Sunday, June 10, 2018

Aviat A-1B Husky, N352AM: Accident occurred June 10, 2018 in Renton, Washington

Federal Aviation Administration / Flight Standards District Office; Seattle

http://registry.faa.gov/N352AM

NTSB Identification: GAA18CA336
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 10, 2018 in Renton, WA
Aircraft: AVIAT AIRCRAFT INC A 1, registration: N352AM

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.

Float struck wave, float collapsed, and wing impacted water.

Date: 10-JUN-18
Time: 21:00:00Z
Regis#: N352AM
Aircraft Make: AVIAT
Aircraft Model: A-1B
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: RENTON
State: WASHINGTON





RENTON, Wash. - The water rescue team with Renton Firefighters Local 864 are responded to a Aviat A-1B Husky that crashed into the water near Gene Coulon Park in Renton Sunday afternoon.  

Gene Coulon Park is located at 1201 Lake Washington Blvd., near The Landing shopping mall and south of the VMAC.

The plane crashed under unknown circumstances and the Federal Aviation Administration and National Transportation Safety Board will investigate, according to Allen Kenitzer of the Federal Aviation Administration.

Rescuers made contact with the pilot, the sole occupant of the aircraft, and officials say the pilot is uninjured. 

Responders are now switching their efforts to "mitigate any fuel leaks or other hazards into Lake Washington," according to Renton Fire. 

Story and video ➤ https://www.kiro7.com

Cessna T210N Centurion, N91HC: Accident occurred November 19, 2015 at Brackett Field Airport (KPOC), La Verne, Los Angeles County, California


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

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

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

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

Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf

http://registry.faa.gov/N91HC

Location: La Verne, CA
Accident Number: WPR16LA030
Date & Time: 11/19/2015, 1335 PST
Registration: N91HC
Aircraft: CESSNA T210N
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Aerial Observation

Analysis 

The commercial pilot was performing an aerial survey flight and departed with the fuel tanks filled to maximum capacity. After performing the survey, he began his return to the destination airport with about 40 minutes of fuel on board. While en route, he determined the fuel quantity was lower than he expected and opted to divert to a nearby airport. Before landing, the pilot switched the fuel selector to the fullest fuel tank (left side), which showed about 6-7 gallons; the right side showed about 4-5 gallons. While on final approach, the engine suddenly experienced a total loss of power, and the pilot was unable to restart it. With the propeller windmilling, the pilot aligned the airplane with the closest runway and configured the airplane for best glide. As the airplane neared the ground, the left wing collided with a sign and the airplane impacted the ground. The airplane erupted in flames and was partially consumed by fire.

The left wing was separated from the airframe and mostly consumed by fire. The right wing was partially burned and remained loosely attached to the airframe. Wreckage retrieval personnel recovered about 2 1/4 gallons of fuel from the right wing and stated that there was water in the sample; however, foam had been used to extinguish the fire, and the source of the water could not be determined. Due to the severe damage to the fuel system, continuity of the system could not be established. The examination revealed no evidence of mechanical malfunction or failures of the airframe or engine that would have prevented normal operation. Fuel consumption calculations revealed that, if the airplane departed on the flight with full fuel tanks, then there should have been about 21 gallons of fuel on board at the time of the accident. Due to the damage and postimpact fire, which precluded thorough examination of the fuel system and determination of the amount of fuel on board, the reason for the loss of engine power could not be determined. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The total loss of engine power for reasons that could not be determined based on the available information.

Findings

Environmental issues
Sign/marker - Contributed to outcome

Not determined
Not determined - Unknown/Not determined (Cause)

Factual Information

History of Flight

Approach
Loss of engine power (total) (Defining event)

Landing-landing roll
Off-field or emergency landing

Post-impact
Fire/smoke (post-impact) 



On November 19, 2015, about 1335 Pacific standard time, a Cessna T210N Centurion, N91HC, experienced a loss of engine power and collided with a sign while the pilot was making an emergency approach to land at Brackett Field, La Verne, California. Aircraft Guaranty Corp was the registered owner and was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot, the sole occupant, was seriously injured; the airplane sustained substantial damage. The aerial surveying personal flight originated from Camarillo Airport, Camarillo, California about 0910 and the pilot had intended to land back at that airport. Visual meteorological conditions prevailed and no flight plan was filed.

The pilot stated that he was an airplane mechanic for his profession, but had been down in southern California for the previous two days helping doing an aerial surveying job. Earlier in the morning he had the fuel tanks filled to maximum capacity and flew his intended route down in the San Diego area. As he began to return back to the destination airport, he recalled having 15 gallons of fuel on board, which the JP Instrument (JPI) gauge indicated equated to about 40 minutes of flight time. About 1325 he began to descend from his en route altitude of about 13,500-14,000 feet mean sea level (msl) and opted to land at Brackett due to the airplane's low fuel quantity.

Before landing, the pilot switched to the fullest tank (left side) which showed about 6-7 gallons and the right side had about 4-5 gallons. While on final approach, the engine suddenly lost power and despite his attempts, he was unable to successfully have it restart. With the propeller wind milling he aligned with the closest runway and configured the airplane for the best glide. The left wing suddenly impacted a sign that he did not previously observe and the airplane dove toward the ground. The pilot egressed through the windshield and shortly thereafter, the airplane erupted in flames. The airplane came to rest about 620 feet east of runway 26R.

The Federal Aviation Administration (FAA) provided the audio recording of the Brackett Air Traffic Control (ATC) communication with the pilot. The pilot made his initial radio call about 1330 stating that he was inbound to land and had the current ATIS (Automated Terminal Information System) information. The tower instructed him to enter the right base leg of the traffic pattern for runway 26L. After reading back the controller's instructions, the pilot stated that he was "quite low on fuel." The tower cleared the pilot to land on runway 26L at 1335 and he acknowledged. After about one minute and 15 seconds, the pilot transmitted that he was now requesting to land on runway 26R. About 5-10 seconds after the pilot made a radio call reading back his amended clearance, the airplane impacted the sign. 

Pilot Information

Certificate: Commercial
Age: 46, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 07/03/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 09/28/2015
Flight Time:  (Estimated) 1500 hours (Total, all aircraft), 85 hours (Total, this make and model), 1450 hours (Pilot In Command, all aircraft), 50 hours (Last 90 days, all aircraft), 26 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N91HC
Model/Series: T210N
Aircraft Category: Airplane
Year of Manufacture: 1981
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 64441
Landing Gear Type: Retractable - Tricycle
Seats: 2
Date/Type of Last Inspection: 05/29/2015, Annual
Certified Max Gross Wt.: 3800 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 10863 Hours as of last inspection
Engine Manufacturer: Continental Motor
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: TSIO-520-RCM
Registered Owner: Aircraft Guaranty Corp
Rated Power: 285 hp
Operator: Aircraft Guaranty Corp
Operating Certificate(s) Held: None 

The airplane, a Cessna Aircraft T210N, serial number 64441, was equipped with a Continental Motors TSIO-520-R engine, serial number 512148. The operator provided excerpts from the engine logbooks that included the last maintenance performed. The records indicated that the last annual inspection was recorded as being completed in May 2015 at a tachometer time of 6,788.6 hours and a total airframe time of 10,862.5 hours; the tachometer time at the time of the accident was 5,435 hours, or about 35 hours after the maintenance.

A fuel consumption calculation prepared by a Cessna Aircraft Company representative (contained in the public docket for this accident) showed that the airplane should have had about 21 gallons of fuel on board at the time of the accident, assuming that the airplane was filled to maximum capacity (89 gallons) prior to departure, as reported by the pilot. According to the pilot, the airplane climbed to about 14,000 ft msl and cruised at about 13,600 msl at an average speed of 165 kts. According to the Cessna Aircraft Pilot's Operating Handbook (POH) for the airplane, to maintain that airspeed, the engine would be operating at 2,400 rpm and 24 inches of manifold pressure. Based on this assumption, with the airplane configured at a gross weight of 3,7000 lbs, the fuel consumption to reach the cruising altitude would be about 44.5 lbs and the consumption during cruise flight would be about 81 lbs per hour. With the engine operating about 4 hours and 20 minutes, this would equate to a total fuel consumption of 68 gallons.

The pilot stated that he was averaging about 18 gallons per hour and should have had enough fuel to make it to the runway. He estimated that he was airborne for about 4 hours and 20 minutes and he recalled that in the past, the airplane could fly for 4.7 hours. He thought there might have been a fuel starvation event but didn't know what the reason would be. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KPOC, 1011 ft msl
Observation Time: 1335 PST
Distance from Accident Site: 1 Nautical Miles
Direction from Accident Site: 352°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 27°C / -5°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: Calm
Visibility (RVR):
Altimeter Setting: 29.96 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: CAMARILLO, CA (CMA)
Type of Flight Plan Filed: None
Destination: La Verne, CA (POC)
Type of Clearance: VFR
Departure Time: 0910 PST
Type of Airspace: 

Airport Information

Airport: BRACKETT FIELD (POC)
Runway Surface Type: Asphalt
Airport Elevation: 1013 ft
Runway Surface Condition: Dry
Runway Used: 26R
IFR Approach: None
Runway Length/Width: 3661 ft / 75 ft
VFR Approach/Landing:  Forced Landing; Straight-in 

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious
Latitude, Longitude:  34.091667, -117.781667 (est) 

Tests And Research

A post accident examination was conducted by a Federal Aviation Administration (FAA) inspector and a mechanic. The airplane had been disassembled during the recovery process and the center fuselage section was consumed by fire. A complete examination report with accompanying photographs are in the public docket for this accident.

The left wing was separated from the airframe and only a small outboard section remained; the rest was consumed by fire. The right wing was partially burned and remained loosely attached to the airframe at the accident site; the Monarch-style fuel cap was secure. The wreckage retrieval personnel recovered 2 gallons and 1 quart of fuel from the right wing and stated that there was water in the sample. He noted that foam had been used to extinguish the fire and could not determine if the water was present because of the foam.

The fuel system had been severely compromised by the fire and investigators were unable to establish continuity from the wing through the fuselage to the engine-driven fuel pump. The fuel selector was found, and removed from the deformed cabin area; post crash fire precluded it from turning.

An external examination of the engine revealed that cylinder fins and outer cooling fins were crushed and bent on the left side of the engine. After the spark plugs had been removed the cylinder heads were bore-scoped with no internal cylinder anomalies identified during that internal inspection. The exhaust system was observed to have sustained ductile bending and crushing aft of the turbo-charger. The turbo-charger exhibited no apparent damage and rotated freely by hand.

The ignition harnesses were attached from both magnetos to their respective spark plugs. The magnetos remained securely attached to their respective mounts. Investigators removed the right magneto and tested the internal continuity via hand rotation which produced spark. The top spark plugs were removed; no mechanical damage was noted and the electrodes and posts exhibited no abnormal or remarkable color markings. Continuity of the fuel system could not be established due to the post crash fire.

The Hartzell propeller blades were observed attached to their hub assemblies, which were attached to the propeller shaft flange. The propeller blades were torsionally twisted and exhibited an "S" bend.


There was no evidence of mechanical malfunction or failure with the airframe or engine.

NTSB Identification: WPR16LA030 
14 CFR Part 91: General Aviation
Accident occurred Thursday, November 19, 2015 in La Verne, CA
Aircraft: CESSNA T210N, registration: N91HC
Injuries: 1 Serious.

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

On November 19, 2015, about 1335 Pacific daylight time, a Cessna T210N Centurion, N91HC, experienced a loss of engine power and collided with a sign while the pilot was making an emergency approach to Brackett Field, La Verne, California. Aircraft Guaranty Corp was the registered owner and was operating the airplane under the provisions of 14 Code of Federal Regulations (CFR) Part 91. The commercial pilot, the sole occupant, was seriously injured; the airplane sustained substantial damage. The aerial surveying flight originated from Camarillo Airport, Camarillo, California, about 0910, and the pilot had intended land back at that airport. Visual meteorological conditions prevailed, and no flight plan was filed.

The pilot stated that he was an airplane mechanic for his profession, but had been down in southern California for the previous 2 days helping doing an aerial surveying job. Earlier in the morning, he had the fuel tanks filled to maximum capacity and flew his intended route down in the San Diego area. As he began to return back to the destination airport, he recalled having 15 gallons of fuel on board, which the JP Instrument (JPI) gauge indicated equated to about 40 minutes of flight time. About 1325 he began to descend from his en route altitude of about 13,500-14,000 feet mean sea level (msl) and opted to land at Brackett due to the airplane's low fuel quantity.

Before landing, the pilot switched to the fullest tank (left side), which showed about 6-7 gallons and the right side had about 4-5 gallons. While on final approach, the engine suddenly lost power and despite his attempts, he was unable to successfully have it restart. With the propeller windmilling he aligned toward the closest runway and configured the airplane for the best glide. Suddenly the left wing impacted a sign that he did not previously observe and dove toward the ground. The pilot egressed through the windshield and shortly thereafter, the airplane erupted in flames. The airplane came to rest about 620 feet east of runway 26R and was consumed by fire.

The Federal Aviation Administration (FAA) provided the audio recording of the Brackett Air Traffic Control (ATC) communication with the pilot. The pilot made his initial radio call about 1330 stating that he was inbound to land and had the current ATIS (Automated Terminal Information System) information. The tower instructed him to enter the right base leg of the traffic pattern for runway 26L. After reading back the controller's instructions, the pilot stated that he was "quite low on fuel." The tower cleared the pilot to land on runway 26L at 1335, and he acknowledged. After about 1 minute and 15 seconds, the pilot transmitted that he was now requesting to land on runway 26R. About 5-10 seconds after the pilot made a radio call reading back his amended clearance, the airplane impacted the sign.

Bankruptcy court approves Triple Five Aviation LLC purchase of Dowling’s Brookhaven campus for $14 million



A U.S. Bankruptcy Court this week approved the sale of Dowling College’s Brookhaven Campus in Shirley to Triple Five, the Edmonton, Canada-based international conglomerate seeking to buy Riverhead Town’s remaining vacant land at the Calverton Enterprise Park.

Triple Five Aviation LLC will pay $14 million in cash for the 105-acre property.

The Shirley campus is adjacent to and has an easement to access an operating airport with two 4,000-foot runways. The campus was home to the Dowling College School of Aviation, as well as the college’s athletic field complex featuring a multi-purpose stadium and baseball and softball fields, a 72,000-square-foot 289-bed dormitory, three buildings that comprised the National Aviation and Transportation Center, as well as classrooms, computer labs, a cafeteria and a library.

“We are looking forward to re-establishing and building upon the aviation programming prior to the Dowling College shutdown,” Triple Five spokesperson Stuart Bienenstock said.

The company anticipates closing on the deal “within 45 days,” he said.

Triple Five has not yet submitted any applications to the Town of Brookhaven for the site, according to a town spokesperson. While the site is zoned A1 Residential, which allows for single-family residential development of one house to an acre, it may continue to operate as it previously had when owned by Dowling, town spokesperson Jack Krieger said.

Triple Five sees the Shirley site as “synergistic” with the Calverton site it hopes to buy. The company sees the two sites as working hand-in-hand, with EPCAL being the “epicenter” of their plans, he said.

Triple Five’s vision for Calverton has always included an educational component, Bienenstock said.

It is essentially “plug and play,” Bienenstock told RiverheadLOCAL last month. It will give Triple Five the opportunity to develop its vision for making eastern Long Island a hub of the aviation industry once again, he said.

Triple Five was the winning bidder in an auction of the Shirley site ordered by the U.S. Bankruptcy Court for the Eastern District of New York.

A different subsidiary, Calverton Aviation and Technology, formed in partnership with Luminati Aerospace, is looking to buy 1,643 acres of vacant land in the Calverton Enterprise Park, including the site’s two runways, for $40 million.

A purchase agreement between the Riverhead Community Development Agency, which holds title to the EPCAL site, and Calverton Aviation and Technology, was approved by the outgoing town board at the last meeting of 2017. The move was approved in a split vote with outgoing supervisor and councilman, Sean Walter and John Dunleavy, voting with Councilman James Wooten to support the contract, and council members Jodi Giglio and Tim Hubbard voting against it. The vote, taken during a contentious and lengthy public meeting during which civic activists and residents blasted the board for its intended approval of the contract, came just one week after it was revealed that Triple Five would partner with Luminati Aerospace in the deal. For months prior to that revelation, Luminati Aerospace had been negotiating a partnership with NYC billionaire John Catsimatidis, who announced last July he was interested in the deal. Luminati Aerospace had signed a Letter of Intent with the town in March 2017. Catsimatidis’ announcement came a few days before a deadline the town board had given Luminati to finalize the purchase agreement or face cancellation of the LOI.

The purchase agreement with CAT is subject to a determination, pursuant to N.Y. State General Municipal Law, that the purchaser is a “qualified and eligible sponsor.” The town board, which sits as the governing body of the Riverhead CDA, concluded public hearings on CAT’s “qualified and eligible” application on May 4. Board members have agreed to hold off on making a decision on the application until the Riverhead Ethics Board weighs in on complaints filed against Giglio, seeking her recusal from the vote, following a private meeting the councilwoman took with Triple Five in New York City on March 12, during the pendency of the qualified and eligible hearing.

The town board on Tuesday approved the appointment of an outside lawyer to advise the ethics board, at the ethics board’s request, on the complaints against Giglio.

Bienenstock said Wednesday, “It felt nice to be be approved and qualified by an appointed judge of the U.S. Bankruptcy Court for the Eastern District of New York.”

The Dowling College campus sale is a result of a public auction in which Triple Five submitted the highest of four bids. Triple Five’s bid was approved by a committee including the college’s creditors last month and on Monday was approved by the bankruptcy court judge.

Riverhead did not solicit bids for the sale of the Calverton acreage. The site is located in a designated Urban Renewal Zone, which under state law may be sold without a bidding process to a purchaser determined to be “qualified and eligible” to purchase and develop the site in accordance with the town’s adopted urban renewal plan for the development of the site. 

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

Cessna 421B Golden Eagle, N813CA: Accident occurred September 21, 2015 at Platteville Municipal Airport (KPVB), Grant County, Wisconsin

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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; FAA; Milwaukee, WI
Continental Motors; Mobile, AL
Textron Aviation; Wichita, KS

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

http://registry.faa.gov/813CA

Location: Platteville, WI
Accident Number: CEN15LA418
Date & Time: 09/21/2015, 1040 CDT
Registration: N813CA
Aircraft: CESSNA 421B
Aircraft Damage: Substantial
Defining Event: Runway excursion
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Business 

On September 21, 2015, about 1040 central daylight time, a Cessna 421B airplane, N813CA, sustained substantial damage after a loss of engine power and runway excursion at Platteville Municipal Airport (PBV), Platteville, Wisconsin. The commercial-rated pilot and passenger were not injured. The airplane was registered to Blue Hansa LLC and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident and an instrument flight rules flight plan was filed. The flight was originating at the time of the accident.

The pilot reported he completed a preflight inspection of the airplane per the checklist and checked the weather. He taxied to the end of runway 15 and completed the pre-takeoff checklist, which included an engine run-up for each engine. There were no anomalies noted during the pre-flight or pre-takeoff checklists. He taxied onto the runway and advanced both throttles full forward. At 85 knots, just before the runway 7/25 crossing, he started rotation and noticed the right engine manifold pressure decrease and felt a power reduction. He aborted the takeoff; he pulled back both throttles and applied the brakes "hard." The airplane continued on the runway for about 1,000 ft then off of the runway into the grass and a soybean field where it came to rest.

The responding Federal Aviation Administration (FAA) inspector documented the witness marks left from the accident airplane on the runway and grass surfaces. There were airplane tire skid marks on the last 1,000 ft of runway pavement and tire marks in the grass for 290 ft off the end of the runway where the terrain slopes downward. The tire marks were not present for about 90 ft consistent with the airplane becoming airborne until the airplane impacted the ground again and the gear collapsed. The witness marks in the grass continued for another 90 ft where the airplane came to rest in a soybean field.

Runway 15/33 at PVB is 3,999 ft in length. The intersection of runway 7/25 is about 3,000 ft from the beginning of runway 15; the remaining runway distance from the intersection to the departure end of runway 15 is about 1,000 ft. According to Cessna 421B operating manual, the distance needed during an accelerated stop with a decision speed of 85 knots is about 2,400 ft.

The right engine was sent to Continental Motors, Inc (CMI) in Mobile, Alabama for examination and an engine test run, which were completed on January 4 and 5, 2015. The right engine was received intact with no signs of significant impact damage. The cylinders were borescoped; the cylinders, piston faces, and valve heads displayed normal operating and combustion signatures. The magneto-to-engine timing was checked, the exact timing was not able to be determined because it was about 5ยบ past the specified timing scale visible from the engine timing plug.

The right engine was mounted on a test stand for functional testing. The engine started normally, on the first attempt with no signs of hesitation in RPM. The propeller was out of track because the propeller flange was bent. Shims were placed between the propeller flange and hub to bring the propeller back in track. The engine was restarted, and the engine RPM was advanced in steps for warm-up in preparation for full power operation; the engine run time was limited due to the damage to the propeller flange. Throughout the test phase, the engine accelerated normally without any hesitation or interruption in power and demonstrated the ability to produce rated horsepower. 

Pilot Information

Certificate: Commercial; Private
Age: 66, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 11/26/2013
Occupational Pilot: No
Last Flight Review or Equivalent: 09/27/2013
Flight Time: 1478 hours (Total, all aircraft), 194 hours (Total, this make and model), 1478 hours (Pilot In Command, all aircraft), 27 hours (Last 90 days, all aircraft), 4 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N813CA
Model/Series: 421B B
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 421B0894
Landing Gear Type: Tricycle
Seats: 7
Date/Type of Last Inspection: 08/01/2015, Annual
Certified Max Gross Wt.: 7449 lbs
Time Since Last Inspection:
Engines: 2 Reciprocating
Airframe Total Time: 3844.7 Hours at time of accident
Engine Manufacturer: Continental
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series:  GTSIO-520 H1B
Registered Owner: BLUE HANSA LLC
Rated Power: 375 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: KPVB, 1024 ft msl
Observation Time: 1455 UTC
Distance from Accident Site: 0 Nautical Miles
Direction from Accident Site: 212°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 18°C / 11°C
Lowest Ceiling: None
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 8 knots, 170°
Visibility (RVR):
Altimeter Setting: 30.13 inches Hg
Visibility (RVV):
Precipitation and Obscuration:  No Obscuration; No Precipitation
Departure Point: Platteville, WI (PVB)
Type of Flight Plan Filed: IFR
Destination: DAYTON, OH (DAY)
Type of Clearance: IFR
Departure Time: 1000 CDT
Type of Airspace:

Airport Information

Airport: PLATTEVILLE MUNI (PVB)
Runway Surface Type: Asphalt
Airport Elevation: 1024 ft
Runway Surface Condition: Dry
Runway Used: 15
IFR Approach: None
Runway Length/Width: 3999 ft / 75 ft
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude:  42.689444, -90.444444 (est)

$4.6M grant awarded to rehabilitate Kalamazoo/Battle Creek International Airport (KAZO) runway

KALAMAZOO, MI -- A $4.65 million federal grant will cover the cost of rehabilitating the runway at the Kalamazoo/Battle Creek International Airport.

The money comes from discretionary funds from the Department of Transportation. Kalamazoo County Commissioner Michael Seals, a liaison to the county's aeronautics board, said the federal funds will cover the full cost of the project. 

Seals said the runway will likely be closed for two weeks in summer 2019 to accommodate the work. Airport Director David Reid was unable to be reached for comment. 

Tuesday, U.S. Rep. Fred Upton, R-St. Joseph, said the grant is welcome news for the airport, which serves as a "springboard for critical investments" in jobs and economic growth. 

The Southwest Michigan Congressman was part of the near-unanimous support for a measure fundeding the Airport Improvement Program, which issues grants to public use airports for planning and development.

Representatives of the Federal Aviation Administration declined to comment on the rehabilitation project.

However, a spokesperson said there is discussion about whether to expand the airport's radar facility. The spokesperson said the change would not bring more air traffic into Kalamazoo.

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

Eclipse 500, N120EA, registered to and operated by UF Equipment LLC: Accident occurred August 21, 2015 at Danbury Municipal Airport (KDXR), Fairfield County, Connecticut

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Windsor Locks, Connecticut
Eclipse Aviation; Albuquerque, New Mexico

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


Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf

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

http://registry.faa.gov/N120EA






Location: Danbury, CT
Accident Number: ERA15LA322
Date & Time: 08/21/2015, 1420 EDT
Registration: N120EA
Aircraft: ECLIPSE AVIATION CORP EA500
Aircraft Damage: Substantial
Defining Event: Runway excursion
Injuries: 3 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

After the airplane touched down on the 4,422-ft-long runway, the airline transport pilot applied the brakes to decelerate; however, the brakes were not operating. He continued "pumping the brakes" and considered conducting a go-around; however, there was insufficient remaining runway to do so. The airplane subsequently continued off the end of the runway, impacted a berm, and came to rest upright, which resulted in substantial damage to the right wing.

During postaccident examination of the airplane, brake pressure was obtained on both sets of brake pedals when they were depressed, and there was no bleed down or reduction in pedal firmness when the brakes were pumped several times. Examination revealed no evidence off any preimpact anomalies with the brake system that would have precluded normal operation.

According to data downloaded from the airplane's diagnostic storage unit (DSU), the airplane touched down 1,280 ft beyond the runway threshold, which resulted in 2,408 ft of runway remaining (the runway had a displaced threshold of 737 ft) and that it traveled 2,600 ft before coming to rest about 200 ft past the runway. Comparing DSU data from previous downloaded flights revealed that the airplane's calculated deceleration rate during the accident landing was indicative of braking performance as well as or better than the previous landings.

Estimated landing distance calculations revealed that the airplane required about 3,063 ft when crossing the threshold at 50 ft above ground level. However, the airplane touched down with only 2,408 ft of remaining runway, which resulted in the runway overrun. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to attain the proper touchdown point, which resulted in a runway overrun.

Findings

Aircraft
Descent/approach/glide path - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)
Decision making/judgment - Pilot (Cause)

Environmental issues
Object/animal/substance - Contributed to outcome

Factual Information

History of Flight

Landing-flare/touchdown
Landing area overshoot

Landing-landing roll
Runway excursion (Defining event)

Landing

Collision with terr/obj (non-CFIT)

On August 21, 2015, about 1420 eastern daylight time, an Eclipse Aviation Corporation EA500, N120EA, sustained substantial damage during a runway overrun while landing at Danbury Municipal Airport (DXR), Danbury, Connecticut. The airline transport pilot and two passengers sustained minor injuries. Day visual meteorological conditions prevailed and an instrument flight rules flight plan had been filed for the personal flight. The flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight originated from Wittman Regional Airport (OSH), Oshkosh, Wisconsin, about 1220.

According to the pilot, the approach to runway 26 "required a steeper than normal approach," because of trees near the runway. The airplane touched down near the displaced threshold and he applied the brakes to deceleratee; however, the "first pedal push was soft," which was "not unusual." Then, he continued "pumping the brakes" and considered a go-around; however, the remaining runway was too short. The pilot continued to "pump" the brakes, about six times; however, he did not think the brakes were operating. The airplane continued off the end of the runway, impacted a berm, and came to rest upright approximately 200 feet beyond the end of the runway.

According to an air traffic controller who witnessed the accident, the airplane touched down approximately 100 feet past the "D" taxiway intersection with the runway, which would have resulted in about 2,800 feet of runway remaining.

During the accident sequence, the right main landing gear punctured the underside of the right wing, which resulted in substantial damage. In addition, the nose landing gear separated from the airplane. 






Pilot Information

Certificate: Airline Transport
Age: 62, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 04/07/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 03/27/2015
Flight Time:   7846 hours (Total, all aircraft), 1111 hours (Total, this make and model), 7846 hours (Pilot In Command, all aircraft), 43 hours (Last 90 days, all aircraft), 6 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft) 

According to the pilot, he held an airline transport pilot certificate with a rating for airplane multiengine land and a private pilot certificate with ratings for airplane single-engine land and sea. In addition, he held a type rating for the EA-500S, which included the accident airplane model. The pilot was issued an FAA third-class medical certificate on March 27, 2015. He reported 7,846 hours of total flight experience, of which 1,111 hours were in the same make and model as the accident airplane, and 3.7 hours were accumulated during the 30 days that preceded the accident. In an interview, the pilot stated that the six previous landings he performed with the airplane were on runways that were over 6,000 feet long. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: ECLIPSE AVIATION CORP
Registration: N120EA
Model/Series: EA500 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2008
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 000199
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 05/26/2015, Annual
Certified Max Gross Wt.: 5995 lbs
Time Since Last Inspection:
Engines: 2 Turbo Fan
Airframe Total Time: 858.1 Hours at time of accident
Engine Manufacturer: P&W CANADA
ELT: C126 installed, not activated
Engine Model/Series: PW610F-A
Registered Owner: UF EQUIPMENT LLC
Rated Power: 950 lbs
Operator: UF EQUIPMENT LLC
Operating Certificate(s) Held: None 

According to Federal Aviation Administration (FAA) records, the airplane was issued an airworthiness certificate on May 29, 2008, and was registered to a corporation. It was equipped with two Pratt & Whitney Canada W610F-A series, turbo fan engines that were each capable of producing 950 pounds of thrust. According to the pilot, the most recent annual inspection was performed on May 26, 2015. At the time of the accident, the airplane had accumulated 858.1 total hours.

According to the airplane flight manual, the braking system was "mechanically actuated and hydraulically operated. Braking was provided by hydraulically operated single disc brakes on each main gear. When pressure is applied to the toe brakes, hydraulic pressure is applied to the corresponding main gear brake."

The brake fluid reservoir was located outside the forward pressure bulkhead. "An optical sensor triggers a BRAKE FLUID LOW advisory message when the brake fluid is low."

The airplane manufacturer released a mandatory modification bulletin (MB 500-32-003) on April 3, 2015, pertaining to the Anti-lock Braking System (ABS) Pressure Switch and Harness Route. The reason for the bulletin was to improve the harness routing and ABS installation. According to the pilot, the maintenance described in the modification bulletin had not been performed on the airplane, however, it was scheduled for a later date. 




Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: DXR, 457 ft msl
Observation Time: 1425 EDT
Distance from Accident Site: 0 Nautical Miles
Direction from Accident Site: 68°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 28°C / 16°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 6 knots, 350°
Visibility (RVR):
Altimeter Setting: 30.04 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: OSHKOSH, WI (OSH)
Type of Flight Plan Filed: IFR
Destination: Danbury, CT (DXR)
Type of Clearance: IFR
Departure Time: 1220 EDT
Type of Airspace: 

At 1425, the recorded weather at DXR included wind from 350° at 6 knots, a few clouds at 6,000 feet above ground level, clear skies, 10 statute miles visibility, temperature 28° C, dew point 16° C, and an altimeter setting of 30.04 inches of mercury. 

Airport Information

Airport: DANBURY MUNI (DXR)
Runway Surface Type: Asphalt
Airport Elevation: 456 ft
Runway Surface Condition: Dry
Runway Used: 26
IFR Approach: Global Positioning System
Runway Length/Width: 4422 ft / 150 ft
VFR Approach/Landing: Full Stop 

Danbury Municipal Airport was located 3 miles southwest of Danbury, Connecticut, at an elevation of 456 feet above mean sea level (msl). It had two intersecting runways, which were designated 8/26 and 17/35. Runway 8/26 was 4,422 feet by 150 feet and runway 17/35 was 3,135 feet by 100 feet. In addition, runway 26 had a displaced threshold of 734 feet. At the time of the accident, the airport had an operating air traffic control tower, that operated between the hours of 0700 and 2200 daily. 



Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 2 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Minor
Latitude, Longitude: 41.368611, -73.491389 (est)

Tests And Research

Examination of the airplane by a representative from the manufacturer under the supervision of an FAA inspector noted that brake pressure was obtained on both sets of brake pedals when they were depressed. There was no bleed down or reduction in pedal firmness when the brakes were pumped several times. Both antilock brake system drive adapters were connected, and the wheel speed sensors rotated freely. In addition, the hydraulic reservoir was "full," and there were no leaks noted throughout the brake system, including the reservoir, brake lines, or around the brake assembly. No anomalies were noted during the examination of the brake system. Furthermore, in his written statement, the pilot did not report any crew alerting system messages or any alerts involving the brake system.

The Eclipse Aviation Diagnostic Storage Unit (DSU) was sent to the NTSB recorders laboratory for data download. A review of the data revealed that several parameters were recorded during the accident flight. In addition, the data revealed several sets of data from previous flights. 




Additional Information

Performance Study

A review of the DSU data revealed that the ground speed recorded at the weight on wheels (WOW) transition on the accident flight was the highest of the flights reviewed. Utilizing ground speed data, the time between WOW transition through 50 knots, the accident flight had the largest deceleration calculated from the available data, which was 2.2 knots per second (kts/s). The data for previous downloaded flights revealed a deceleration rate that averaged 0.7 kts/s. Although the airplane's calculated reference speed for the weight at the time of the accident was 89 knots, the airplane's touchdown speed was 91 knots on the accident flight. However, the touchdown speed on the accident flight was 12 to 18 knots faster than the reviewed prior landings. In addition, integration of the airplane's recorded ground speed indicated that it touched down 1,280 feet from the threshold of Runway 26 and traveled 2,600 feet before coming to a stop, which was about 200 feet beyond the runway.

Landing Distance Data

According to the downloaded DSU data and the performance section of the airplane flight manual, under the conditions that existed at the time of the accident, the estimated landing distance required was approximately 3,063 feet when crossing the runway threshold at 50 feet above ground level. According to the recorded data, the airplane touched down 1,280 feet beyond the threshold of runway 26, which left 2,408 feet of the runway remaining since the displaced threshold was at 734 feet of the 4,422 foot runway.

Emergency Procedures

According to the Airplane Flight Manual, Section 3 Emergency Procedures, the Brakes Ineffective or Pulling to One Side procedure was to be used when the braking "with ABS becomes ineffective or causes the aircraft to pull to one side." The procedure included:

1. Maintain directional control using rudder and steering.
2. Brakes – Release.
3. ALL INTERRUPT – PRESS and HOLD
4. Reapply Brake (Pump Brakes as required) – Stop Normally

In an interview with a manufacturer representative, the pilot stated that he was not aware of that procedure until after the accident. In addition, he stated that he "was not trained" on the use of the ALL INTERRUPT button, which disabled the anti-skid brake system functions and restored normal braking, when the brakes were ineffective.









NTSB Identification: ERA15LA322
14 CFR Part 91: General Aviation
Accident occurred Friday, August 21, 2015 in Danbury, CT
Aircraft: ECLIPSE AVIATION CORP EA500, registration: N120EA
Injuries: 3 Minor.

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

On August 21, 2015, about 1420 eastern daylight time, an Eclipse Aviation Corporation EA500, N120EA, sustained substantial damage during a runway overrun while landing at Danbury Municipal Airport (DXR), Danbury, Connecticut. The certificated airline transport pilot and two passengers sustained minor injuries. Day visual meteorological conditions prevailed and an instrument flight rules flight plan had been filed for the personal flight. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight originated from Wittman Regional Airport (OSH), Oshkosh, Wisconsin, around 1220. 

According to the pilot, the airplane touched down on runway 26 near the displaced threshold and he applied the brakes in order to decelerate the airplane; however, the "first pedal push was soft," which was "not unusual." Then, he continued "pumping the brakes" and considered a go around maneuver; however, the remaining runway was too short. The pilot continued to "pump" the brakes, about six times; however, he did not think the brakes were operating. The airplane continued off the end of the 4,422 foot runway, impacted a berm, and came to rest upright. 

During the accident sequence, the right main landing gear punctured the underside of the right wing, which resulted in substantial damage. In addition, the nose landing gear separated from the airplane. 

The Eclipse Aviation Diagnostic Storage Unit was sent to the NTSB recorders laboratory for data download.