Monday, April 16, 2018

Cirrus SR22T, N999VX: Incident occurred November 07, 2015 at Paso Robles Municipal Airport (KPRB), San Luis Obispo County, California

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; San Jose, California
Cirrus Aircraft; Duluth, Minnesota

Aviation Incident 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/N999VX

Aviation Incident Final Report - National Transportation Safety Board

Location: Paso Robles, CA
Incident Number: WPR16IA025
Date & Time: 11/07/2015, 1234 PST
Registration: N999VX
Aircraft: CIRRUS DESIGN CORP SR22T
Aircraft Damage: Minor
Defining Event: Landing gear collapse
Injuries: 5 None
Flight Conducted Under: Part 91: General Aviation - Instructional

Analysis

The student pilot was landing the airplane when, during the landing roll, the nose landing gear collapsed. Examination revealed that the nose landing gear had separated, and metallurgical testing showed that the failure was the result of high stress fatigue cracking due to sideways bending from one side. The crack was through the strut tube located at the forward edges (toes) of the gusset tube where it welds to the main strut tube. No other anomalies were identified with the landing gear. Further testing revealed that shimmy events or nonstandard towing procedures could result in the cracks and eventual separation of the nose gear. Similar incidents have occurred involving the same nosewheel design. As a result, the airplane manufacturer released a service bulletin to inspect for cracking and a service advisory related to appropriate towing procedures. Additionally, the manufacturer updated the design of the nose landing gear to increase the strength of the strut tube. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this incident to be:
The failure of the nose landing gear due to unanticipated fatigue loads.

Findings

Aircraft
Nose/tail landing gear - Fatigue/wear/corrosion (Cause)
Nose/tail landing gear - Design
Nose/tail landing gear - Capability exceeded (Cause)

Factual Information 

***This report was modified on January 29, 2018. Please see the docket for this accident to view the original report.***

On November 7, 2015, at 1234 Pacific standard time, a Cirrus SR22T, N999VX, sustained minor damage during the landing roll at Paso Robles Airport, Paso Robles, California. The airplane was registered to PHD Ventures Inc., and operated under the provisions of 14 Code of Federal Regulations Part 91. The flight instructor, student pilot, and three passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed.

According to the flight instructor, the student pilot was flying the airplane and the airplane touched down normally on the main gear. The student pilot then lowered the nose of the airplane and the nose landing gear collapsed.

Post incident examination revealed that the nose landing gear had separated. The nose landing gear consists of a main strut tube and two gusset tubes near the top portion of the main strut tube. The separation involved a crack beginning at the edge of the side gusset tubes weld to the main strut tube. Prior to the incident, a similar event had occurred, NTSB Incident WPR15IA252, and following this event, additional incidents occurred, including one in Japan.

The NTSB Materials Laboratory examined the nose landing gear strut and determined that the failure of the landing gear was the result of high stress fatigue cracking due to sideways bending from one side. No mechanical or metallurgical anomalies were noted with the landing gear.

On March 7, 2016, Cirrus Design Corporation issued Service Advisory Letter SA 16-03, which denoted the following:

Cracks have been discovered on the nose landing gear strut assembly at the welds between the strut tube and the LH and RH gusset tubes.
A visual inspection of the welds between the strut tube and the LH and RH gusset tubes for cracks must be performed every time the engine cowling is removed.
If cracks are found, the aircraft is prohibited from flight until the nose landing gear strut assembly is replaced. (Refer to AMM-32-20).
Additionally, Cirrus Design Corporation performed structural testing of the nose landing gear.

Based on the data provided by the NTSB metallurgy lab, and a video of the Japan incident airplane experiencing nose landing gear shimmy 6 months before the nose gear collapsed, Cirrus explored two different methods of producing side loads in the nose landing gear. The first was through taxi and towing, the second through shimmy. Flight testing showed that significant side loads on the nose landing gear would develop during a shimmy event.

As a result of the testing, Cirrus did the following:

On April 12, 2016, Service Bulletin SB2X-32-22, "NOSE GEAR – Nose Landing Gear Strut Assembly Inspection," was released to inspect all the nose landing gear in the field for cracks in the welds between the strut tube and the LH and RH gusset tubes. In addition to the one-time inspection required by Service Bulletin SB2X-32-22, Cirrus added a post-shimmy inspection to Chapter 5-50 Unscheduled Maintenance Checks of the Aircraft Maintenance Manual (AMM). Similar to the hard/overweight landing inspection, this post-shimmy inspection would look specifically for cracks at the gusset welds exactly as noted in the Service Bulletin.

On April 12, 2016, based on the potential for damage to the nose landing gear due to loading from non-standard and abusive tug operation, Service Advisory SA16-05, "Aircraft Towing Guidance," was released offering aircraft towing guidance. This guidance includes the following;

When towing aircraft, do not stop/start abruptly, especially when the tow bar is at an angle greater than 45° either side of center.

When positioning the aircraft with a towing vehicle, the angle of the tow bar must be less than 45° either side of center for both pulling and pushing. Hand towing must be used if angles greater than 45° either side of center are needed for positioning.

Do not tow aircraft at speeds higher than 15 mph.

On July 14, 2017, Cirrus Design Corporation Service Bulletin SB2X-32-22R1 was issued. The bulletin, which is considered mandatory, was revised to update Compliance, Effectivity, Purpose, Manpower Requirements, and Accomplishment instructions. The bulletin specifically states, "Operators who have successfully complied with the original release of this service bulletin, dated April 12, 2016, must complete Revision 1 of this Service Bulletin in its entirety, and must continue to perform this Service Bulletin every 50 hours thereafter until termination action occurs.

On January 5, 2018, Cirrus Design Corporation Service Bulletin SB2X-32-22R2 was issued. The bulletin, which is considered mandatory, was revised to update Compliance and Effectivity. The bulletin specifically states, "Operators who have successfully complied with the original release of this service bulletin, dated April 12, 2016, must complete Revision 2 of this Service Bulletin in its entirety, and must continue to perform this Service Bulletin every 50 hours thereafter until termination action occurs.

On July 14, 2017, Cirrus Design Corporation Service Bulletin SB2X-32-23, which Cirrus considered to be mandatory, entitled "NOSE GEAR – Nose Wheel Shimmy Reduction," was issued. The bulletin noted that on affected airplanes, nose wheel shimmy may exist on aircraft equipped with Beringer wheels. The bulletin states that a nose tire vibration due to imbalance or tire damage can be mistaken for NLG shimmy. However, it is advisable that both conditions be examined closely and considered tandem during aircraft inspection. The bulletin contains instructions for the adjustment of the nose tire pressure and force required to rotate the nose wheel fork.

On January 5, 2018, Cirrus Design Corporation issued revised Service Bulletin SB2X-32-23R1. The bulletin, which is considered mandatory, was revised to update Effectivity, Purpose, and Accomplishment Instructions. The bulletin states that operators who have successfully complied with the original release of this Service Bulletin, dated July 14, 2017, must complete Revision 1 of this Service Bulletin in its entirety. The Service Bulletin contains instructions for the adjustment of the nose tire pressure and the verification of the force required to rotate the nose wheel fork.

On July 14, 2017, Cirrus Design Corporation issued Cirrus Service Advisory (SA) SA17-08, entitled "Possible Cracking at Nose Land Gear Fillet Welds." The SA revealed that cracks had been discovered on some nose landing gear (NLG) strut assemblies at the fillet welds between the strut tube and the LH and RH gusset tubes. These cracks had led to the collapse of the NLG assemblies. The SA further revealed that each of the aircraft involved had a history of excessive nose wheel shimmy following touchdown of the nose landing gear. The SA defined "nose wheel shimmy" as "a lateral oscillation or wobble of the NLG resulting in a shaking feeling throughout the cabin of the aircraft that can vary in intensity." This is normally encountered during the landing roll-out and will subside as speed is reduced. Cirrus noted in the "Actions" section of the SA that nose wheel shimmy can be reduced or eliminated by lowering the tire pressure. Prior to the next flight, adjust the tire pressure on the nose landing gear to 40 – 50 psi (276 – 344 kPa).

On January 5, 2018, Cirrus Design Corporation issued revised Service Advisory SA17-08R1 (revision 1). The Advisory was issued to update Effectivity and the NLG tire pressure as outlined in SA17-08, dated July 14, 2017. Cirrus noted in the "Actions" section of the SA that nose wheel shimmy can be reduced or eliminated by lowering the tire pressure. Prior to the next flight, adjust the tire pressure on the nose landing gear to 30 – 35 psi (207 – 241 kPa).

Cirrus Aircraft also incorporated specific emphasis and recommendations on how to further discourage shimmying on landing and actions to be taken if the situation occurs on landing in their pilot training program. These incorporations are included in the Landing Standardization Course. Maintenance guidance is also available to mechanics following a shimmy event.

To increase the strength of the weld in the critical area on the nose landing gear, the thickness of the main strut tube was analyzed with an increased wall thickness from 0.125-inch to the full thickness of 0.156-inch. The result of the analysis was an increase (3-5%) in the local stress levels in the static analysis. This design change has been made for all new and replacement gear. 

History of Flight

Landing-landing roll
Landing gear collapse (Defining event) 

Student Pilot Information

Certificate: None
Age: 48, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed:
Medical Certification:
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 140 hours (Total, all aircraft), 140 hours (Total, this make and model) 

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 24, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s):
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 04/30/2013
Occupational Pilot: No
Last Flight Review or Equivalent: 11/01/2015
Flight Time:  1000 hours (Total, all aircraft), 390 hours (Total, this make and model), 900 hours (Pilot In Command, all aircraft), 94 hours (Last 90 days, all aircraft), 17 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CIRRUS DESIGN CORP
Registration: N999VX
Model/Series: SR22T NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2014
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 0871
Landing Gear Type: Tricycle
Seats: 5
Date/Type of Last Inspection:
Certified Max Gross Wt.: 3600 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Continental Motors
ELT:
Engine Model/Series: TSIO-550-K
Registered Owner: PHD VENTURES INC
Rated Power: 315 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: PRB, 839 ft msl
Observation Time: 1253 PST
Distance from Accident Site: 0 Nautical Miles
Direction from Accident Site: 
Lowest Cloud Condition: Clear
Temperature/Dew Point: 70°C / 37°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 4 knots, 240°
Visibility (RVR):
Altimeter Setting: 30.05 inches Hg
Visibility (RVV):
Precipitation and Obscuration:
Departure Point: Santa Monica, CA (SMO)
Type of Flight Plan Filed: None
Destination: Paso Robles, CA (PRB)
Type of Clearance: VFR Flight Following
Departure Time: 1145 PST
Type of Airspace: Class E

Airport Information

Airport: PASO ROBLES MUNI (PRB)
Runway Surface Type: Asphalt
Airport Elevation: 838 ft
Runway Surface Condition: Dry
Runway Used: 31
IFR Approach: None
Runway Length/Width: 4701 ft / 100 ft
VFR Approach/Landing: Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Minor
Passenger Injuries: 3 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 5 None
Latitude, Longitude:  35.672778, -120.626944

NTSB Identification: WPR16IA025
14 CFR Part 91: General Aviation
Incident occurred Saturday, November 07, 2015 in Paso Robles, CA
Aircraft: CIRRUS DESIGN CORP SR22T, registration: N999VX
Injuries: 4 Uninjured.

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 used data provided by various sources and may not have traveled in support of this investigation to prepare this aircraft incident report.

On November 7, 2015, at 1234 Pacific standard time, a Cirrus SR22T, N999VX, sustained minor damage during the landing roll at Paso Robles Airport, Paso Robles, California. The flight was being operated under the provisions of 14 Code of Federal Regulations Part 91. The flight instructor, student pilot, and two passengers were not injured. Visual meteorological conditions prevailed and no flight plan was filed.

According to the flight instructor, the student pilot was flying the airplane and the airplane touched down normally on the main gear. The student pilot then lowered the nose of the airplane and the nose landing gear collapsed.

Mooney M20R Ovation, N6868: Accident occurred April 16, 2018 near Twin-Oaks Airport (T94), San Antonio, Texas

Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas

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

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

http://registry.faa.gov/N6868

Location: San Antonio, TX
Accident Number: GAA18CA224
Date & Time: 04/16/2018, 1410 CDT
Registration: N6868
Aircraft: MOONEY M20R
Aircraft Damage: Substantial
Defining Event: Runway excursion
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

According to the pilot, the airplane encountered a tailwind gust during landing. He reported that he frequented the airport and it was common practice to land with a tailwind because of the preferred upsloping runway. He asserted that he underestimated the significance of the wind conditions, and that when the airplane touched down, it was too late to abort the landing. The airplane's ground speed was too fast, and the airplane exited the departure end of the runway and collided with an embankment.

The airplane sustained substantial damage to the left-wing.

The METAR at the nearest airport was 2 nautical miles from the accident site and reported that about the time of the accident the wind was from 160° at 17 knots and gusting to 24 knots. The pilot landed on runway 30.

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

Pilot Information

Certificate: Airline Transport; Flight Instructor; Commercial
Age: 78, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 10/04/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 03/06/2018
Flight Time:  (Estimated) 19000 hours (Total, all aircraft), 40 hours (Total, this make and model), 19000 hours (Pilot In Command, all aircraft), 30 hours (Last 90 days, all aircraft), 10 hours (Last 30 days, all aircraft), 5 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: MOONEY
Registration: N6868
Model/Series: M20R NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2005
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 29-0385
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 07/21/2017, Annual
Certified Max Gross Wt.: 3368 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 390 Hours
Engine Manufacturer: CONT MOTOR
ELT: C126 installed, not activated
Engine Model/Series: IO-550-G7B
Registered Owner: On file
Rated Power: 280 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: KSAT, 789 ft msl
Distance from Accident Site: 2 Nautical Miles
Observation Time: 1951 UTC
Direction from Accident Site: 207°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 17 knots / 24 knots
Turbulence Type Forecast/Actual: None / None
Wind Direction: 160°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.14 inches Hg
Temperature/Dew Point: 28°C / 8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: LUFKIN, TX (LFK)
Type of Flight Plan Filed: None
Destination: San Antonio, TX (T94)
Type of Clearance: VFR; VFR Flight Following
Departure Time: 1220 CDT
Type of Airspace: Class C 

Airport Information

Airport: TWIN-OAKS (T94)
Runway Surface Type: Asphalt
Airport Elevation: 873 ft
Runway Surface Condition: Dry
Runway Used: 30
IFR Approach: None
Runway Length/Width: 2225 ft / 30 ft
VFR Approach/Landing: Full Stop; Traffic Pattern 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 29.570278, -98.468333 (est)







A small aircraft landed on a North Side street Monday afternoon after the pilot apparently missed a nearby runway.

San Antonio Fire Capt. Kevin Koch said a couple in their 70s were trying to land the plane at Twin Oaks Airport around 3 p.m. when a wind gust lifted the plane past the runway. It ended  up in the 600 block of Heimer Road.

The plane had to make an emergency landing in the 600 block of Heimer Road Monday April 16, 2018.

The couple was not seriously injured but the woman was hospitalized after complaining of back pain. No one on the ground reported injuries.

The plane was partially on the sidewalk and caused damage to some fences. Though the damage to the plane was not extensive, Koch said the wing was bent and fuel was leaking from the aircraft.

A crane was brought in to remove the plane and it was placed back onto the runway, clearing the street, around 5 p.m.

FAA officials are investigating the incident.

This is the second incident involving a small plane in San Antonio in two days. On Sunday, the pilot of an experimental small-engine aircraft died after the plane crashed.

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











SAN ANTONIO - Police said two people luckily survived after their plane overshot the runway and landed in the middle of a North side road.

It happened in the 600 block of Heimer Road at about 2:50 p.m. 

Officers said the couple was trying to land the plane at a privately owned airport, but overshot runway and was unable to stop in time. 

The plane went over the runway fence, slightly tipped over and finally stopped in the middle of the street.

Police said a man and woman in their 80s were inside and luckily did not suffer any major injuries.

The woman was transported to the hospital for minor back pain.

This is the second local plane accident in the last two days. 

On Sunday, a man died after crashing his plane in Medina County. 

Original article can be found here ➤ http://news4sanantonio.com

Pittsfield Municipal Airport (KPSF), Berkshire County, Massachusetts: Finance Committee to consider new revenues, costs

PITTSFIELD — Just as the Pittsfield Municipal Airport looks to finalize a new revenue stream for the city, the facility's runway redo lands at a higher price.

The City Council Finance Committee will consider the measures next week. They include agreements with Oak Leaf Energy Partners to create a solar facility at the Barker Road airport, as well as a borrowing authorization that increases pending runway construction costs by about $1 million.

If the City Council approves the 20-year lease and associated tax agreement, the city could see about $400,000 in annual revenue from the solar project, said Airport Manager Gloria Bouillon. The lease for the solar power installation includes about 26 of the airport's roughly 600 acres.

As for the runway project increases, Bouillon said the Federal Aviation Administration called for grading changes that ultimately necessitated the inclusion of both runways in the project's scope. Because the FAA is heavily funding the $7 million project and the city will see additional support from the Massachusetts Department of Transportation, Pittsfield's share of the cost falls at $349,736, Finance Director Matt Kerwood said.

The airport will shut down for 85 days beginning April 30 in order to break ground on the project.

The Finance Committee will review these matters during its meeting at 7 p.m. April 23.

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

Incident occurred April 16, 2018 near San Jose International Airport (KSJC), California

SAN JOSE (CBS SF) — A ClipperJet landed at Mineta San Jose International Airport after being hit by lightning this morning, an airport spokeswoman confirmed.

The pilot of the Falcon 2000 first reported a possible lightning strike at 9:30 a.m. when the plane was 5 miles west of the airport en route to San Jose. 

After landing, the pilot confirmed that the plane had been struck.

There were eight passengers on board and no injuries were reported, according to airport spokeswoman Rosemary Barnes.

Barnes said emergency responders were not called to the scene and the jet taxied to a private parking facility on the west side of the airport.

She said the incident occurred in Federal Aviation Administration airspace and airport operations were not affected.

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

SAN JOSE — A private jet descending to San Jose was hit by a lightning strike on a stormy Monday morning but landed safely afterward, officials said.

The pilot of a Dassault Falcon 2000 reported around 9:30 a.m. that the aircraft “may have been struck by lightning” about five miles west of Mineta San Jose International Airport, said airport spokeswoman Rosemary Barnes.

Barnes said the pilot did not call for an emergency landing, and the plane landed safely a few minutes later. There were no reported injuries among the crew or eight passengers on board.

A post-flight inspection confirmed that the plane was hit by lightning, Barnes said. The extent of any damage was not immediately clear.

Lightning strikes are fairly common with commercial aircraft, with some authoritative estimates indicating that every commercial plane in the United States experiences at least one lightning strike each year. But virtually none of those strikes cause any serious damage or flight risk because modern aircraft fuselages are designed to conduct and redirect any electrical energy absorbed.

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

Loss of Lift: Beech G33 Bonanza, N9345Q; fatal accident occurred April 16, 2018 in Warsaw, Coshocton County, Ohio

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Columbus, Ohio
Continental Motors; Mobile, Alabama
Textron Aviation; Wichita, Kansas

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

http://registry.faa.gov/N9345Q

Location: Warsaw, OH
Accident Number: CEN18FA143
Date & Time: 04/16/2018, 0630 EDT
Registration: N9345Q
Aircraft: BEECH G33
Aircraft Damage: Substantial
Defining Event: Loss of lift
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On April 16, 2018, about 0632 eastern daylight time, a Beech G33 airplane, N9345Q, impacted terrain near Warsaw, Ohio. The commercial pilot and the passenger were fatally injured. The airplane was substantially damaged. The airplane was privately owned and operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Instrument meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the flight, which departed from Elyria Airport (1G1), Elyria, Ohio, and was en route to Deland Municipal Airport, Deland, Florida.

According to Federal Aviation Administration air traffic control information, at 0627, the pilot reported to the controller that he needed to descend from 4,000 ft mean sea level (msl) to 3,000 ft msl due to icing. Passing through 3,700 ft, the pilot reported, "looks like we are out of the clouds here." When the airplane reached 3,000 ft, the controller asked the pilot for an update; the pilot replied that they were underneath the clouds and that the temperature was 34°F above freezing. As the airplane descended to 2,700 ft, the controller issued a low altitude alert and told the pilot that the minimum vectoring altitude in the area was 2,900 ft. The pilot acknowledged and stated, "we have some rime ice, but we are losing it." The controller asked if the pilot needed to land and the pilot responded "negative," indicating again that the icing was "clearing up" and that the temperature was 39°F; however, the airplane continued to descend through 2,200 ft. When the controller queried the pilot, the pilot responded, "ah, we're doing okay right now" and "waiting for this ice to dissipate." The airplane continued to descend until radar contact was lost at 0632 at an altitude of 1,500 ft.

A passing pilot spotted the wreckage of the airplane and relayed the information to the controller, who notified local law enforcement.

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 67, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: Yes
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 02/24/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 2300 hours (Total, all aircraft), 500 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N9345Q
Model/Series: G33 G33
Aircraft Category: Airplane
Year of Manufacture: 1971
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: CD-1269
Landing Gear Type:
Seats:
Date/Type of Last Inspection:
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 
Airframe Total Time: 
Engine Manufacturer:
ELT:
Engine Model/Series:
Registered Owner: ZEZLINA EDWARD M
Rated Power:
Operator: On file
Operating Certificate(s) Held: None

The accident airplane was not equipped or certificated for flight in any icing conditions. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: K4I3, 1191 ft msl
Distance from Accident Site: 20 Nautical Miles
Observation Time: 0636 EDT
Direction from Accident Site: 258°
Lowest Cloud Condition: Scattered / 2200 ft agl
Visibility:  10 Miles
Lowest Ceiling: Broken / 4300 ft agl
Visibility (RVR): 
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual: Clear Air / Unknown
Wind Direction: 270°
Turbulence Severity Forecast/Actual: Light / Unknown
Altimeter Setting: 29.67 inches Hg
Temperature/Dew Point: 3°C / 1°C
Precipitation and Obscuration: Unknown Obscuration; Unknown Precipitation
Departure Point: ELYRIA, OH (1G1)
Type of Flight Plan Filed: IFR
Destination: DELAND, FL (DED)
Type of Clearance: IFR
Departure Time:
Type of Airspace: Class G 

A review of the National Weather Analysis (NWA) Chart issued at 0500 on the day of the accident indicated that the accident site was west of the surface low pressure center in western Pennsylvania and a surface trough that connected that surface low pressure center and a surface low pressure center in eastern Lake Erie. Modeling depicted air temperatures in the upper 30s to mid-40s °F, dew point temperatures in the mid-30s °F with temperature-dew point spreads of 5° F or less, a west wind of 10 to 15 knots, overcast sky cover, and light rain.

The 0800 upper air sounding from a station 98 miles west-southwest of the accident site depicted a greater than 90% relative humidity from the surface to 8,000 ft mean sea level (msl ). The freezing level was located at 1,512 ft msl (505 ft agl).

An interactive sounding analysis program reported the possibility of clouds from 2,000 ft through 14,000 ft msl. Moderate or greater rime icing was indicated between 2,000 and 9,500 ft msl (around 1,000 to 8,500 ft agl). In addition, there was a high probability of light to moderate clear-air turbulence in several layers between the surface and 13,000 ft msl.

Satellite infrared imagery indicated cloud cover over the accident site with approximate tops at 15,000 ft msl. Additional data indicated mid-level water clouds and thick mid-level water or ice clouds.

There are no SIGMET advisories or Center Weather Service Unit (CWSU) Center Weather Advisories (CWA) valid for the accident site at the accident time. An AIRMET Zulu was valid for the accident site at the accident time for altitudes below 18,000 ft msl. AIRMET Zulu warned of moderate icing conditions below 15,000 ft. The AIRMET was issued at 0445 and valid until 1100.

The Graphical Forecasts for Aviation (GFA) products made available before the accident time and before the accident flight departed 1G1 indicated cloud cover between 3,500 ft and 10,000 ft msl with a 30 to 60% chance of light rain showers or moderate rain and a surface wind from the west between 10 to 15 knots.

Current Icing Potential (CIP) and Forecast Icing Potential (FIP) products are created by the NWS Aviation Weather Center (AWC) and are intended to be supplemental to other icing advisories (e.g. AIRMETs and SIGMETs). The FIP images indicated a 60 to 85% probability of light to moderate icing at 4,000 to 6,000 ft at 0600 at the accident site. The FIP indicated no potential for any Supercooled Large Droplets. This FIP information would have been available on the NWS AWC website before the accident flight departed 1G1.

The CIP product indicated a 40 to 85% probability of light icing at 4,000 to 6,000 ft at 0600 at the accident site. The CIP also indicated a 40 to 70% chance of SLD near the accident site around the accident time, with the bottom of the SLD layer between 2,500 and 5,000 ft msl and the top of the SLD layer between 12,500 and 15,000 ft msl.

A search of official weather briefing sources, such as Leidos Flight Service and Direct User Access Terminal Service (DUATS), revealed that the accident pilot did not request a weather briefing from Leidos or DUATS. ForeFlight did not have any record of the accident pilot accessing weather information. With no internet access while in flight, ForeFlight is still able to access weather information directly from the FAA, but leaves no remote record of such access. There was no record of the accident pilot receiving or retrieving any other weather information before or during the accident flight.

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 40.406389, -82.081944

The airplane impacted a wooded area; several large trees displayed damage consistent with impact. The outboard section of the right wing was found near the base of one of the trees. Portions of the wing and pieces of plexiglass where found in the debris path, which was about 100 ft long and oriented heading of about 220°.

The wreckage came to rest in the upright position. A postcrash fire consumed a majority of the fuselage and cockpit area. Flight control continuity was confirmed from the cockpit controls to the flight control surfaces. The landing gear and flaps were both in the retracted position. The propeller was fractured at the propeller hub; all three blades displayed nicks, gouges, curling, and rotational scoring. There were numerous branches with 45° cuts found in the debris field. No preimpact anomalies were detected with the airframe engine.

A member of the Ohio State Highway Patrol – Crash Reconstruction and Analysis Unit documented the accident scene and discovered two pieces of ice located about 25 ft east of the main wreckage with a curvature similar to the leading edge of a wing or horizontal stabilizer.

Medical And Pathological Information

An autopsy was conducted on the pilot by the Office of the Licking County Coroner, Newark, Ohio. The autopsy cited cause of death due to multiple blunt force injuries. The autopsy also noted the presence of mild atherosclerosis of the aorta.

The FAA Forensic Sciences Laboratory performed toxicology testing on specimens from the pilot. Testing was positive for losartan, which is used to treat high blood pressure and to lower the risk of stroke in certain people with heart disease. The pilot had reported his use of this medication to the FAA, and it is not impairing. 

Additional Information

FAA Advisory Circular 91-74B, Pilot Guide: Flight in Icing Conditions, stated:


An aircraft with a completely unprotected wing is unlikely to be certificated for flight in icing conditions, but may inadvertently encounter icing conditions…The ice causes an increase in drag, which the pilot detects as a loss in airspeed or an increase in the power required to maintain the same airspeed. (The drag increase is also due to ice on other parts of the aircraft). The longer the encounter, the greater the drag increase; even with increased power, it may not be possible to maintain airspeed. If the aircraft has relatively limited power (as is the case with many aircraft with no ice protection), it may soon approach stall speed and a dangerous situation.

Location: Warsaw, OH
Accident Number: CEN18FA143
Date & Time: 04/16/2018, 0630 EDT
Registration: N9345Q
Aircraft: BEECH G33
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

On April 16, 2018, about 0630 eastern daylight time, a Beech G33 airplane, N9345Q, impacted terrain near Warsaw, Ohio. The commercial rated pilot and passenger were both fatally injured. The airplane was substantially damaged. The airplane was owned and operated by a private individual under the provisions of Title 14 Code of Federal Regulations Part 91 as a cross-country flight. Instrument meteorological conditions prevailed for the flight which operated on an instrument flight rules flight plan. The flight departed from the Elyria Airport (1G1), Elyria, Ohio, and was en route to the Deland Municipal Airport (DED), Deland, Florida.

According to preliminary information provided by the Federal Aviation Administration, the pilot was in radio contact with air traffic control. While in cruise flight, the pilot requested a descent after encountering icing conditions. The airplane continued its descent and then dropped off radar.

A passing pilot spotted the wreckage of the airplane. The land owners reported that around 0630, they heard the airplane's engine followed by an unusual sound, which they later thought to be the airplane's impact.

The airplane impacted a lightly wooded area. Several large trees had damage consistent with the airplane's collision. The outboard section of the right wing was found near the base of one of the trees. The airplane wreckage came to rest in the upright position. A post-crash fire consumed a majority of the fuselage and cockpit area. The airplane was retained for further examination.

Aircraft and Owner/Operator Information

Aircraft Manufacturer: BEECH
Registration: N9345Q
Model/Series: G33 G33
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: K4I3, 1191 ft msl
Observation Time: 0636 EDT
Distance from Accident Site: 20 Nautical Miles
Temperature/Dew Point: 3°C / 1°C
Lowest Cloud Condition: Scattered / 2200 ft agl
Wind Speed/Gusts, Direction: 9 knots, 270°
Lowest Ceiling: Broken / 4300 ft agl
Visibility:  10 Miles
Altimeter Setting: 29.67 inches Hg
Type of Flight Plan Filed: IFR
Departure Point: ELYRIA, OH (1G1)
Destination: DELAND, FL (DED)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 40.406389, -82.081944

Edward Zezlina Sr.


Edward Zezlina Sr. and Linda J. O’Brien



Edward Zezlina Sr. grew up in Northeast Ohio and lived there for most of his life. Edward joined the Army, serving in Vietnam, earning a Bronze Star with Valor and a Purple Heart. Edward Zezlina Jr. said his father was a non-commissioned officer in the 75th infantry, attached to the 173rd airborne brigade. He conducted Long Range Reconnaissance Patrol missions while in Vietnam and his unit was later formed into the 75th Ranger Regiment in the late 1970s. His father’s service to his country inspired Zezlina Jr. to join the military. 

http://www.chroniclet.com


Linda J. O’Brien (Bodnar), age 71, of Grafton and formerly of Boardman, passed away unexpectedly on Monday, April 16, 2018 along with her life partner Edward Zezlina as a result of a plane accident.  Born August 5, 1946 in Salt Lake City, Utah; she was the daughter of Edward O’Brien and Mary Efurd.

http://www.lanefuneralhomes.com







WALHONDING - Two people are believed dead after a Beech G33 Bonanza crash Monday morning in the Walhonding area, according to authorities.

Lt. Matt Boyd, of the Ohio State Highway Patrol, said the number of bodies and the identities of the deceased are yet to be determined. Names will be released once families are notified, he said, and he wasn’t sure when that would be.

The Coshocton County Sheriff’s Office reported receiving a call around 7:25 a.m. from the flight service center in Panama City, Florida, that a Beech G33 Bonanza making its way from Elyria had dropped off of radar in the Coshocton County area. The Sheriff’s Office confirmed the plane did not land at the Coshocton County or Holmes County airports before starting a search.

At about 9:50 a.m. Monday, a farmer reported finding the wreckage in a heavily wooded area on a hill off of County Road 401 between Tiverton and Spring Mountain, Boyd said. Debris was centralized to a small area on the hill. Looking at broken branches and trees, one could see the path the plane took to the crash site.

The cause of the crash is yet to be determined. Boyd said the patrol has the lead in the local investigation. Investigators from the National Transportation Safety Board and Federal Aviation Administration were expected later Monday, Boyd said.

Assisting on scene were Coshocton County EMS, Walhonding Valley Fire Department and Coshocton County Coroner Robert Gwinn. Emergency crews cleared the scene around noon. Cleaning of debris has yet to start, pending further investigation of the site.

Original article ➤ https://www.coshoctontribune.com





The Ohio State Highway Patrol identified the two people killed in a Beech G33 Bonanza crash in Coshocton County Monday.

According to Ohio State Highway Patrol, Edward Zezlina, 67, and Linda O'Brien, 71, were in the Beech G33 Bonanza when it crashed.  

Edward Zezlina was flying the Beech G33 Bonanza. 

The couple lives in Grafton, Ohio, in Lorain County.

The crash happened in a remote area only accessible by foot or ATV.

According to the Federal Aviation Administration, the flight left Elyria, Ohio and was headed to DeLand, Florida. 

The call came in at about 10 a.m. and the crash is located in the 30700 block of County Road 401.

At about 7:25 a.m., the Coshocton County Sheriff received a call that the Beech G33 Bonanza dropped off the radar. 

The Sheriff's office and highway patrol confirmed the Beech G33 Bonanza did not land at any surrounding airports and began a search. 

At about 9:50 a.m., a resident reported finding the wreckage.

The National Transportation Safety Board will determine the cause of the crash after further investigation.

The cause of the crash remains under investigation by authorities including the Federal Aviation Administration and local law enforcement.

Original article can be found here ➤ https://www.10tv.com