Flight Conducted Under:  Part 91: General Aviation - Personal

Analysis

The pilot was conducting a series of practice accuracy landings in preparation for a checkride. He reported that he inadvertently forgot to extend the landing gear. He added that he did not remember hearing the landing gear warning horn just before touchdown because he had allowed himself to become fixated on maneuvering the aircraft to the precise landing point. The airplane touched down on the runway surface with the landing gear retracted, which caused substantial damage to the fuselage structure. The pilot reported that there were no preimpact mechanical malfunctions with the airplane.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot did not extend the landing gear before landing.

Findings

Aircraft
Landing gear system - Not used/operated (Cause)

Personnel issues
Forgotten action/omission - Pilot (Cause)

Factual Information

History of Flight

Landing
Landing gear not configured (Defining event)
Abnormal runway contact 

Pilot Information

Certificate: Airline Transport; Flight Instructor; Military
Age: 49, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: Seatbelt, Shoulder harness
Instrument Rating(s): Airplane; Helicopter
Second Pilot Present: No
Instructor Rating(s): Helicopter; Instrument Helicopter
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam:  11/21/2011
Occupational Pilot: Yes
Last Flight Review or Equivalent: 12/23/2011
Flight Time:   3653 hours (Total, all aircraft), 22 hours (Total, this make and model), 2107 hours (Pilot In Command, all aircraft), 23 hours (Last 90 days, all aircraft), 14 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N2696C
Model/Series: R182
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: R18200218
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 01/06/2012, 100 Hour
Certified Max Gross Wt.: 3100 lbs
Time Since Last Inspection: 50 Hours
Engines: 1 Reciprocating
Airframe Total Time: 1176 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT:  Not installed
Engine Model/Series: O-540 SERIES
Registered Owner: UNITED STATES AIR FORCE - PETERSON AFB AERO CLUB
Rated Power: 250 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: KCOS, 6187 ft msl
Observation Time: 1354 MDT
Distance from Accident Site: 1 Nautical Miles
Direction from Accident Site: 90°
Lowest Cloud Condition: Clear
Temperature/Dew Point: -1°C / -8°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 11 knots, 30°
Visibility (RVR):
Altimeter Setting: 30.35 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Colorado Springs, CO (COS)
Type of Flight Plan Filed: Company VFR
Destination: Colorado Springs, CO (COS)
Type of Clearance: VFR
Departure Time: 1345 MDT
Type of Airspace:

Airport Information

Airport: City of Colorado Springs Muni (COS)
Runway Surface Type: Concrete
Airport Elevation: 6187 ft
Runway Surface Condition: Dry
Runway Used: 35R
IFR Approach: None
Runway Length/Width: 13501 ft / 150 ft
VFR Approach/Landing: Traffic Pattern 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude:  38.803333, -104.700278 (est)

Piper PA-11, N78635: Incident occurred April 08, 2018 - Montague Island, Alaska

Federal Aviation Administration / Flight Standards District Office; Anchorage

On landing aircraft nosed over and bent prop.

http://registry.faa.gov/N78635

Date: 08-APR-18
Time: 20:25:00Z
Regis#: N78635
Aircraft Make: PIPER
Aircraft Model: PA 11
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: MONTAGUE ISLAND
State: ALASKA

Cessna 180B, N485KC: Incident occurred April 09, 2018 in Phoenix, Maricopa County, Arizona

Federal Aviation Administration / Flight Standards District Office; Scottsdale

Aircraft right wingtip struck runway.

http://registry.faa.gov/N485KC

Date: 09-APR-18
Time: 00:15:00Z
Regis#: N485KC
Aircraft Make: CESSNA
Aircraft Model: 180B
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: PHOENIX
State: ARIZONA

Incident occurred April 08, 2018 at Scottsdale Airport (KSDL), Maricopa County, Arizona

Federal Aviation Administration / Flight Standards District Office; Scottsdale

Aircraft on landing exited the runway into a rock area.

Date: 08-APR-18
Time: 14:24:00Z
Regis#: N612A
Aircraft Make: CESSNA
Aircraft Model: T210N
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: NONE
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: SCOTTSDALE
State: ARIZONA

Cessna 172A Skyhawk, N7452T: Incident occurred March 30, 2018 at Fallbrook Community Airpark (L18), San Diego County, California

Federal Aviation Administration / Flight Standards District Office; San Francisco

On landing aircraft braked hard and struck the prop.

http://registry.faa.gov/N7452T

Date: 30-MAR-18
Time: 18:30:00Z
Regis#: N7452T
Aircraft Make: CESSNA
Aircraft Model: 172A
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: FALLBROOK
State: CALIFORNIA

Beechcraft 95-B55 (T42A) Baron, N28TJ: Incident occurred April 06, 2018 at Zamperini Field Airport (KTOA), Torrance, Los Angeles County, California

Federal Aviation Administration / Flight Standards District Office; Long Beach

Aircraft bounced on landing, nose gear folded.

Wolfenden Enterprises Inc:  http://registry.faa.gov/N28TJ

Date: 06-APR-18
Time: 19:09:00Z
Regis#: N28TJ
Aircraft Make: BEECH
Aircraft Model: 95 B55
Event Type: INCIDENT
Highest Injury: UNKNOWN
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: TORRANCE
State: CALIFORNIA

Cessna 172R Skyhawk, N789BG: Incident occurred April 06, 2018 at Witham Field Airport (KSUA), Stuart, Martin County, Florida

Federal Aviation Administration / Flight Standards District Office; Miami

On roll out aircraft indicated brake issue and went into the infield.

M9C146 Aviation LLC: http://registry.faa.gov/N789BG

Date: 06-APR-18
Time: 12:52:00Z
Regis#: N789BG
Aircraft Make: CESSNA
Aircraft Model: 172R
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: PUSHBACK/TOWING (PBT)
Operation: 91
City: STUART
State: FLORIDA

Van's RV-4, N66PB: Accident occurred April 06, 2018 at Caldwell Industrial Airport (KEUL), Canyon County, Idaho

Federal Aviation Administration / Flight Standards District Office; Boise

http://registry.faa.gov/N66PB

NTSB Identification: GAA18CA203
14 CFR Part 91: General Aviation
Accident occurred Friday, April 06, 2018 in Caldwell, ID
Aircraft: CARR B L RV 4, registration: N66PB

NTSB investigators will use data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator, and will not travel in support of this investigation to prepare this aircraft accident report.

Aircraft experienced a hard landing.

Date: 06-APR-18
Time: 19:29:00Z
Regis#: N66PB
Aircraft Make: EXPERIMENTAL CARR B L
Aircraft Model: RV 4
Event Type: ACCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: CALDWELL
State: IDAHO

Quad City CH II Longwing, N523SK: Incident occurred April 07, 2018 in Sidney, Cheyenne County, Nebraska

Federal Aviation Administration / Flight Standards District Office; Lincoln

Ultralight landed in the median of an interstate.

http://registry.faa.gov/N523SK

Date: 07-APR-18
Time: 22:10:00Z
Regis#: N523SK
Aircraft Make: UNKNOWN
Aircraft Model: CH II LONGWING
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 103
City: SIDNEY
State: NEBRASKA

Beechcraft 200 Super King Air, N982GA: Incident occurred April 08, 2018 at Essex County Airport (KCDW), Caldwell, New Jersey

Federal Aviation Administration / Flight Standards District Office; Teterboro

Aircraft veered off runway during landing and came to a stop in the grass.

Eastern King Air Services LLC: http://registry.faa.gov/N982GA

Date: 08-APR-18
Time: 17:30:00Z
Regis#: N982GA
Aircraft Make: BEECH
Aircraft Model: 200
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: ON DEMAND
Flight Phase: LANDING (LDG)
Operation: 135
City: CALDWELL
State: NEW JERSEY

Mooney M20C, N7877V: Incident occurred April 07, 2018 at Minot International Airport (KMOT), Ward County, North Dakota

Federal Aviation Administration / Flight Standards District Office; Fargo

Aircraft landed gear up.

Roux Studios LLC:  http://registry.faa.gov/N7877V

Date: 07-APR-18
Time: 19:39:00Z
Regis#: N7877V
Aircraft Make: MOONEY
Aircraft Model: M20C
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: MINOT
State: NORTH DAKOTA

Embraer EMB-145LR, American Eagle, N670AE: Incident occurred April 06, 2018 near Toledo Express Airport (KTOL), Lucas County, Ohio

Federal Aviation Administration / Flight Standards District Office; Cleveland

Flight 4018:  Aircraft struck a bird on approach.

American Airlines Inc:  http://registry.faa.gov/N670AE

Date: 06-APR-18
Time: 21:15:00Z
Regis#: N670AE
Aircraft Make: EMBRAER
Aircraft Model: EMB 145LR
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: COMMERCIAL
Flight Phase: APPROACH (APR)
Operation: 121
Aircraft Operator: AMERICAN EAGLE
Flight Number: 4018
City: TOLEDO
State: OHIO

Allegiant Air, McDonnell Douglas MD-83, N429NV: Incident occurred April 08, 2018 at Sioux Falls Regional Airport (KFSD), South Dakota








Federal Aviation Administration / Flight Standards District Office;  Rapid City

Flight G4-456:  On landing slid off the end of the runway.

http://registry.faa.gov/N429NV

Date: 08-APR-18
Time: 12:08:00Z
Regis#: UNK
Aircraft Make: MCDONNELL DOUGLAS
Aircraft Model: MD83
Event Type: INCIDENT
Highest Injury: UNKNOWN
Aircraft Missing: No
Damage: UNKNOWN
Activity: COMMERCIAL
Flight Phase: LANDING (LDG)
Operation: 121
Aircraft Operator: ALLEGIANT
Flight Number: 456
City: SIOUX FALLS
State: SOUTH DAKOTA

Cessna P210N, N215GN: Incident occurred April 07, 2018 at Addison Airport (KADS), Dallas County, Texas

Federal Aviation Administration / Flight Standards District Office;  Dallas

Aircraft landed in engineered materials arrestor system area, nose gear broke off.

http://registry.faa.gov/N215GN

Date: 07-APR-18
Time: 15:40:00Z
Regis#: N215GN
Aircraft Make: CESSNA
Aircraft Model: P210N
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: DALLAS
State: TEXAS

McDonnell Douglas MD 600N, N602BP, operated by High Line Helicopters LLC: Fatal accident occurred April 08, 2018 in Smethport, McKean County, Pennsylvania and Incident occurred June 16, 2017 in Blacksburg, Montgomery County, Virginia

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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Pittsburgh, Pennsylvania
Rolls-Royce; Indianapolis, Indiana
MD Helicopters; Mesa, Arizona

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

http://registry.faa.gov/N602BP

Aviation Accident Preliminary Report - National Transportation Safety Board

Location: Smethport, PA
Accident Number: ERA18FA122
Date & Time: 04/08/2018, 1711 EDT
Registration: N602BP
Aircraft: MD HELICOPTER 600
Injuries: 2 Fatal, 1 Serious
Flight Conducted Under: Part 133: Rotorcraft Ext. Load 

On April 8, 2018, about 1711 eastern daylight time, an MD Helicopter 600N, N602BP, operated by High Line Helicopters, LLC, was destroyed when it collided with a wooden power line support structure and terrain in Smethport, Pennsylvania. The commercial pilot was seriously injured and two linemen were fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the power line construction flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 133. The flight departed an unimproved landing zone adjacent to the accident site.

The power lines (3) were newly constructed in mountainous terrain and were oriented approximately east/west. They were supported by a series of structures of either wood (dual pole, H-frame) or steel (single pole) construction. A static line was affixed to the top of the structures above the power lines. The purpose of the flight was to remove the static line from the wheeled, pulley device (dolly) that temporarily secured the static line and permanently secure the static line to the structure. One lineman completed the task from the skid of the hovering helicopter, while a second lineman passed tools and equipment back and forth from inside the helicopter.

The steps taken to complete the task included wrapping the line with a spiraled wire coating (armor rod), attaching a safety strap (safety), a ratcheting chain lifting device (hoist) each attached to the top of the structure pole, and then placing the static line attachment device (shoe) to the line. The line was then hoisted into position and bolted to the structure. The safety, hoist, and dolly were then removed from the structure and static line, and the helicopter repositioned to the next structure to repeat the task.

In an interview, the pilot reported that the entire crew met earlier in the day, and flew to a structure to assess the work and tools required to complete the assigned task. They landed, refueled, and departed on the accident flight. The crew completed one structure, and the pilot hovered the helicopter into position to complete the work on the next structure. The lineman attached the first half of the armor rod ahead of the dolly, and manipulated the line and the dolly to complete the wrap. According to the pilot, the lineman opened the spring-loaded locking gate on the dolly above the static line to wrap the second half of the armor rod, which was "normal," and prior to the attachment of the safety. About that time, the pilot felt the helicopter was "pulled" toward the structure. He made cyclic and pedal inputs to avoid the structure, but "all I remember is rolling over the structure." When asked, the pilot said he neither felt nor heard anything unusual prior to the helicopter being pulled to the structure.

The helicopter descended vertically between and adjacent to the two-pole structure. The tailboom and all six rotor blades separated from the helicopter during the descent.

According to Federal Aviation Administration (FAA) records, the pilot held a commercial pilot certificate with ratings for rotorcraft-helicopter and instrument helicopter. The pilot's most recent FAA second-class medical certificate was issued April 5, 2017. According to the operator, he had accrued approximately 6,200 total hours of flight experience, of which 250 were in the MD 600N. The operator estimated that that pilot had accrued 3,000 hours performing power line operations.

The helicopter was manufactured in 1998 and was equipped with a Rolls-Royce/Allison 250-C47 series, 600-hourspower turboshaft engine.

Maintenance-record excerpts revealed the helicopter's most recent 100-hour inspection was completed February 4, 2018 at 5,120.8 total aircraft hours.

At 1653, the weather reported at Bradford Regional Airport (BFD), 10 miles west of the accident site, included an overcast layer at 4,100 ft, 10 statute miles visibility, and wind from 290° at 10 knots. The temperature was -3°C, the dew point was -12°C, and the altimeter setting was 29.95 inches of mercury.

The helicopter was examined at the accident site about 1,600 ft elevation, and all major components were accounted for at the scene. The wreckage was contained largely at the bottom of the wooden H-structure that was struck, with the six rotor blades separated at the hub and scattered at various distances on the south side of the power lines. One rotor blade travelled approximately 300 ft down the hill (west) of the structure. The tailboom separated and was about 70 ft west of the structure. Striating marks consistent with wire contact were visible on top of the left skid forward of the front crosstube.

The wreckage was recovered from the accident site to a secure facility for further examination at a later date.

The safety strap was suspended from a cross-brace of the H-structure, and the hoist was found next to the fuselage. Each appeared undamaged. Examination of the structure poles and the static line revealed signatures consistent with blade strikes. The dolly was in its swiveling mount and facing 180° from its operational position. Damage signatures to the pole above its mounting matched the dimensions of the dolly. The dolly was recovered from the top of the structure, and examination revealed it was intact except for the locking gate, which was fractured. The fracture surfaces displayed features consistent with overstress. The dolly was retained for further examination at the NTSB Materials laboratory. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: MD HELICOPTER
Registration: N602BP
Model/Series: 600 N
Aircraft Category: Helicopter
Amateur Built: No
Operator: High Line Helicopters, LLC
Operating Certificate(s) Held: Rotorcraft External Load (133) 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: BFD, 2150 ft msl
Observation Time: 2053 UTC
Distance from Accident Site: 10 Nautical Miles
Temperature/Dew Point: -3°C / -12°C
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: 10 knots, 290°
Lowest Ceiling: Overcast / 4100 ft agl
Visibility:  10 Miles
Altimeter Setting: 29.95 inches Hg
Type of Flight Plan Filed: None
Departure Point: Smethport, PA
Destination: Smethport, PA 

Wreckage and Impact Information

Crew Injuries: 2 Fatal, 1 Serious
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal, 1 Serious
Latitude, Longitude: 41.828333, -78.419444

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.


Michael Lee Koon 


Life Legacy
Michael Koon
Boiling Springs, SC 

Michael Lee Koon, 35, passed away on Sunday, April 08, 2018. He was the son of Michael Ray and Donna McKinney Koon and the husband, best friend and soulmate of Amber Viverette Koon. He was a member of Fairview Baptist Church and an outdoorsman who loved hunting and fishing. He was a hard worker who was committed, loved and adored his children and family. He was employed with JW Didado Electric, where he worked as a Transmission Journeyman Lineman and had great respect for his Union Brotherhood and his fellow brother lineman, the late Shane Filkins. 

Survivors also include his daughter, Bixley Grace Koon; and son, Breylan Ray Koon; grandparents, Willie Viverette and Ryan McKinney and wife, Waynette; his in-laws, Robbie and Robert Tate. He was predeceased by grandparents, Jean and CL Sizemore, Ray and Elizabeth Koon, Barbara Gillespie and Sandy Viverette. 

Family will receive friends from 6:00 PM until 8:00 PM on Friday, April 13, 2018 at Stribling Funeral Home. Funeral Services will be held at 2:00 PM on Saturday, April 14, 2018 at Fairview Baptist Church with Rev. Ty Childers officiating. Interment will be at Boiling Springs Memorial Gardens. 

The family is at the home of Robert and Robbie Tate, 236 Summer Lady Lane, Boiling Springs. 

The family request memorials be made to Fallen Lineman Organization, PO Box 1453, Madisonville, LA 70447. 

Condolences may be made online at www.striblingfuneralhome.net 
The Stribling Funeral Home
Duncan, SC

Shane Kenneth Filkins 
June 03, 1994 - April 08, 2018

Shane Kenneth Filkins, 23, of Point Pleasant died in a workplace accident on Sunday, April 8, 2018 doing the job he loved. 

Shane was born on June 3, 1994. He was the son of Kathy Smith Filkins and Randolph L. Filkins.

Shane was preceded in death by his maternal grandparents Robert F. and Neva Lee Stapleton Smith, his paternal grandparents Kenneth W. and Nancy Bowermaster Filkins, and an uncle Steven F. Smith, as well as close family friend Helen Louise Roush. 

Shane was employed as an journeyman lineman and a member of the IBEW. His hobbies included traveling, and spending time with family, and weekends riding with friends. In addition to his mother and father, Shane is survived by his sister Ashlee Filkins in New Orleans, his longtime partner Morgan Thomas and her family of Point Pleasant, uncles Keith Smith of Ashland, KY; Bruce Filkins of San Diego, CA; Mark Filkins of Holly Springs, NC; and Larry Filkins of Leon, WV. Shane’s family will receive callers at Crow - Hussell Funeral Home in Point Pleasant. The funeral will be on Sunday, April 15th at 2 PM at the funeral home with interment to follow at Sandhill Cemetery. Pallbearers are Raheem Johnson, K.C. Filkins, Alex Hall, Chance Ruiz, Whitey Tucker, Bobby Board, Bronson Eustler, Too-Tall Oakley, and Michael Sheppard. 

Arrangements have been entrusted with Crow-Hussell Funeral Home.

Visitation will be Saturday April 14, 2018 from 6-9 at the funeral home.
Funeral service will be Sunday April 15, 2018 at Crow-Hussell Funeral Home beginning at 2:00 PM. Burial will follow at Sand Hill Cemetery.

Family and friends may express condolences online at: crowhussellfh.com




SMETHPORT, Pa. — The Investigation is continuing into a helicopter crash that killed two people and injured another man Sunday near Smethport.

The Federal Aviation Administration is looking into the crash and the National Transportation Safety Board will determine the cause involving a McDonnell Douglas 600N helicopter that went down at 5:30 p.m. along East Valley Road in Keating Township.

Meanwhile, McKean County Coroner Mike Cahill identified the two deceased victims as Shane Filkins, 23, of West Virginia and Michael Koon, 35, of South Carolina. Cahill did not release any other details.

The sole survivor of the crash –– the pilot –– has not been publicly identified. He was transported to Bradford Airport by Priority Care Ambulance on Sunday, where Stat Med-e-vac landed to transport the patient. The patient was reported to have arm and leg fractures and be conscious during transport. The pilot was flying a helicopter from High Line Helicopters of Virginia.

“We’ve never been through this before. It's tough,” said Tony Didado of J.W. Didado Electric of Akron, Ohio, owner of the company for which the men were working at the time of the crash.

The men were contractors working on power lines for First Energy.

Calling it “a terrible tragedy,” Doug Colafella of FirstEnergy said, “We don’t know what specifically had happened.”

The two workers who were killed in the accident had been supporting line construction of the Pierce Brook-Lewis Run Transmission Project, a 15-mile, 230-kilovolt power line between existing substations in Bradford and Keating townships.

“The new line is needed to maintain service reliability following the retirement of older power generating plants in the region, and is expected to be completed by mid-May, ahead of a June 1, 2018, in-service deadline,” Colafella said Monday afternoon. “When (Sunday’s) crash occurred, our contractors were using a helicopter to assist in stringing wires between the mostly wooden pole structures.”

Didado Electric has tackled quite a bit of work for FirstEnergy for the last 12 to 15 years –– or longer, Didado said. Workers had been part of that project since around December or January, he said.

“It’s been an ongoing project,” Didado said.

Colafella said that the practice has been used by utilities across the country for decades. This method reduces truck traffic, especially on private property and in rough terrain, he said.

“The helicopters are used to transport crews and materials (insulators, hardware and pulley blocks) to structures and to string, from structure to structure, the ‘pulling rope’ that will be used as a guide to install the conductors,” according to information from Colafella. “In order to facilitate the wire stringing process, pulling sites are established by the contractor in advance of the work. Pulling sites are gravel work area pads where the crews will set up pulling equipment that will guide the rope and conductor through the new transmission towers.”

Colafella said the method is better for the community by minimizing disruption to residents. The work is also more efficient, which significantly reduces the amount of time needed for stringing wires.

Colafella and Didado said such an incident is believed to have never happened before in the history of the two companies.

Peter Knudson, a public affairs officer with the National Transportation Safety Board, said details on what was found at the crash scene were not immediately available Monday, but he confirmed that the board is investigating.

Knudson described the process of investigations like these, which take several months.

The on-scene investigation is the shortest part, typically taking a few days, and is “focused on documenting perishable evidence,” he said.

Investigators look at the wreckage, talk to any witnesses, look for clues such as surveillance footage, listen to any communication recordings, such as air traffic or radio (contact) between crews on the ground and in the helicopter.

“We’re gathering all that would go away with the passage of time,” said Knudson.

A preliminary report is usually ready within one to two weeks of the start of the investigation, and then will appear on the NTSB website. That report will include facts and circumstances surrounding the crash, but it won’t include an analytical information or suggest a cause, Knudson explained.

In fact, it is usually one to two years before investigations come to a conclusion, he said.

“There’s a lot of work, of course, after the on-scene phase,” Knudson said.

That work, he said, can include tasks such as checking licenses, checking the 72-hour background of the pilot to determine if the person had time for sleep, checking the pilot’s medical history, looking into the pilot’s flight experience or testing aircraft components.

At the end, investigators lay all the information they’ve gathered out, determine the probable cause and decide “what role each of those items played in the accident,” said Knudson.

FirstEnergy will be reviewing safety procedures in determining its next step, Colafella said.

Original article ➤ http:/www.oleantimesherald.com

Federal Aviation Administration / Flight Standards District Office; Richmond

Rotocraft, during powerline patrol, windscreen shattered and force landed in a field.


Date:    16-JUN-17
Time:    20:15:00Z
Regis#:    N602BP
Aircraft Make:    MCDONNELL DOUGLAS
Aircraft Model:    MD600
Event Type:    INCIDENT
Highest Injury:    NONE
Aircraft Missing:    No
Damage:    MINOR
Activity:    OTHER
Flight Phase:    UNKNOWN (UNK)
City:    BLACKSBURG
State:    VIRGINIA

Grumman AA-1B Trainer, N4SU, registered to and operated by the pilot: Fatal accident occurred June 10, 2016 near Hawthorne Municipal Airport (KHHR), Los Angeles County, California

Aron Saul Rappoport
MARCH 24, 1926 – JUNE 10, 2016

An 18 year old Aron enlisted in the United States Army-Air Force on June 2, 1944. Private First Class Rappoport spent most of his service working on, and around, airplanes. He was Honorably Discharged at the conclusion of the Second World War, but his passion for planes and aviation lasted a lifetime. Aron attended UCLA, and graduated in the class of 1948, with a Bachelor's of Administration degree. He would go on to a respected and successful career in commercial finance. When he wasn't working hard in the office, he was traveling the globe with his friends and family; enjoying skiing, sailing, traveling to National Parks, and of course, jazz.


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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Los Angeles, California
Lycoming Engines; Williamsport, Pennsylvania

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

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

Aron S. Rappoport: http://registry.faa.gov/N4SU



Aviation Accident Factual Report - National Transportation Safety Board

Location: Hawthorne, CA
Accident Number: WPR16FA124
Date & Time: 06/10/2016, 1710 PDT
Registration: N4SU
Aircraft: GRUMMAN AMERICAN AVN. CORP. AA 1B
Aircraft Damage: Destroyed
Defining Event: Loss of engine power (partial)
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Instructional 

Analysis 

The 90-year-old private pilot, who was the owner of the airplane, was receiving a flight review from the 71-year-old flight instructor. The airport tower controllers reported that, during takeoff, the airplane became airborne, settled back onto the 4,956-ft-long runway about 1,500 ft from its initial rotation point, and then become airborne again. The airplane remained low as it proceeded away from the airport. One witness reported that the engine sounded "rough" and that the airplane's rate of climb was "much lower" than that of a typical airplane on departure. The witness observed the pilot repeatedly lowering and raising the airplane's nose as if trying to gain altitude. Each time the airplane pitched up, it lost altitude, consistent with operation at or very near the airplane's critical angle of attack.

The airplane subsequently impacted a tree and a residence about 1 nautical mile west of the airport and was destroyed by a postcrash fire. Examination of the flight controls and airframe revealed no anomalies. Examination of the engine revealed continuity of the valvetrain and drivetrain; however, disassembly revealed radial scoring of the crankshaft bearings, spalling of the tappet faces corresponding to the intake valves of all 4 cylinders, and extensive wear of the corresponding camshaft lobes. The severely worn camshaft lobes would have reduced the amount and duration of the intake valve openings, resulting in decreased power output. The magnitude of the power loss could not be determined.

The airplane was operating within its weight and balance limitations, and, given the atmospheric conditions at the time of the accident, the takeoff distance should have been about 1,000 ft. When the airplane settled back onto the runway long after it should have become airborne, the pilots should have stopped the airplane and any further takeoff attempts; rather they chose to continue with a second takeoff and climb toward a densely-populated area.

The pilot purchased the 42-year-old airplane about 7 months before the accident. The most recent annual inspection was conducted about the time of the purchase at an airframe and engine total time of 1,724 hours. Although manufacturer guidance specified that the engine should be overhauled at 2,000-hour intervals or every 12 years, whichever occurred first, the engine had never been overhauled. The airplane had been operated less than 20 hours per year in the 2 years before the most recent annual inspection; according to the manufacturer, engines that are not operated on a regular basis may accumulate internal corrosion due to a loss of protective oil film.

Although the pilot had medical issues and used several medications, none of these should have caused a cognitive issue. Whether or not he had age-related cognitive issues that might have contributed to his failure to recognize the airplane's poor performance and abort the takeoff could not be determined. The instructor had a series of medical conditions, including coronary artery disease, bypass surgery, kidney failure requiring dialysis, chronic back pain, atrial fibrillation, and psychiatric disease. The instructor's serious medical conditions placed him at risk for sudden impairment or incapacitation; however, it is unlikely that these conditions contributed to the accident. Additionally, three central nervous system depressant medications were found in toxicology specimens from the instructor. Due to the limited information from the toxicology testing regarding blood levels of the drugs, it could not be determined whether the instructor's use of multiple impairing medications contributed to the accident. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The failure of both pilots to land the airplane on the remaining runway when a sufficient rate of climb could not be attained. Contributing to the accident was a reduction of available engine power due to severe camshaft lobe wear. 

Findings

Aircraft
Climb rate - Attain/maintain not possible (Cause)
Angle of attack - Capability exceeded (Cause)
Climb capability - Not attained/maintained (Cause)
Engine (reciprocating) - Damaged/degraded (Factor)

Personnel issues
Incorrect action selection - Pilot (Cause)
Incorrect action selection - Instructor/check pilot (Cause)

Factual Information

History of Flight

Takeoff
Loss of engine power (partial) (Defining event)

Initial climb
Loss of control in flight
Collision with terr/obj (non-CFIT)

On June 10, 2016, at 1710 Pacific daylight time, a Grumman American Aviation Corporation AA-1B, N4SU, was destroyed when it impacted a residence shortly after takeoff from Jack Northrop Field/Hawthorne Municipal Airport (HHR), Hawthorne, California. The private pilot and flight instructor were fatally injured. There were no ground injuries. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed for the instructional flight, and no flight plan was filed.

A mechanic at a fixed-base operator (FBO) at HHR stated that the pilot and the instructor met in the lobby of the FBO before proceeding to the airplane about 10 minutes later. He stated that the flight was part of a flight review. The mechanic stated that he was not familiar with the instructor and that the pilot typically flew alone. He observed the airplane take off and stated that he "knew something was wrong" when the airplane was about 3/4 of the way down the runway during the takeoff roll. As it neared the departure end of the runway, the airplane was "about at the roofline" of the surrounding buildings and in a nose-up attitude. He stated that the engine sounded "smooth" but like it was "at half power."

The tower controllers at HHR reported that the pilot phoned the tower to arrange for a no-radio departure using light gun signals. During this conversation, the pilot said that he had obtained the current automated weather information. The airplane taxied to runway 25, was issued a green light gun signal, and subsequently departed. The controllers observed the airplane become airborne, settle back onto the runway about 1,500 ft from its initial rotation point, and then become airborne again. The controllers stated that the airplane "remained low" as it climbed out.

A commercial pilot who was preparing to start his airplane at HHR stated that his attention was drawn to the accident airplane due to the "rough" sound of its engine, and he stated that its climb rate was "much lower" than that of a typical airplane on departure. He estimated its altitude at the departure end of the runway to be between 400 and 500 ft above the ground. He stated that the pilot appeared to be "trying to gain altitude by lowering the nose to gain airspeed and pitching up"; however, each time the airplane's nose rose, the airplane lost altitude. He then saw the airplane "steering around some palm trees to avoid a collision" before it disappeared from his view below trees and buildings.

Pilot Information

Certificate: Private
Age: 90, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 08/19/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 3000 hours (Total, all aircraft) 

Flight Instructor Information

Certificate: Airline Transport; Flight Instructor
Age: 71, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s):
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/16/2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  18000 hours (Total, all aircraft)

The pilot, age 90, was the owner of the airplane. He held a private pilot certificate with ratings for airplane single- and multi-engine land, instrument airplane, and glider. His most recent Federal Aviation Administration (FAA) third-class medical certificate was issued on August 19, 2015, with a limitation for corrective lenses, and was not valid for any class after August 31, 2016. On the application for that certificate, the pilot reported 3,000 total hours of flight experience, of which 50 hours was flown in the previous 6 months.

The instructor, age 71, held an airline transport pilot certificate with ratings for airplane single- and multi-engine land, and a flight instructor certificate with a rating for airplane single-engine. His most recent FAA third-class medical certificate was issued in May 2016 with a limitation for corrective lenses. On the application for that certificate, he reported 18,000 total hours of flight experience, with 200 hours in the previous 6 months.

Personal flight logs were not recovered for either pilot. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: GRUMMAN AMERICAN AVN. CORP.
Registration: N4SU
Model/Series: AA 1B
Aircraft Category: Airplane
Year of Manufacture: 1974
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: AA1B-0346
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 11/16/2015, Annual
Certified Max Gross Wt.: 1561 lbs
Time Since Last Inspection:
Engines: Reciprocating
Airframe Total Time: 1724 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: Installed, not activated
Engine Model/Series: O-235-C2C
Registered Owner: On file
Rated Power: 115 hp
Operator: On file
Operating Certificate(s) Held:  None 

The airplane was manufactured in 1974 and registered to the pilot in December 2015. It was equipped with a 108-horsepower (hp) Lycoming O-235-C2C reciprocating engine. In June 2005, the airplane was equipped with a new propeller in accordance with a supplemental type certificate, which increased the engine power rating from 108 hp to 115 hp. The most recent annual inspection was completed in November 2015 at 1,724 hours total airframe time. At the time of the annual inspection, the engine had accumulated 1,724 hours since new and 611.6 hours since top overhaul. (At an unspecified time in 2001, the engine received 4 new cylinders, commonly referred to as a top overhaul.) The maintenance logbooks indicated that the airplane had accumulated about 39 hours of operation in the 26 months before this annual inspection. The airframe and engine times at the time of the accident could not be determined.

According to the maintenance logbooks, the engine had never been overhauled.

The total fuel on board the airplane at the time of the accident could not be determined. If the airplane had been fueled to capacity (24 gallons) before the flight, it would have been operating about 20 lbs under its maximum certificated gross weight of 1,560 lbs. At maximum gross weight, given the atmospheric conditions present at the time of the accident, the airplane's takeoff ground run distance would have been about 850 ft; its distance to clear a 50-ft obstacle would have been about 1,700 ft.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KHHR, 65 ft msl
Observation Time: 2353 UTC
Distance from Accident Site: 1 Nautical Miles
Direction from Accident Site: 81°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 22°C / 14°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 8 knots, 270°
Visibility (RVR):
Altimeter Setting: 29.89 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Hawthorne, CA (HHR)
Type of Flight Plan Filed: None
Destination:
Type of Clearance: VFR
Departure Time: 1709 PDT
Type of Airspace:  Class D 

The 1653 weather observation at HHR included wind from 270° at 8 knots, clear skies, 10 miles visibility, temperature 22°C, dew point 4°C, and an altimeter setting of 29.89 inches of mercury. 

Airport Information

Airport: JACK NORTHROP FIELD/HAWTHORNE (HHR)
Runway Surface Type: Asphalt
Airport Elevation: 65 ft
Runway Surface Condition: Dry
Runway Used: 25
IFR Approach: None
Runway Length/Width: 4956 ft / 100 ft
VFR Approach/Landing:  None 

The airport was located in a densely-populated suburb of Los Angeles. The area surrounding the airport comprised both residential and business developments. 



Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 33.920000, -118.358056 

The airplane impacted a residence about 1 nautical mile west of HHR. The initial impact point was identified as an approximate 30-ft-tall palm tree about 40 ft east of the residence. The majority of the airplane's left wing came to rest under the tree and exhibited a concave depression consistent with the diameter of the tree. The main wreckage came to rest against the front of the residence and was consumed by postcrash fire. The empennage was suspended from the second-floor balcony, and the control cables remained attached to the main wreckage. Flight control continuity was established from the cockpit area to the rudder and elevator; however, continuity to the ailerons could not be established due to fire damage. The wing spar was fractured in several locations. No information could be obtained from the cockpit instruments.

The propeller remained attached to the engine at the crankshaft flange, and the engine remained attached to its mounts. One propeller blade exhibited slight s-bending and chordwise scratching; the second blade was relatively undamaged.

The engine was rotated by hand, and continuity of the valve and drivetrain was confirmed. Thumb compression was obtained on all cylinders. The carburetor was separated from the engine and sustained thermal damage. The float bowl was absent of fuel, and both metal floats were damaged. The magnetos and engine-driven fuel pump were significantly fire damaged and could not be tested further. The spark plugs were removed and displayed normal wear.

Disassembly and detailed examination of the engine's internal components revealed that the crankshaft was undamaged; however, all of the bearings displayed radial scoring. The tappet faces corresponding to the intake valves of all 4 cylinders displayed spalling, and the corresponding camshaft lobes were significantly worn. When measured with a caliper, the camshaft lobes corresponding to all 4 exhaust valves measured 1.400 inches. The lobe corresponding to the Nos. 1 and 2 cylinder intakes measured 1.275 inches, and the lobe corresponding to the Nos. 3 and 4 cylinder intakes measured 1.250 inches. 

Medical And Pathological Information

Pilot

The County of Los Angeles, Department of Medical Examiner–Coroner, Los Angeles, California, performed an autopsy on the pilot. The cause of death was multiple blunt injuries, and the manner of death was accident. Contributing to the death was atherosclerotic cardiovascular disease. Examination of the body for natural disease was limited by the severity of the pilot's injuries. The heart weighed 660 grams and showed biventricular enlargement (average for a 190-lb man is 362 grams with a range of 275-478 grams). The left ventricular wall and septum were thickened at 2.2 cm, and the right ventricular wall was thickened at 0.7 cm (averages are 1.23 cm for the left wall and septum and 0.3 cm for the right wall). The native coronary arteries were severely stenosed at 80% for the left anterior descending and 90% for the right and circumflex coronary arteries.

The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing of specimens from the pilot. Losartan was identified in lung tissue, urine, and cavity blood; metoprolol was identified in urine and blood; and sitagliptin was identified in lung tissue, urine, and cavity blood. Losartan and metoprolol are prescription medications used for the treatment of high blood pressure. Sitagliptin is a prescription medication used to treat diabetes. None of these medications are considered impairing.

Instructor

The County of Los Angeles, Department of Medical Examiner–Coroner, Los Angeles, California, performed an autopsy on the instructor. The cause of death was flame burn injury and multiple blunt force injuries, and the manner of death was accident. The heart was described as severely enlarged and dilated. It weighed 500 grams; the average for a 163-lb man is 336 grams with a range of 255 to 444 grams. The left ventricle and septum were 1.6 cm thick, and the right ventricle was 0.3 cm thick. The autopsy noted sternotomy wires from a previous procedure, along with scarring of the pericardium, but the report did not describe the degree of stenosis in the left anterior descending coronary artery or the presence/patency of the graft from the left internal mammary artery. The report did describe extensive atherosclerosis with 80% stenosis of the right coronary artery and 30% stenosis of the circumflex branch of the left coronary artery. The absence of the right kidney was also noted.

The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing of specimens from the instructor. Atvorastatin was identified in liver; cetirizine, hydroxyzine, and warfarin were identified in liver, lung, and muscle; and 0.063 ug/mL of tramadol was identified in blood. Atvorastatin, also called Lipitor, is a prescription medication for the treatment of high cholesterol, and it is not considered impairing. Cetirizine, often sold as Zyrtec, is a potentially-sedating antihistamine available over the counter and by prescription. It carries the warning, "when using this product, drowsiness may occur; alcohol, sedatives, and tranquilizers may increase drowsiness; avoid alcoholic drinks; be careful when driving a motor vehicle or operating machinery." Hyroxyzine is a sedating antihistamine available by prescription and often sold with the names Atarax and Vistaril. Its warning states, "since drowsiness may occur with use of this drug, patients should be warned of this possibility and cautioned against driving a car or operating dangerous machinery while taking hydroxyzine. Patients should also be advised against the simultaneous use of other [central nervous system] suppressant drugs and cautioned that the effects of alcohol may be increased." Tramadol is prescription opioid available as a Schedule IV controlled substance and used to treat pain. It increases the risk of seizures via an unknown mechanism, even when used at usual doses. Tramadol can be sedating and "should be used with caution and in reduced dosages when administered to patients receiving other central nervous system depressants such as alcohol, opioids, anesthetic agents, narcotics, phenothiazines, tranquilizers, or sedative hypnotics. Tramadol hydrochloride increases the risk of CNS and respiratory depression in these patients."

According to the instructor's personal medical records, he developed kidney failure and began dialysis in 2012. In early 2013, he developed severe coronary artery disease, which required a coronary artery bypass graft procedure in January 2013. Also in 2013, he had the laparoscopic removal of an ileal mass, underwent hernia surgery, and had a cancerous right kidney removed. All these procedures were complicated by paroxysmal atrial fibrillation. By 2015, he was chronically in atrial fibrillation and was taking warfarin (a blood thinner) for anticoagulation. In addition to his hypertension, he had chronic low back pain, post-traumatic stress disorder, an anxiety disorder, and restless leg syndrome. The pilot did not report these conditions to the FAA. On the day before the accident, the instructor checked in with his pharmacist regarding his medications. Among his 18 active, daily home medication prescriptions were acetaminophen, methocarbamol, lidocaine/prilocaine cream, and tramadol for pain; omeprazole for heartburn; aspirin to prevent heart attack; carvedilol and losartan for blood pressure; atorvastatin for cholesterol; loratadine and hydroxyzine for chronic itching; pramipexole for restless leg syndrome; sertraline for depression; and warfarin to thin his blood. Of these medications, methocarbamol, tramadol, pramipexole, and sertraline are either potentially impairing or indicate a potentially-impairing condition.

Additional Information

According to Lycoming Service Instruction SI1009AZ, "Recommended Time Between Overhaul Periods," the make/model engine installed on the airplane should be overhauled at 2,000-hour intervals or before the 12th year, whichever occurs first. The instruction further states:

Engine deterioration in the form of corrosion (rust) and the drying out and hardening of composition materials such as gaskets, seals, flexible hoses and fuel pump diaphragms can occur if an engine is out of service for an extended period of time. Due to loss of a protective oil film after an extended period of inactivity, abnormal wear on soft metal bearing surfaces can occur during engine start.

Lycoming Service Letter L180B, "Engine Preservation for Active and Stored Aircraft," states that, "Engines in aircraft that are flown only occasionally may not achieve normal service life because of corrosion. This occurs when moisture from the air and products of combustion combine to attack cylinder walls and bearing surfaces during periods when the aircraft is not used."








NTSB Identification: WPR16FA124
14 CFR Part 91: General Aviation
Accident occurred Friday, June 10, 2016 in Hawthorne, CA
Aircraft: GRUMMAN AMERICAN AVN. CORP. AA 1B, registration: N4SU
Injuries: 2 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 June 10, 2016, at 1710 Pacific daylight time, a Grumman American Aviation Corporation AA 1B, N4SU, was destroyed when it impacted a residence after takeoff from Jack Northrop Field/Hawthorne Municipal Airport (HHR), Hawthorne, California. The private pilot/owner and flight instructor were fatally injured. There were no ground injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. 

The tower controller at HHR stated that the pilot/owner called the tower on the telephone to arrange for a no-radio departure utilizing light gun signals from the tower. During this conversation, the pilot also indicated that he had obtained the current automated weather information. The airplane taxied to runway 25, was issued a green light gun signal, and subsequently departed. The controllers observed the airplane become airborne, settle back onto the runway, then become airborne again, and stated that it "remained low" as it climbed out. 

A witness located at HHR stated that his attention was drawn to the accident airplane due to the "rough" sound of its engine, and he stated that its climb was "much lower" than that of a typical airplane on departure. He estimated its altitude at the departure end of the runway to be between 400 and 500 feet above the ground, and stated that it did not appear to climb any higher. As the airplane continued west, he saw it disappear below trees and buildings, and subsequently observed black smoke in the vicinity of its last observed position. 

The 1653 weather observation at HHR included wind from 270 degrees at 8 knots, clear skies, 10 miles visibility, temperature 22 degrees C, dew point 4 degrees C, and an altimeter setting of 29.89 inches of mercury. 

The initial impact point was identified as an approximate 30-foot-tall palm tree. The majority of the airplane's left wing came to rest under the tree, and exhibited a concave depression consistent with the diameter of the tree. The main wreckage came to rest against a residence, and was consumed by postcrash fire. The empennage was suspended from the second floor balcony, and the control cables remained attached to the main wreckage. Flight control continuity was established from the cockpit area to the rudder and elevator; however, continuity to the ailerons could not be established due to fire damage. The wing spar was fractured in several locations. No information could be obtained from the cockpit instruments.

The propeller remained attached to the engine at the crankshaft flange, and the engine remained attached to its mounts. One propeller blade exhibited slight s-bending and chordwise scratching; the second blade was relatively undamaged. 

The engine was rotated by hand and continuity of the valve and drivetrain was confirmed. Thumb compression was obtained on all cylinders. The carburetor was separated from the engine and sustained thermal damage. The float bowl was absent of fuel, and both metal floats were damaged. The magnetos and engine-driven fuel pump were significantly fire damaged and could not be tested further. The spark plugs were removed and displayed normal wear.

Disassembly and detailed examination of the engine's internal components revealed that the crankshaft was undamaged; however, all of the bearings displayed radial scoring. The tappet faces corresponding to the intake valves of all 4 cylinders displayed spalling, and the corresponding camshaft lobes were significantly worn.