Saturday, July 21, 2018

Piper PA-18: Incident occurred July 20, 2018 at the Grand Pacific Glacier, Alaska

News Release Date: July 20, 2018

BARTLETT COVE, AK, 6PM AKDT - The National Park Service (NPS) received a relayed radio call from the cruise ship Island Princess at 1pm today reporting an aircraft down in front of the Grand Pacific Glacier at the head of Glacier Bay’s Tarr Inlet. Park rangers responded to the scene and contacted the uninjured pilot, Thorsten Kampe of Germany. Mr. Kampe reported landing due to an apparent engine malfunction. The nose of the plane subsequently buried, breaking the propeller as he taxied through soft sand. The pilot is being transported onboard an NPS vessel to Bartlett Cove. Temsco helicopters plans to salvage the aircraft.

The National Transportation Safety Board, United States Coast Guard, and Alaska State Troopers have been informed.

A small plane nosed over into sand after landing due to engine problems near Southeast Alaska's Grand Pacific Glacier on Friday, July 20, 2018.
(Credit: Courtesy National Park Service)


A second pilot has been rescued from an aircraft accident this week in Southeast Alaska’s Glacier Bay National Park and Preserve.

Park officials received word of a Friday incident at about 1 p.m., in front of the Grand Pacific Glacier near the head of Glacier Bay’s Tarr Inlet, via a radio call relayed by the cruise ship Island Princess. Responding rangers spoke with the pilot, Thorsten Kampe of Germany.

“Kampe reported landing due to an apparent engine malfunction,” park officials wrote. “The nose of the plane subsequently buried, breaking the propeller as he taxied through soft sand.”

A National Park Service boat took Kampe, who was unhurt, to Bartlett Cove. Plans were being made Friday to salvage the small plane using a helicopter.

A Wednesday crash west of Gustavus, in which a plane flipped into the park’s Crillon Lake, left a 34-year-old pilot with “minimal injuries” according to park staff. A U.S. Coast Guard helicopter crew picked the man up, after he swam to shore and started a fire while he awaited rescue.

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

Rush, Monroe County, New York: Man's aircraft goes off radar, sparks search

Rochester, New York Airport Firefighters - IAFF Local 1636

Off Airport incidents

This afternoon, we were notified by #ROC ATC of a possible aircraft down in Rush. Two Airport Firefighters immediately responded with Rescue 5 to assist Rush Volunteer Fire Department and others at the scene. After an extensive search by several fire and law enforcement agencies, it was discovered a local resident had been flying in the area earlier in the day and did not require any assistance. Our members are glad that this incident turned out the way it did.

This is the second consecutive day that Rescue 5 has responded off-field to assist another agency. As we’ve stated before, this is a testament to the inter-agency cooperation that exists in our area.

Several law enforcement agencies responded to a field in Rush Saturday afternoon, after it was believed that a small plane may have crashed in the area.


Rush, N.Y. - Several law enforcement agencies responded to a field in Rush Saturday afternoon, after it was believed that a small plane may have crashed in the area.

Monroe County Sheriff's deputies arrived to the area of 7465 West Henrietta around 2:30 pm, after a small plane went off the radar in the vicinity.

A State Police helicopter, along with members of the Rochester/Monroe County Airport Professional Fire Fighters Association assisted in the search for the plane.

Turns out, a resident in the neighborhood had been been operating the aircraft, which he safely landed on his property without incident, according to deputies.

Original article can be found here ➤ https://13wham.com

Cessna FA.150L Aerobat (Reims), I-FFSQ: Fatal accident occurred November 01, 2019 in Marina di Tolfa near Santa Severa, Roma, Italy

NTSB Identification: GAA20WA083
14 CFR Non-U.S., Non-Commercial
Accident occurred Friday, November 01, 2019 in Santa Severa Nord, Italy
Aircraft: CESSNA F150, registration:
Injuries: 1 Fatal, 1 Serious.

The foreign authority was the source of this information.

The government of Italy has notified the NTSB of an accident involving a CESSNA F150 airplane that occurred on November 01, 2019. The NTSB has appointed a U.S. Accredited Representative to assist the government of Italy's investigation under the provisions of ICAO Annex 13.

All investigative information will be released by the government of Italy.






Un aereo ultraleggero è precipitato in provincia di Roma: tragico il bilancio, un morto e un ferito grave. L'incidente si è verificato intorno alle 15:50 di venerdì 1 novembre, in località Marina di Tolfa, vicino Santa Severa. 

Sul posto i Vigili del Fuoco di Civitavecchia e di Cerveteri, il personale medico del 118 e i carabinieri. Secondo i primi riscontri l'ultraleggero avrebbe urtato i cavi di alta tensione per poi precipitare in un campo: nell'impatto il mezzo a due posti ha quindi preso fuoco.  

Fatale l'incidente per un uomo F.T., morto a causa dello schianto. Grave una seconda persona che era con lui. L'uomo, ferito gravemente, è stato portato in eliambulanza, in ospedale a Roma. 

Il velivolo era decollato poco prima in un'area tra Santa Marinella e Tolfa. Sull'esatta dinamica saranno le indagini dei militari dell'Arma a far chiarezza.

https://www.romatoday.it

Boeing 757, VH-TCA: Incident occurred Monday, February 05, 2018 in Auckland, New Zealand

Hydraulic system failure involving Boeing 757, VH-TCA, Auckland International Airport, New Zealand, on February 05, 2018 

The ATSB is investigating a hydraulic system failure involving a Boeing 757, VH-TCA, Auckland International Airport, New Zealand, on 5 February 2018.

While passing 6,000 ft on climb from Auckland Airport, the flight crew received a left hydraulic system warning. After they actioned the appropriate checklist, the right hydraulic system also failed. The flight crew elected to return to Auckland, and the aircraft landed without further incident.

As part of the investigation, the ATSB will interview the flight crew, obtain engineering reports, review recorded data, and gather additional information.

A final report will be released at the end of the investigation.

Should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify those affected and seek safety action to address the issue.

https://www.atsb.gov.au

NTSB Identification: ENG18RA015
14 CFR Unknown
Incident occurred Monday, February 05, 2018 in Auckland, New Zealand
Aircraft: BOEING 757, registration:
Injuries: Unavailable

The foreign authority was the source of this information.

The Australian Transport Safety Bureau has notified the NTSB of an incident involving a Boeing 757-236, which occurred on February 5,2018. The NTSB has appointed a U.S. Accredited Representative to assist the Australian Transport Safety Bureau investigation under the provisions of ICAO Annex 13 as the State of Manufacture and Design of the airplane.

All investigative information will be released by the ATSB.

de Havilland DH.112 Venom FB54, registered to World Heritage Air Museum and operated by the pilot, N747J: Fatal accident occurred July 20, 2018 near Sheboygan County Memorial Airport (KSBM), Wisconsin

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin

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

http://registry.faa.gov/N747J


Location: Sheboygan, WI
Accident Number: WPR18FA200
Date & Time: 07/20/2018, 1604 CDT
Registration: N747J
Aircraft: De Havilland DH112 VENOM
Injuries: 1 Fatal, 2 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 20, 2018, about 1604 central daylight time, a De Havilland DH112 Venom airplane, N747J, impacted a structure shortly after takeoff near Sheboygan, Wisconsin. The pilot was fatally injured. Two people in the structure sustained serious injuries. The airplane was destroyed during a post impact fire. The airplane was registered to World Heritage Air Museum and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal formation training flight. Visual meteorological conditions prevailed about the time of the accident, and no flight plan was filed. The flight was originating at the time.

The airplane departed SBM as part of a formation training flight; the accident airplane was in the number two position and staggered to the right of the lead airplane. Review of video provided by a witness showed the lead airplane depart, followed by the accident airplane about 8 seconds later. About 6 seconds after the accident airplane lifted off, the left wing rocked downward then upward.

Multiple witnesses reported that the airplane appeared to be sluggish and not climbing. The airplane climbed to about 200 ft above ground level (agl), then started a descent. The airplane impacted flat vegetated terrain, slid through the structure and continued another about 175 ft before coming to a stop. The airplane came to rest on a magnetic heading of 140°; the debris path was 200 ft by 40 ft. The entire airplane was located at the accident site.

The wreckage was transported to a secure facility for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: De Havilland
Registration: N747J
Model/Series: DH112 VENOM FB54
Aircraft Category: Airplane
Amateur Built: No
Operator: World Heritage Air Museum
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KSBM, 746 ft msl
Observation Time: 2053 UTC
Distance from Accident Site: 1 Nautical Miles
Temperature/Dew Point: 24°C / 20°C
Lowest Cloud Condition: Few / 1700 ft agl
Wind Speed/Gusts, Direction: 9 knots / , 130°
Lowest Ceiling: Broken / 5500 ft agl
Visibility:  10 Miles
Altimeter Setting: 29.64 inches Hg
Type of Flight Plan Filed: None
Departure Point: Sheboygan, WI (SBM)
Destination:  Sheboygan, WI (SBM) 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: 2 Serious
Aircraft Explosion: On-Ground
Total Injuries: 1 Fatal, 2 Serious
Latitude, Longitude:  43.760833, -87.835000 (est)

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

Rachel Kroeplien standing near a combine head that was partially melted by burning aviation fuel. Sadly, the pilot was killed, two employees were injured, numerous calves died or were injured, one calf barn was destroyed and three other buildings were damaged. The Kroeplien family is working to determine the best course of action moving forward.


























Marty Tibbitts

SHEBOYGAN COUNTY -- The Sheboygan County Sheriff’s Office says the pilot killed in a plane crash in Sheboygan Falls is 50-year-old Martin Tibbitts of Grosse Pointe, Michigan. Tibbitts had just taken off from the Sheboygan County Memorial Airport when he went down and hit a farm building on Friday, July 20.

The National Transportation Safety Board (NTSB) is leading the investigation into the crash with help from the FAA. Officials were on scene Saturday, July 21 and will continue to be there through the weekend, and possibly early next week.

Just hours into the Aviation Heritage Center of Wisconsin's 11th annual Air Clinic, Pilot Martin "Marty" Tibbitts encountered trouble in the air soon after takeoff. His vintage, single-engine, military-style plane went down just a half-mile from the airport. Tibbitts was killed on impact.

The crash has left fellow Warbird flyers devastated and puzzled.

"These planes, every year, have to be inspected," said Paul Walter, former president of the Aviation Heritage Center of Wisconsin.

The crash happened at Fly By Acres Farm, injuring two people -- one seriously -- and killing several animals.

"There were workers in there feeding cattle or calves in the building where the plane came through and were hit by the airplane," said Sheboygan Falls Fire Chief Bob Kroeplien.

Several nearby buildings caught fire, producing a black cloud of smoke visible for miles away. First responders from all around the area battled the flames. Chief Bob Kroeplien, with the Sheboygan Falls Fire Department, the loss is personal.

"It's the farm I grew up on," Kroeplien said. "The farm happened to be my brother's farm."

Officials with the NTSB will look at the pilot’s training and flight track, the aircraft and weather to determine what happened and ensure it doesn't ever happen again.

"We don't know what caused this accident," said Air Safety Investigator Jack Vanover, with the NTSB.

Tibbitts' brother, JC, shared the following statement:

“Our family is devastated by the loss of Marty. To say he was passionate about all things in his life - family, business and aviation would be to immensely understate the case. He died pursuing one of his passions. This past Tuesday before leaving for Wisconsin he showed us aerial photos of the formation he would be flying at Oshkosh. He was a highly skilled pilot who enjoyed the history and camaraderie that came with flying vintage military planes. Beyond his family, friends and business associates, many will miss this unique and special person.”

An event these pilots look forward to all year long is now marked by tragedy; one of their own killed pursuing their shared passion.

"They're your family members and of course whenever you lose a family member, it's a sombering[sp] event," said Walter.

The NTSB says a preliminary report will be released within the next week. It could take more than a year to determine probable cause of the crash.

As for the people injured, the male victim remains in serious condition while the female victim's condition has improved. Initial reports also indicated all 40-some calves in the barn died. The fire chief says that's not the case -- several calves survived and are being cared for at another facility.

Story and video ➤ https://fox6now.com

Marty Tibbitts of Grosse Pointe is shown with Greg Morris of Chicago in an August 19, 2015, photo at the World Heritage Air Museum at the Oakland County International Airport in Waterford. Tibbitts a pilot and co-founder of the museum, died Friday when a de Havilland DH.112 Venom FB54 aircraft he was piloting crashed shortly after take-off in Sheboygan, Wisconsin.

Jack Vanover, an air safety investigator with the National Transportation Safety Board, speaks at a press conference at the Aviation Heritage Center in Sheboygan Falls on July 21st.


Martin J. Tibbitts was an entrepreneur but his passion was flying vintage military aircraft.

“I fell in love with Cold War jet aviation,” Tibbitts, who went by Marty, told the Free Press in 2015. 

Tibbitts was at the controls of one such plane, a de Havilland  DH112 Venom, on Friday when it crashed shortly after takeoff from Sheboygan County Memorial Airport in Wisconsin.

Tibbitts was killed when the plane struck a barn. Two farm workers also were injured. One of them was airlifted to a hospital. Between 40 and 50 cattle died in the ensuing fire, investigators said.

The cause of the crash remains unclear. The National Transportation Safety Board is investigating, but it sometimes takes weeks or months to reach a conclusion.

Tibbitts, 50, of Grosse Pointe Park, was a co-founder of the World Heritage Air Museum, which owns eight vintage planes, including the one he was flying Friday.

"Marty was a joy," said Joe Walker, a long-time friend and business associate. "He was one of those visionaries in business, always had great vision, great ideas."

Tibbitts' day job was CEO of Clementine Lives Answering Service in Harper Woods and he also was active in the Young Presidents Organization, a professional group for executives.

Walker said Tibbitts had flown the plane to Wisconsin to take part in the EAA Airventure Oshkosh, an annual event billed as the "world's largest gathering of aviation enthusiasts." Tibbitts had attended the event for years.

The Sheboygan airport was hosting a vintage aircraft formation flying clinic ahead of the larger Oshkosh event, which begins Monday.

"He texted me on Wednesday to say that he'd just landed in Sheboygan," Walker said.

Tibbitts was taking the plane up Friday to fly in formation with two other military planes. He was first to take off with the other two right behind him.

The plane crashed just seconds after takeoff.

The plane was one of only a handful of de Havilland  DH112 Venoms in the world that was still flying, according to the museum website.

The plane is a British postwar single-engine jet flown by Switzerland until 1983 and imported into the U.S. in the 1990s. The Venom served as a single-seat fighter-bomber and two-seat night fighter. It first flew in 1949, and was designed to be a faster, more agile replacement to the Vampire, according to the museum

Tibbitts co-founded the museum telling the Free Press in 2015 that prices of used military jets have fallen as much as 90 percent in the last decade, in part because new regulations made it harder to get the special pilots’ licenses required.

But that made the hobby far more affordable, Tibbitts said. He had recently bought a plane for $75,000 “that had cost about 10 times that” a decade ago, he said.

Still, flying a vintage fighter is far more demanding, physically and mentally, than piloting a propeller-driven plane, Tibbitts said.

“When you’re going as fast as we do, you don’t have much time to correct a mistake,” he said at the time.

Tibbitts is survived by his wife, Belinda; children Mason and Julia; and stepdaughter, Cameron. Funeral arrangements are pending, Walker said. 

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






SHEBOYGAN – Town of Sheboygan Falls Fire Chief Bob Kroeplien said Friday’s plane crash into a Sheboygan County farm struck particularly close to home—it happened to be the farm he grew up on.

The pilot, 50-year-old Martin J. Tibbitts, from Grosse Pointe, Michigan, was flying a DE Havlon DH112 Venom that crashed into a farm building shortly after taking off from the Sheboygan County airport.

The plane burst into flames after the crash, killing Tibbitts and injuring two farm workers, as well as killing or injuring about 40-50 cattle.

The farm is owned by the chief’s brother.

“Talking to my brother and sister-in-law, they want to send condolences to the pilot and his family and ask for prayers for the workers who were injured yesterday,” Kroeplien said at a press conference on Saturday at the Aviation Heritage Center in Sheboygan Falls.

Kroeplien said the farm workers were struck by the plane and debris while feeding cattle in a farm building. He couldn’t speak in depth on the extent of the workers’ injuries, but described them as severe.

He said the female worker is said to be “doing pretty decent,” but he did not have an update on the male worker. The workers have not been identified by officials pending notification of families and are not related to the Kroepliens.

Jack Vanover, an air safety investigator with The National Traffic Safety Board, is investigating the crash.

“Why are we here? We are here to gather the facts so we can attempt to determine probable cause so we can try to prevent this from happening ever again,” Vanover said at a press conference on Saturday.

Vanover said the investigation will look at multiple factors, including the pilot, the plane and the environment.

He said in five days the NTSB will issue a preliminary report with initial information; in six months to a year they will issue a factual with concrete information and facts; and in 12 to 18 months they will issue a probable cause, with the intention of “improving aviation safety.”

Officials said the community can help by limiting their use of County Highway O as the investigation continues.

Paul Walter, vice president of the board for the Aviation Heritage Center, said the support from the community since the incident has been a light in a difficult time.

“We’re really pleased, as a pilot and as a board member of the Aviation Heritage Center, with the support and understanding that we’re all getting from the people of Sheboygan,” he said. “As any community, we’ve lost one of our members, so that is a very sad thing. With time and the NTSB, we’re going to learn from this.”

The center is currently hosting a formation clinic ahead of EAA AirVenture. Walter said this is the first of any kind of incident to happen over the 11 years they’ve had the clinic and that it has a great safety record.

While the clinic will continue on Sunday and part of Monday, the center made the decision to “stand down” on Saturday.

“We decided to stand down and think about what we are doing, why we are here and put safety first,” Walter said.

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

Douglas C-47B (DC-3), registered to American Airpower Heritage Flying Museum Inc and operated by the Commemorative Air Force (CAF), N47HL: Accident occurred July 21, 2018 at Burnet Municipal Airport (KBMQ), Texas

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas
Commemorative Air Force; Dallas, Texas

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

http://registry.faa.gov/N47HL

Location: Burnet, TX
Accident Number: WPR18FA201
Date & Time: 07/21/2018, 0915 CDT
Registration: N47HL
Aircraft: Douglas DC3
Injuries: 6 Serious, 1 Minor, 6 None
Flight Conducted Under: Part 91: General Aviation - Business 

On July 21, 2018, about 0915 central daylight time, a tailwheel equipped Douglas DC-3 twin-engine airplane, N47HL, was destroyed when it impacted terrain during takeoff from the Burnet Municipal Airport, Burnet, Texas. The airplane was registered to American Airpower Heritage Flying Museum Inc., and operated by the Commemorative Air Force (CAF) under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. The airline transport captain, crew chief, and 4 passengers sustained serious injuries, 1 passenger sustained minor injuries, and the airline transport co-pilot and 5 passengers were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the cross-country flight. The flight was originating at the time of the accident with an intended destination of Sedalia Regional Airport (DMO), Sedalia, Missouri.

Representatives from the CAF reported that the intention of the flight was to travel to Oshkosh, Wisconsin, to attend an airshow, with an intermediate fuel stop at DMO.

The co-pilot, who was the flying pilot (FP) reported that prior to the flight, it was briefed that he would perform the takeoff. He stated that the captain taxied the airplane to the runup area, where all pre-takeoff checks were completed; the captain then taxied the airplane onto runway 19. The co-pilot further stated that he then took control of the airplane, provided a pre-takeoff brief, and initiated the takeoff sequence. About 10 seconds into the takeoff roll, the airplane drifted right, at which time he applied left rudder input. This was followed shortly by the captain saying that he had the airplane.

The captain, who was the non-flying pilot (NFP), reported that during the initial stages of the takeoff roll, he didn't recall the airplane swerving to the right, however, recalled telling the co-pilot not to push the tail up because it was heavy; he also remembered the airplane swerving to the left shortly thereafter. The captain stated that he yelled "right rudder" three times before taking control of the airplane. He said that as he put his hands on the control yoke, he noticed that either the tail started to come down or the main wheels were either light or were just coming off the ground as it exited the left side of the runway. The captain said that he knew the airplane was slow as he tried to ease it [the airplane] over [to the runway] and set it back down. Subsequently, he felt the 'shutter of a stall," and the airplane turned to the left and impacted the ground. After the airplane came to a stop, a postimpact fire ensued, during which all the occupants of the airplane egressed through the aft left door.

Examination of the accident site revealed that the airplane came to rest upright on a heading of about 113° magnetic, about 145 ft east of the left side, and 2,638 ft from the approach end of runway 19. The postimpact fire consumed the fuselage from the nose cone aft to about 3 ft forward of the left side cargo door along with a majority of the wing center section. No evidence of any flight control locks was found installed. The tailwheel locking pin was found in place and was sheered into multiple pieces. Vegetation (grass) within about 200 ft of the main wreckage was burnt from the postimpact fire. The wreckage was recovered to a secure location for further examination. 

Aircraft and Owner/Operator Information

Aircraft Make: Douglas
Registration: N47HL
Model/Series: DC3 B
Aircraft Category: Airplane
Amateur Built: No
Operator:Commemorative Air Force 
Operating Certificate(s) Held: None  

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KBMQ, 1284 ft msl
Observation Time: 1431 UTC
Distance from Accident Site:
Temperature/Dew Point: 29°C / 21°C
Lowest Cloud Condition: Few / 300 ft agl
Wind Speed/Gusts, Direction: 9 knots / , 200°
Lowest Ceiling:
Visibility:  9 Miles
Altimeter Setting: 30.08 inches Hg
Type of Flight Plan Filed: None
Departure Point: Burnet, TX (BMQ)
Destination: Sedalia, MO (DMO) 

Wreckage and Impact Information

Crew Injuries: 2 Serious, 1 None
Aircraft Damage: Destroyed
Passenger Injuries: 4 Serious, 1 Minor, 5 None
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 6 Serious, 1 Minor, 6 None
Latitude, Longitude:  30.737222, -98.238611 (est)


Chris Dowell
 Highland Lakes Squadron, Commemorative Air Force



Thirteen people survived a plane crash at the Burnet Municipal Airport on Saturday morning.

The Burnet County Sheriff's Office said they received a call about the crash around 9:00 a.m.

The plane, a C-47 vintage plane called the "Bluebonnet Belle," crashed during take off, according to the Commemorative Air Force.

The Commemorative Air Force own the plane, which was heading to Oshkosh Wisconsin for an airshow.

All 13 people on board were able to exit the aircraft, according to the Burnet County Sheriff's Office.

One person was airlifted by helicopter to with significant burn injuries to the San Antonio burn unit, according to a spokesperson with the Commemorative Air Force.

The aircraft caught on fire and ignited nearby grass. Firefighters were able to extinguish the fire.

The National Transportation Safety Board and Federal Aviation Administration will investigate the accident.

Raw video:  https://www.facebook.com/mattgallagher20/video

Story, photo gallery and video ➤ https://ktxs.com



The famed Bluebonnet Belle C47 Skytrain, which assisted in Hurricane Harvey relief efforts and was an integral part of the Highland Lakes Squadron of the Commemorative Air Force, crashed Saturday morning, July 21, at Burnet Municipal Airport's Kate Craddock Field in Burnet while attempting to take off for an air show in Wisconsin.

Fourteen people were aboard the Belle, headed for the annual Oshkosh Air Show when the plane left the runway shortly after 9 a.m. Saturday and crashed before catching fire and eventually exploding. Miraculously, all 14 people aboard the craft survived the crash and made it out of the plane before the explosion.

Video footage of the Belle's takeoff taken and uploaded to Facebook by Matt Gallagher, an Austin-based pilot who was scheduled to take off after the Belle, shows the historic 1944 transport aircraft appear to struggle to get airborne, tilt right and then veer left before digging its left wing into the ground and collapsing upon its landing gear. A second video shows the Belle burning as emergency vehicles respond.

One individual was airlifted to San Antonio Military Medical Center with significant burn injuries, though witnesses at the scene reported he was able to walk out of the crash site. Seven other individuals were transported to Seton Highland Lakes Hospital in Burnet with minor injuries.

The fire spread as well to grass along the runway. Area fire departments, especially the Burnet Fire Department, which is located next door to the airport, and the Burnet Volunteer Fire Department, responded quickly and were able to extinguish the grass fire after keeping it contained.

The crash is under investigation by the National Transportation Safety Board and the Federal Aviation Administration, which had agents on the ground interviewing passengers Saturday morning. 

Dave Hargett, a member of the Highland Lakes Squadron, said the Belle was on its way back to 2018 EEA AirVenture Oshkosh air show, the same show where the Belle had engine trouble in 2015.

Three years ago, the Belle had performed several air jumps in Wisconsin and was going to make a low pass over the airfield when a noise coming from the right engine forced the pilot to land the plane at Wittman Regional Airport in Oshkosh.

The plane had a crack on the exhaust side of an engine cylinder as well as burn marks and a hole in the baffle and metal particles in the oil, which grounded the Belle in Wisconsin until a new engine could be installed and the plane was returned to Burnet in May 2016.

This is the third aircraft the Highland Lakes Squadron has lost or had grounded due to engine trouble in the past year. A T-6 SNJ Texan advanced trainer is currently grounded after losing an engine during a trip to a Mississippi air show, while the squadron's L-17 Navion reconnaissance airplane is also grounded due to engine trouble, leaving the PT-19 Cornell as the squadron's only operable plane at this time.

The Bluebonnet Belle has long been the featured aircraft at the annual Airsho, held the second weekend of September at the Burnet Municipal Airport by the Highland Lakes Squadron. Officials said the show is expected to continue without the famed aircraft.

“It's a huge loss for the city and for the Commemorative Air Force,” Burnet Mayor Christa Bromley said Saturday. “It was the star attraction for our local airport. We have the SNJ as well, but the Belle was a tremendous asset for the CAF.”

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

Embraer ERJ 190: Incident occurred January 29, 2018 in Mar Del Plata, Argentina

NTSB Identification: ENG18RA012
Scheduled 14 CFR Part 129: Foreign Austral Lineas Aeras Cielos Del Sur S.A
Incident occurred Monday, January 29, 2018 in Mar Del Plata, Argentina
Aircraft: EMBRAER ERJ190, registration:
Injuries: 101 Uninjured.

The foreign authority was the source of this information.

The Junta de Investigacion de Accidentes de Avicion Civil (JIAAC) Republica Argentina has notified the NTSB of an incident involving an Embraer ERJ 190 which occurred on January 29, 2018. The NTSB has appointed a US Accredited Representative to assist the JIAAC investigation in accordance with ICAO Annex 13 as the state of manufacturer and design of the component.

All investigative information will be released by the JIAAC.

Beechcraft F35 Bonanza, PT-AVO: Fatal accident occurred February 07, 2018 in Itaituba, Brazil

Uma das vítimas foi identificada como Marinho, piloto e proprietário da aeronave que caiu, segundo o delegado Vicente Gomes


NTSB Identification: ERA18WA085
14 CFR Non-U.S., Non-Commercial
Accident occurred Wednesday, February 07, 2018 in Itaituba, Brazil
Aircraft: BEECH F35, registration:
Injuries: 3 Fatal.

The foreign authority was the source of this information.


The government of Brazil has notified the NTSB of an accident involving a BEECH F35 airplane that occurred on February 07, 2018. The NTSB has appointed a U.S. Accredited Representative to assist the government of Brazil's investigation under the provisions of ICAO Annex 13.


All investigative information will be released by the government of Brazil. 





A Força Aérea Brasileira (FAB) confirmou a queda de um avião de pequeno porte nesta quarta-feira (7) na região do Crepurizão, distrito de Itaituba, no sudoeste do Pará. De acordo o delegado Vicente Gomes, superintendente regional da Polícia Civil no Tapajós, três pessoas estavam dentro da aeronave e morreram na explosão no momento da queda.

“Tinham três pessoas. Dois pilotos, sendo que um estava com passageiros e o terceiro seria um comprador de ouro. Os corpos já foram removidos e estão sendo deslocados para Itaituba. Inclusive, o filho de uma das vítimas, que é piloto também, está à frente desta situação”, detalhou Vicente Gomes.

Segundo o delegado, uma das vítimas foi identificada como Marinho, piloto e proprietário da aeronave que caiu. O avião, modelo Beechcraft Bonanza, tinha o prefixo PT-AVO e estava com a documentação em ordem, segundo os dados da Agência Nacional de Aviação Civil (ANAC).

https://g1.globo.com

Boeing 757-23A: Incident occurred January 30, 2018 in Tel Aviv, Israel

NTSB Identification: DCA18WA088
Nonscheduled 14 CFR Part 121: Air Carrier
Incident occurred Tuesday, January 30, 2018 in Tel Aviv, Israel
Aircraft: BOEING 757 23A, registration: N919FD
Injuries: Unavailable

The foreign authority was the source of this information.

The Israel's Ministry of Transport has notified the NTSB of an incident involving a Boeing 757, which occurred on January 30, 2018. The NTSB has appointed a U.S Accredited Representative to assist under the provisions of ICAO Annex 13, as the State of Manufacture and Design of the airplane.

All investigative information will be released by the Israeli Ministry of Transport.

Robinson R44 II, N442DR: Accident occurred July 06, 2017 in Ronan, Lake County, Montana

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Helena, Montana
Robinson Helicopter Company; Torrance, California

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

http://registry.faa.gov/N442DR

Location:  Ronan, MT
Accident Number: WPR17LA143
Date & Time: 07/06/2017, 1645 MDT
Registration: N442DR
Aircraft: ROBINSON HELICOPTER COMPANY R44 II
Injuries: 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal

On July 6, 2017, about 1645 mountain daylight time, a Robinson R-44, N442DR, was substantially damaged during an emergency landing in Ronan, Montana. The private pilot was seriously injured and the passenger received minor injuries. The helicopter was owned and operated by a private individual and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the local flight. The personal flight departed Ronan Airport (7S0), Ronan, Montana about 1600.

The pilot reported that he departed on a tour of the town with a family member. About 45 minutes into the flight at an approximate altitude of 350 feet above ground level, the pilot suddenly experienced a loss of tail rotor authority. The helicopter started spinning slowly at approximately one revolution every five seconds and the use of the anti-torque pedals did not stop the rotations. The pilot lowered the collective control and made small adjustments with both the collective and cyclic as the helicopter descended towards the ground. He subsequently lowered the collective from an approximate altitude of about five feet above the ground to descend the helicopter rapidly. The helicopter then impacted the ground hard, which resulted in substantial damage to the tail rotor. According to his recount, the pilot did not observe any aural or visual warning indications nor did he experience any vibrations. The engine continued to run normally after the helicopter came to rest.

Postaccident examination by a Federal Aviation Administration inspector revealed multiple dents and protrusions throughout the tailboom that appear to have originated from within the tail section.

The wreckage was retained for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: ROBINSON HELICOPTER COMPANY
Registration: N442DR
Model/Series: R44 II II
Aircraft Category: Helicopter
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: MSO, 3206 ft msl
Observation Time: 1653 MDT
Distance from Accident Site:  33 Nautical Miles
Temperature/Dew Point: 15°C / 9°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: Calm / ,
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 30.16 inches Hg
Type of Flight Plan Filed: None
Departure Point: Ronan, MT (7S0)
Destination: Ronan, MT (7S0)

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor
Latitude, Longitude: 47.476389, -114.055278 (est)

Bellanca 7GCBC, N88452: Fatal accident occurred December 07, 2016 in Fairbanks, Alaska

Former state Rep. Mike Kelly, R-Fairbanks died December 7, 2016 in a plane crash 17 miles southeast of Fairbanks.


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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Fairbanks, Alaska 
Lycoming Engines; Williamsport, Pennsylvania 

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/N88452

Location: Fairbanks, AK
Accident Number: ANC17FA009
Date & Time: 12/07/2016, 1043 AKS
Registration: N88452
Aircraft: BELLANCA 7GCBC
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On December 7, 2016, about 1043 Alaska standard time, a tailwheel, ski-equipped Bellanca Citabria 7GCBC airplane, N88452, was substantially damaged when it impacted terrain about 17 miles southeast of Fairbanks, Alaska. The airline transport pilot was fatally injured. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 visual flight rules (VFR) personal flight. Visual meteorological conditions prevailed at the time of the accident, and a VFR flight plan was filed and activated. The local area flight departed Chena Marina Airport (AK28), Fairbanks, at 1026.

According to the Federal Aviation Administration (FAA) Fairbanks Flight Service Station records, the pilot filed a local flight plan for a 3-hour flight within a 50-mile area to the east, south and west of Fairbanks International Airport (FAI). The mechanic who had recently worked on the airplane stated that the purpose of the flight was to test the airplane's flight performance following the installation of vortex generators (VGs) on the wings and horizontal stabilizer. The airplane's engine ran rough after the first start, so the mechanic brought the airplane back into the hangar to warm up. He checked the fuel sumps for debris and found none. After warming, the airplane was pushed outside and operated normally after the second start.

A review of archived FAA radio communication recordings revealed that the pilot called the FAI air traffic control tower before departure and was provided the current wind of 350° at 5 knots and the altimeter setting of 30.64 inches of mercury. After departure, he requested that his VFR flight plan be activated. The last transmission from the pilot was at 1033 when he asked the FAI tower if the restricted airspace R-2211 was "hot"; the tower reported it was "cold."

A Garmin GPSMAP 296 portable GPS receiver was recovered from the wreckage and downloaded at the National Transportation Safety Board (NTSB) Vehicle Recorder Laboratory. The recorded data included time, location, and GPS altitude, as well as derived groundspeed and track information.

The airplane began its takeoff roll at Chena Marina Airport at 1026:14, climbed toward the southeast to a GPS altitude of 1,762 ft, and proceeded south over the Tanana Flats. Between 1033:11 and 1037:07, the airplane performed one right 360° turn and two 420° turns (one to the left and one to the right) while flying between GPS altitudes of 1,601 ft and 1,437 ft and maintaining groundspeeds of 44 to 100 knots.

At 1037:07, the airplane turned to a southwesterly track of 194° to 201° for about 3 minutes and performed slow flight maneuvers. During this period, the airplane slowed to 46 knots for a period of 19 seconds, accelerated, and then slowed to 40 knots for 14 seconds before accelerating to 68 knots; these changes in airspeed were consistent with the pilot practicing stalls.

At 1040:52, the airplane began a southeast track of 133° that lasted for 2 minutes 36 seconds. During this final track, the airplane descended from 1,545 ft to 981 ft, decelerated from 81 knots to 26 knots, and then entered a rapid descent at a rate of about 2,000 ft per minute (fpm) and a rapid turn to the south. About 30 seconds before the rapid descent began, the airplane had a rate of descent of 510 fpm as it decelerated below 40 knots. The last valid GPS data point indicated an increasing groundspeed of 35 knots, an altitude of 587 ft (75 ft above ground level), and a track of 144°.

According to FAA air traffic control recordings and documentation, at 1318, about 2.5 hours after the last GPS data point, two US Army CH-47F helicopter crews were flying through the area and located the airplane wreckage after hearing an emergency locator transmitter signal.

PERSONNEL INFORMATION

The pilot, age 74, held an airline transport pilot certificate with an airplane multi-engine land rating. Additionally, he held commercial privileges for airplane single-engine land and single-engine sea. He held a third-class medical certificate issued on January 22, 2016, with the limitation: must have available glasses for near vision. According to documentation provided by family members, the pilot was well rested and in good health the morning of the accident.

The pilot co-owned the airplane with his son. The pilot also owned a Cessna 180 and had been flying it at least monthly according to his logbook entries.

Examination of the pilot's logbook revealed that he had recorded about 3,171 hours of flight experience, of which 2,736 hours were in single-engine airplanes and 206 hours were in a Citabria 7GCBC. The pilot's most recent flight review was conducted on February 24, 2016, in his Cessna 180 airplane. The flight instructor who conducted the last flight review stated that he was not sure if stalls were performed during the most recent flight review, but he recalled performing stalls during other reviews with the pilot. He also stated that the pilot was a very competent and conservative pilot.

AIRCRAFT INFORMATION

The two-seat, high-wing, conventional-gear airplane was manufactured in 1974 and equipped with a 150-horsepower Lycoming O-320-A2D reciprocating engine and a fixed-pitch, two-bladed McCauley metal propeller. The airplane had been altered by the installation of metal wing spars in accordance with FAA Supplemental Type Certificate (STC) SA3829NM. During the week before the accident, the airplane was equipped with Landis L-2000A straight skis in accordance with FAA STC SA261AL and Micro Aerodynamics vortex generators in accordance with FAA STC SA00795SE. The optional stall warning horn was not installed.

A review of the maintenance logbooks revealed that the last annual inspection of the airplane was completed on April 4, 2016, at which time the airframe and engine total times were 2,882.24 hours, and the engine time since major overhaul was 875.24 hours. According to the mechanic who maintained the airplane and the logbook entries, the engine throttle cable was removed and replaced the week before the accident due to a stiff throttle. The alternator was removed and replaced the day before the accident due to electrical issues that the airplane had on December 2. The transponder was removed for maintenance before the flight. At the time of the accident, the tachometer indicated 2,889.34 hours and the recording hour meter indicated 1,229.0 hours.

Weight and Balance

The actual gross weight of the airplane at the time of the accident could not be determined as the fuel quantity could not be verified. According to the mechanic's recollection, the fuel tanks were about 3/4 full before engine start, which would have been about 27 gallons. The airplane's weight and balance condition at the time of takeoff was calculated based on the estimated fuel onboard (156 lbs), the estimated pilot weight based on his most recent medical application and winter clothing (215 lbs + 4 lbs), actual cargo weights (1 lb front seat + 2.5 lb rear seat + 94 lbs in rear baggage area), and the airplane weight and balance form for the Landis ski configuration (1218 lbs empty weight + 15 lbs oil).

Page 1-3 of the Bellanca Citabria Pilot Operation Manual (POM) lists the maximum allowable gross weight of 1,650 lbs and the center of gravity limits between 14.2 inches and 19.2 inches aft of datum. The calculated takeoff weight was 1,705 lbs, which was 55 lbs above the maximum allowable gross weight. The airplane's weight at the time of the accident, about 18 minutes later with an estimated 24 gallons of fuel remaining, was calculated at 1,687 lbs. The center of gravity at the time of the accident was calculated using figures 5-1, 5-2 and 5-5 from the Citabria POM and determined to be 17.18 inches.

METEOROLOGICAL INFORMATION

The closest weather reporting facility to the accident site was at FAI, which was located about 16 miles north of the accident site at an elevation of 432 ft. At 1053, the recorded weather at FAI was wind from 010° at 5 knots, visibility 10 miles, sky clear below 12,000 ft, temperature -33°C, dew point temperature -36°C, and altimeter setting 30.63 inches of mercury.

On the day of the accident, sunrise in Fairbanks was at 1037. According to the National Oceanographic and Atmospheric Administration solar calculator, the sun was at an elevation angle of 0.1° above the horizon at an azimuth of 153° true at 1043.

On December 9, 2016, the NTSB investigator-in-charge (IIC) noted that while flying to the accident site via helicopter about 1100, sun glare was present in the direction of the rising sun, which made viewing the terrain details difficult.

For further weather information, see the weather study located in the public docket for this accident.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located within the southern border of the Fort Wainwright US Army base, about 7 miles south of Clear Creek Butte, in an open level area of snow-covered tundra and small groves of black spruce trees. All major components of the airplane were located at the accident site, which was contained within an area about 60 ft long and 20 ft wide at an elevation of about 512 ft. The airplane came to rest intact with the fuselage resting on the ground in a right 30° bank, in a slightly nose-down attitude, and on a heading of 220°. The initial impact point was indicated by three freshly fractured spruce tree tops about 350 ft northwest of the wreckage. The tallest tree was estimated to be 55 ft high. Red and white paint chips matching the airplane were located on the ground among broken limbs as thick as 4 inches in diameter. Initial ground impact was evident at two parallel ski marks in the snow and grass on a bearing of 140° from the damaged spruce trees. The tracks were about 30 ft long and were followed by about another 30 ft of disturbed snow patterns northwest of the wreckage.

The right wing sustained significant fore to aft crush damage to the inboard 8 ft of the wing structure with numerous main and rear spar fractures. An elliptical compression in the wing leading edge was about 1.5 ft deep and 6 inches wide, and tree bark and spruce needles were present in the damaged area. The wing was twisted upward and rotated rearward about 75° from the lateral axis. The right flap and aileron remained attached, and the flap was crushed. The left wing separated from the airframe at the lower lift strut bracket and folded up inverted over the top of the fuselage and came to rest with the wing root intruding downward into the cabin space. The left aileron and flap remained intact and attached. The fuel tanks were ruptured; however, fuel was present in the left wing, and samples were consistent with clear, bright, 100LL aviation gasoline.

The empennage remained attached to the fuselage with crush damage evident to the right horizontal stabilizer leading edge and a partially detached and torn right elevator. The outer portion of the right elevator was separated at a fracture in the torque tube and located at the initial ground impact point. The vertical stabilizer, rudder, and left horizontal stabilizer and elevator sustained minimal damage. Two of the rear fuselage wooden bulkheads sustained fractures and exhibited dark gray areas that indicated the presence of previous water damage.

Control continuity in the elevator, rudder, and ailerons was established from the cockpit to the control surfaces. The left flap control system was fractured at the torque tube at the wing root and the control rod. The right flap system was continuous out to the damaged wing section. The mechanical flap handle was secure in the full up notch, which was the flaps full down position.

The right forward fuselage exhibited downward crush damage which included buckled and separated right door and sidewall structure. The left fuselage upright support frames were separated and bent right which exposed the top front cabin area. The front windscreen, supports, and all glass were fragmented and scattered throughout the wreckage field. The throttle and propeller controls were full forward, and the mixture was out slightly. The carburetor heat lever was slightly aft of full forward. The electrical master switch was off, and the magneto switch was in the both position. The fuel valve handle was down. The elevator trim control was 2/3 forward. The altimeter indicated 620 ft with a Kollsman window setting of 30.68, and the vertical speed indicator had an indication of 175 fpm. The accelerometer indicated -2, 2, and a maximum load factor of 12 Gs.

The pilot's lap belt was latched around the pilot and attached to the seat frame, which was partially attached to the cabin floor. The pilot's shoulder harness was disconnected from the lap belt, and the inertial reel and harness remained attached to the cabin overhead tubing, which was torn away from the main structure. A detailed examination of the pilot's seat revealed that the left forward and aft support legs were separated from the airframe mounting structure, which had been altered with the addition of 15-inch-long thin metal brackets at each side that allowed for the fixed pilot seat to be installed further aft on the floor.

The right landing ski was located about 30 ft northwest of the wreckage with springs and cable attached. The landing gear leg was fractured at the airframe mount, and the ski exhibited a transverse fracture at the midspan. The left landing ski and the tail wheel and ski remained attached to the airframe with cables and springs intact.

The Micro VGs on the wings and horizontal stabilizer were examined, measured, and determined to be installed in accordance with the Micro Vortex Generator Kit Installation Manual MA2132 rev B. Some VGs were absent in areas of impact damage.

The engine remained attached to the airframe and exhibited impact damage to the right lower side. Examination of the engine revealed no evidence of anomalies, contamination, or malfunctions in any of the engine accessories. The cylinders, pistons, valve train, crankshaft, and other internal components showed no evidence of anomalies or malfunctions that would have precluded normal operation. Control continuity from the cockpit to the engine was established. Throttle cable binding was observed where an airframe mount had fractured at the weld due to impact forces. The fuel lines from the wing roots to the gascolator were clear of debris.

The propeller remained attached to the crankshaft, and one propeller blade exhibited a complete fracture through the mid-section about 1.6 ft from the blade butt. The fractured propeller tip was not located. The other propeller blade exhibited a span-wise torsional twist with a trailing edge "S" bending signature, indicative of rotational force during impact.

A senior metallurgist at the NTSB Materials Laboratory conducted examinations of the left-wing strut fracture and the throttle cable fuselage mount fracture. Magnified examinations of the throttle cable mounting bracket revealed fracture features and overall deformation patterns consistent with a twisting overstress fracture and separation after significant displacement of the bracket and no evidence of preexisting cracking or corrosion. The fractured left lift strut attachment was separated near the attaching bolt hole and displayed features and deformation patterns indicating a bending overstress separation with no corrosion or preexisting cracking noted.

MEDICAL AND PATHOLOGICAL INFORMATION

The Alaska State Medical Examiner, Anchorage, Alaska, performed an autopsy of the pilot. The report attributed the pilot's cause of death to multiple blunt force injuries.

The FAA Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed forensic toxicology on specimens from the pilot with negative results for carbon monoxide, cyanide, ethanol, and listed drugs.

ADDITIONAL INFORMATION

Air Traffic Control

An NTSB air traffic control specialist reviewed recorded Fairbanks radar data for the time and location of the accident flight but found no associated primary or mode C targets. The specialist reported that radar coverage in the accident area is limited due to terrain interference.

According to a statement and memorandum provided by the US Army Alaska command, there were no military aircraft flights, including Gray Eagle MQ-1C unmanned aircraft system flights, operating near the accident site on the morning of December 7, 2016.

Performance

The Bellanca POM lists on page 4-3 the power off stall speed for the 7GCBC as 50 mph (43 knots) calibrated airspeed (CAS) with flaps up (Vs), and 45 mph (39 knots) CAS with flaps extended (Vso) at 0° angle of bank.

The POM states on page 2-7 the following information.

The Citabria stall characteristics are conventional. The stall warning horn, if installed, will precede the actual stall by 5-10 MPH depending on the amount of power used. There is sufficient aerodynamic buffeting preceding the stall to provide the pilot with an adequate warning.

To recover from a stall, proceed as follows:

1. Nose attitude - LOWER with forward movement of control stick.

2. Throttle - FULL OPEN simultaneously with control stick movement.

3. Use rudder to maintain lateral control.

Stalls

The FAA Airplane Flying Handbook (FAA-H-8083-3A), chapter 4, states the following concerning stalls.

A stall is an aerodynamic condition which occurs when smooth airflow over the airplane's wings is disrupted resulting in loss of lift. Specifically, a stall occurs when the AOA-the angle between the chord line of the wing and the relative wind-exceeds the wing's critical AOA. It is possible to exceed the critical AOA at any airspeed, at any attitude, and any power setting.

A pilot must recognize the flight conditions that are conductive to stalls and know how to apply the necessary corrective action. This level of proficiency requires learning to recognize an impending stall by sight, sound, and feel.

The FAA Advisory Circular AC 61-65C, Stall and Spin Awareness Training, Change 2, provides the following information.

Stall demonstrations and practice, including maneuvering during slow flight and other maneuvers with distractions that can lead to inadvertent stalls, should be conducted at a sufficient altitude to enable recovery above 1,500 feet above ground level (agl) in single-engine airplanes.

Micro Vortex Generators

According to the Micro AeroDynamics Inc. website, the company's vortex generators create tiny vortices in the airstream over an airfoil. The vortices energize the boundary layer of air on the wing and tail surfaces, resulting in airflow that "sticks" to the wing and control surfaces better, improving airplane control at slow speeds.

The Micro VG Kit sales flyer for the Citabria 7GCBC states the following.

This jet age technology provides an 8% reduction in stall speed, improved aileron response, reduced landing and takeoff roll.

The kit consists of 84 Vortex Generators mounted on the wings, just aft of the leading edge, and 28 Vortex Generators mounted under the horizontal stabilizer.

The Micro AeroDynamics Installation Manual MA2132 rev B states the following in chapter 6.0.

COMPATIBILITY WITH OTHER STCs: As stated in the "Limitations and Conditions" section of the STC, the installer must determine compatibility of the Micro VG Kit with other STCs. This may be accomplished by a flight test of the aircraft. Any rated pilot may fly this test, which need only consist of a subjective evaluation of aircraft handling to determine that no adverse characteristics exist. Make a logbook entry of the flight test indication that this modification has not introduced any adverse effects upon the airworthiness of this aircraft.

The FAA STC SA00795SE states the following.

This approval shall not be extended…unless it is determined that the relationship between this change and any of those other previously approved modifications, will introduce no adverse effect upon the airworthiness of that aircraft.

There was no guidance provided by Micro AeroDynamics on how to determine adverse effect or how to conduct a subjective evaluation flight test. The manufacturer provided no information on how the slow flight characteristics would change what is published in the POM.

Flight test data that was used for the FAA STC Type Inspection Application test flight submitted by Micro AeroDynamics for the 8GCBC airplane, which has similar flight characteristics to the 7GCBC, included a notation by the FAA-designated flight test pilot that, before the VG installation, a definite left-wing drop was noted at aerodynamic stall; however, after VG installation, none was noted.

Decreasing the published stall speeds of the 7GCBC by 8% results in a stall speed of 40 knots CAS with the flaps up and 36 knots CAS with the flaps down. The POM does not provide tables for indicated airspeed (IAS) conversions at these slow speeds. The calculated true airspeeds (TAS) are 37 knots and 33 knots, respectively, based on an altitude of 1,000 ft, altimeter setting of 30.64 inches of mercury, and a temperature of -33°C.

GPS

The last GPS data point of the flight, which was captured about the time of impact, was not considered valid due to its geographical coordinates in relationship to the wreckage and the other pre and post impact GPS data. The derived groundspeed of 63 knots and track of 153° were also discounted. 

Pilot Information

Certificate: Airline Transport; Commercial
Age: 74, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 01/22/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 02/24/2016
Flight Time: 3171 hours (Total, all aircraft), 206 hours (Total, this make and model), 2667 hours (Pilot In Command, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: BELLANCA
Registration: N88452
Model/Series: 7GCBC Citabria
Aircraft Category: Airplane
Year of Manufacture: 1974
Amateur Built: No
Airworthiness Certificate: Aerobatic; Normal
Serial Number: 787-75
Landing Gear Type: Ski; Tailwheel
Seats: 2
Date/Type of Last Inspection: 04/04/2016, Annual
Certified Max Gross Wt.: 1650 lbs
Time Since Last Inspection: 7 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2889.39 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C91  installed, activated, aided in locating accident
Engine Model/Series: O-320-A2D
Registered Owner: On file
Rated Power: 150 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: PAFA, 432 ft msl
Distance from Accident Site: 16 Nautical Miles
Observation Time: 1953 UTC
Direction from Accident Site: 350°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR): 
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 10°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.63 inches Hg
Temperature/Dew Point:  -33°C / -36°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point:  Fairbanks, AK (AK28)
Type of Flight Plan Filed: VFR
Destination: Fairbanks, AK (AK28)
Type of Clearance: VFR
Departure Time: 1026 AKS
Type of Airspace:  Class G

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude:  64.541944, -147.757778 (est)

NTSB Identification: ANC17FA009
14 CFR Part 91: General Aviation
Accident occurred Wednesday, December 07, 2016 in Fairbanks, AK
Aircraft: BELLANCA 7GCBC, registration: N88452
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.

On December 7, 2016, about 1043 Alaska standard time, a tail wheel, ski-equipped Bellanca Citabria 7GCBC airplane, N88452, was substantially damaged after impacting snow-covered terrain about 17 miles southeast of Fairbanks, Alaska. The certificated airline transport pilot, the sole occupant, was fatally injured. The airplane was registered to the pilot and operated as a visual flight rules (VFR) personal flight conducted under Title 14 Code of Federal Regulations Part 91. A VFR flight plan was filed and activated. Visual meteorological conditions prevailed at the time of the accident. The flight departed Chena Marina Airport, Fairbanks at 1026 destined for the Tanana Flats southern training area.

During an interview with the National Transportation Safety Board (NTSB) investigator-in-charge (IIC) on December 9, the maintenance technician who recently worked on the airplane said that the pilot was performing a post-maintenance test flight for recently installed Micro Vortex Generators. He also said that he installed Landis 2000A penetration skis, a new throttle cable and a new alternator prior to the accident flight. The transponder was removed for repair prior to the accident flight.

A postaccident review of archived Federal Aviation Administration (FAA) radio communication recordings revealed that at 1026, the pilot departed Chena Marina Airport destined for the "southern working area," which is the common terminology for the Tanana Flats area located south of Fairbanks. At 1031 the pilot requested that Fairbanks tower activate his VFR flight plan. The last transmission from the pilot was a few minutes later when he asked if the restricted airspace R-2211 was hot, and tower reported it "cold." 

At about 1310, two U.S. Army CH-47 helicopters from the 1-52d Aviation Regiment heard a faint Emergency Locator Transmitter (ELT) beacon signal on VHF Guard, 121.5 Mhz. Shortly thereafter, a crew member visually identified the wreckage and one of the helicopters landed nearby to assist. Three soldiers went to the wreckage and discovered one occupant with fatal injuries. According to FAA records, Fairbanks tower control was notified at 1318. 

On December 9, the NTSB IIC, together with another NTSB investigator, two FAA safety inspectors, and two Alaska State Troopers, flew via helicopter to the wreckage site to conduct an accident investigation and recover the pilot's remains. 

The airplane was located about seven miles south of Clear Creek Butte, in an open area of snow covered-tundra that consisted of about 6 inches of snow with long grass and scrub brush protrusions among small groves of black spruce trees. All of the airplane's major components were found at the main wreckage site.

The Garmin 296 Global Positioning System (GPS) was recovered from the scene and sent to the NTSB Recorder Laboratory for data extraction. Preliminary post-departure data indicates that the airplane performed three full turns at various altitudes between 1,500 feet to 1,700 feet, followed by a long descending flight path to the southeast that included ground speeds at 26 knots at about 400 feet above the ground with some acceleration prior to ground impact. Headings during the final descent started at about 128 degrees and varied to 157 degrees. The GPS data indicates that motion ceased after time 1044. This data is preliminary and will continue to be evaluated.

On December 10, the airplane's wreckage was recovered, by helicopter, and transported to a secure hangar facility in Fairbanks. 

On December 13 and 14, with all investigative party members present, a wreckage layout and examination was completed, and additional component testing is pending. 

The closest weather reporting facility is at the Fairbanks International Airport, approximately 17 miles northeast the accident site. At 0953, an aviation routine weather report (METAR) was reporting, in part: wind 350 degrees at 3 knots, visibility 10 statute miles; sky condition clear; temperature -26 degrees F; dew point -31 degrees F; altimeter, 30.70 inHG. Sunrise was at time 1037.