Friday, September 21, 2018

Cessna 150H, N7152S: Fatal accident occurred September 20, 2018 near Festus Memorial Airport (KFES), Jefferson County, Missouri

Michael Gunnar Metzger

Jacob Alexander Metzger



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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; St. Louis; St. Ann, Missouri
Textron Aviation; Wichita, Kansas
Continental Motors; Mobile, Alabama

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

https://registry.faa.gov/N7152S

Location: Festus, MO
Accident Number: CEN18FA384
Date & Time: 09/20/2018, 2230 CDT
Registration: N7152S
Aircraft: Cessna 150
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 20, 2018, about 2230 central daylight time (CDT), a Cessna 150H airplane, N7152S, impacted a tree-covered swamp after executing a go-around in dark, night conditions near the Festus Memorial Airport (FES), Festus, Missouri. The left seat air transport pilot and right seat passenger sustained fatal injuries. The airplane sustained substantial damage. The airplane was registered to a private individual and was operated by the pilot under the provisions of Title 14 Code of Federal Regulations (CFR) Part 91 as a visual flight rules personal flight. Visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The flight originated from the Greensburg Municipal Airport (I34), Greensburg, Indiana, about 2015 eastern daylight time (EDT).

Family members of the pilot reported that the purpose of the flight was for the pilot to travel to Collins, New York, to retrieve the airplane and bring it to FES. The airplane was going to be used for flight instruction for the pilot's son, who was also traveling with the pilot at the time of the accident. The pilot worked professionally as a commercial airline pilot and previously as a helicopter air ambulance pilot. The airplane was owned by the pilot's father and was stationed at a private residence, with a private airstrip. The pilot's father and the pilot had an "open-ended" agreement that the pilot would eventually travel to Collins, New York, to retrieve the airplane. On September 20, 2018, the pilot traveled from St. Louis, Missouri, to Buffalo, New York, via commercial airline. The pilot and his son were picked up from the airport by a family member and transported to the private airstrip. The pilot departed from the private airstrip about 1400 EDT.

The cross-country flight consisted of travel through Pennsylvania, Ohio, Indiana, and Illinois. Receipts provided by a family member and found in the wreckage showed that the pilot had refueled the airplane three times during the trip. The first refueling stop was at the Chautauqua County/Dunkirk Airport (DKK), Dunkirk, New York, at 1434 EDT for 13.4 gallons of 100LL fuel (commonly referred to as "avgas"). The distance between the private airstrip in Collins, New York, and DKK is about 19 miles. The second refueling stop was at the Knox County Airport (4I3), Mount Vernon, Ohio, at 1753 EDT for 16.56 gallons of 100LL fuel. The distance between DKK and 4I3 is about 226 miles. The third refueling stop was at I34, for 13.62 gallons of 100LL fuel at 2006 EDT. The distance between 4I3 and I34 is about 174 miles. The distance from I34 to FES is about 275 miles.

During the trip, the pilot was communicating with his fiancé via text message from his cellular phone. The pilot communicated to the fiancé that the airplane was experiencing a "small electrical problem" and he reported that his estimated time of arrival (ETA) would be determined "at the next fuel stop… just before dark." The pilot reported to her that the ETA for FES would be about 2215 CDT. He asked the fiancé to be stationed on the north end of runway 10 with a flashlight to help vector the airplane in for landing. The pilot directed the fiancé, "lights on the north end pointing north."

FES has one asphalt runway, 10 and 19, that is 2,202 feet long and 46 feet wide. The airport lighting system at FES consisted of runway edge lights (medium intensity runway lights) along with runway end identifier lights. These types of lighting systems are considered pilot controlled lighting where a pilot can activate the lighting system while airborne by keying the aircraft's microphone a set number of times on the airport's common traffic advisory frequency. The lighting system can also be manually activated by a switch on the outside of the main hangar/office building at FES. A review of Federal Aviation Administration (FAA) Notices to Airmen (commonly referred to as "NOTAMS") data for the day of the accident found no malfunctions or failures of the airport lighting system listed for FES.

The pilot reported to the fiancé that he would attempt to activate the airport lighting system with a handheld very high frequency (VHF) radio, but he was unsure if the radio had enough battery power to perform the task. The fiancé traveled to the requested area at the airport. She reported that the airplane was landing from the north to runway 10. In addition to the lighting provide by the fiancé, the main hangar/office building had one outside light on at the time of the accident. The pilot attempted to land, but she was unsure if the airplane touched down on the runway due to the dark, night conditions present that hampered her visual acquisition of the airplane. She reported that the airplane was "blacked out" and did not have any exterior lights on when it tried to land. The pilot executed a go-around procedure. The last text message from the pilot stated, "keep light on." After several minutes of not seeing or hearing the airplane, the fiancé tried contacting the pilot multiple times with no response. The fiancé contacted law enforcement about 30 minutes after the last text message was received.

The Jefferson County (Missouri) Sheriff's Office initiated a search for the missing airplane working with multiple ground and air assets. Data acquired from the cellular phones in the wreckage were used to help determine the search area. The wreckage was located by air assets in a tree-covered swamp, near the Plattin Creek, on September 21 about 0740 CDT. The wreckage was situated about one quarter of a mile south east of the departure end of runway 19 and about 440 feet above mean sea level. The airplane was equipped with a Pointer 3000 emergency locator transmitter (ELT), Technical Standard Order 91 (operating on 121.5/243.0 megahertz). The U.S. Air Force Rescue Coordination Center at Tyndall Air Force Base, Florida, reported no ELT signals were received by their monitoring systems from the accident airplane.

On September 22, the National Transportation Safety Board investigation-in-charge, two aviation safety inspectors from the FAA St. Louis Flight Standards District Office, and air safety investigators from Continental Motors and Textron Aviation traveled to the accident site. The investigative team hiked to the accident site and an examination was conducted on the airframe and engine. During the examination, no preimpact mechanical malfunctions or failures with the airplane were noted. The airplane sustained substantial damage to both wings, the fuselage, and the empennage. All structural components of the airplane were located at the accident site.

Photograph 1 - Aerial view of the wreckage
 (courtesy of KSDK.com).

No evidence of breaching was observed with the wings that held the fuel tanks. A total of about 2.25 gallons of fuel were extracted from both fuel tanks. The Cessna 150H pilot's operating handbook (POH) states that the maximum capacity for both fuel tanks is 26 gallons total (13 gallons in each tank). The POH further states that the usable fuel amount for all flight conditions is 22.5 gallons total and the unusable fuel amount is 3.5 gallons total.

The alternator and voltage regulator were removed from the wreckage and were retained for future examination and testing. An examination of the maintenance records revealed no evidence of uncorrected mechanical discrepancies with the airplane. Two working handheld flashlights were found in the cockpit. The handheld VHF radio, two cellular phones, and an electronic tablet were recovered from the wreckage and secured.

The U.S. Naval Observatory, Washington, District of Columbia, provided various sun and moon data for the day of the accident for FES. Sunset was 1902, and the end of civil twilight was 1928. Moonrise was 1656, and the moon transit was 2206. The phase of the moon was listed as, "Waxing Gibbous with 83% of the moon's civil disk illuminated."

The two-seat capacity airplane, serial number 15067852, was manufactured in 1967. The airplane was equipped with a 100 horsepower Continental Motors O-200-A carbureted engine, serial number 67630-7-A. 

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N7152S
Model/Series: 150 H
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night/Dark
Observation Facility, Elevation: KCPS, 413 ft msl
Observation Time: 0353 UTC
Distance from Accident Site: 25 Nautical Miles
Temperature/Dew Point: 27°C / 19°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 5 knots / , 180°
Lowest Ceiling: None
Visibility: 10 Miles
Altimeter Setting: 29.91 inches Hg
Type of Flight Plan Filed: None
Departure Point: Greensburg, IN (I34)
Destination: Festus, MO (FES)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude:  38.190000, -90.384444 (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.

Obituary of Michael Metzger

Michael Gunnar Metzger, age 56, died in the early morning of Friday, September 21st, 2018 when the Cessna 150 he was piloting with his son, Jacob Metzger, crashed while trying to land in Festus, Missouri.

Michael was born on June 13, 1962 in Topeka, Kansas. He grew up around planes. Mike started flying when he was just 13 years old. From there, he joined the US Army. He later transferred to the US Air Force and finally to the Iowa National Guard. During this time, he also flew Medevac helicopters, most notably for the University of Iowa hospital. Once retired from the military, he began flying commercially for American Airlines. He was very active in the local aviation community where he lived, in Hillsboro, Missouri, and was a CO in the Missouri Commemorative Air Force.

In his free time, he was absolutely devoted to his children. He would carry their pictures with him and talk about them to anyone who would listen. He was a true nature lover, and was always excited to talk about his hummingbirds and the waterfall he always wanted in his backyard.

Michael is survived by three children, Aly, JC, and Shane Metzger, and his fiancée, Margo Smith.

A gathering for family and friends to celebrate Mike’s life will be from 4 to 7 pm Tuesday, September 25, 2018, at Gay & Ciha Funeral and Cremation Service in Iowa City. His remains will be buried in his hometown of Collins, NY, along with those of his son, Jacob. A private family service will be held in New York this weekend. To share a thought, memory or condolence please visit the funeral home website @ www.gayandciha.com.

https://gayandciha.com

Obituary of Jacob Metzger

Jacob Alexander Metzger, age 20, died in the early hours of the morning on Friday, September 21, 2018 when the Cessna 150 he and his father, Michael Metzger, were flying crashed while trying to land in Festus, Missouri.

Jacob was born on June 20th, 1998 in Seattle, Washington. From an early age, two things were clear: he loved his friends and family, and he was going to be a pilot. He always knew how to light up a room, and could tell when you needed a hug or a shoulder to cry on. He was always a hardworking kid, whether it was with Maxwell Construction, Texas Roadhouse, or at home fixing his trucks. Jake and his dad would spend entire days with each other, repairing and refurbishing cars, boats, and planes. He always said he was learning to become a pilot, just like his dad. Jacob had been preparing for flight school. The day before the accident, Jacob had piloted the plane himself for two hours, and said that it was the best two hours of his life. Thus it can only be said that Jacob died doing what he loved.

He leaves behind a mother, Jane Taylor, and three siblings, Aly, JC, and Shane Metzger.

A gathering for family and friends to celebrate Jacob’s life will be from 4 to 7 pm Tuesday, September 25, 2018, at Gay & Ciha Funeral and Cremation Service in Iowa City. Per his expressed wishes, his remains will be buried with his father’s in Buffalo, NY. To share a thought, memory or condolence please visit the funeral home website @ www.gayandciha.com.

Jacob was posthumously granted admission to the American Airlines Cadet Academy. He has finally earned his wings.

https://gayandciha.com

JEFFERSON COUNTY • Police have identified a father and son who were killed in a plane crash Friday near Festus after electrical problems made it hard for them to see the runway. 

The sheriff's office identified them as Michael G. Metzger, 56, of Hillsboro and his son, Jacob A. Metzger, 20, through dental records. Jacob Metzger lived in Iowa.

Michael Metzger, a pilot for American Airlines, had been flying the small plane back from New York to refurbish in Festus, where they had a hangar, when the plane crashed about 2 a.m. Friday about 200 to 300 yards from the runway. 

Before trying to land, Metzger texted his fiancée and asked her to stand with flashlights on the runway so he could see where he was going, according to police. The two were texting back and forth, police said.

Police said lights at the airport are not on throughout the evening, but pilots can activate something on their radios to turn the lights on once they get close. Without electrical power, the pilot could not activate the lights.

The National Transportation Safety Board is investigating the crash.

https://www.stltoday.com

   

FESTUS, Mo. (KMOV.com) -- An airline pilot and his son were killed Thursday night when their small plane crashed near the Festus Memorial Airport after a mechanical failure.

Authorities haven’t released the names of the father, who was in his mid-50s, and his son, who was in his early 20s.

Festus Memorial Airport Vice President Mike Bippen told News 4 the pilot was very experienced.

"With him being an American Airlines pilot, I mean he's probably got more hours than all of us put together," said Bippen.

According to the Jefferson County Sheriff’s Department, the father and son were returning with a Cessna 150 they had purchased in New York which the son planned to use as he pursued a pilot’s license. At some point in the flight, the plane lost all electrical power.

"If he had lost his whole electrical system he wouldn't be able to see inside the cockpit at night. He wouldn't be able to see what his airspeed is, his elevation, you know the heading,” said Bippen.

Like most small airports, Festus Memorial Airport isn’t staffed 24 hours a day and the lights are turned off at night. Pilots can remotely turn them on by clicking the microphone of their radio six times. But the pilot of the Cessna couldn’t do that because of the mechanical problems.

"He texted his fiancée to respond out here to assist in either getting the lights on for the runway or to use a flashlight to indicate the end of the runway,” said Corporal John Kozel with the Jefferson County Sheriff’s Department.

Kozel said the fiancé went to the airport but couldn’t get the lights on, so she stood at the end of the runway with a flashlight. He said the plane attempted to land but was offline, then crashed as it tried to circle back around for a second attempt.

The plane went down around 10:30 p.m. in a heavily wooded area. During the night, a search was suspended because of the weather but the plane was discovered Friday morning around 7:40 a.m. by a helicopter from Mercy Hospital, which was aiding in the search.

"It's just sad, tragic deal for a nice person and his son to pass this way," said Bippen.

Investigators with the Federal Aviation Administration arrived Friday morning and an investigator with the National Transportation Safety Board was expected to arrive Friday night or Saturday morning.

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







JEFFERSON COUNTY • A father and his adult son were killed in a plane crash near Festus after electrical problems made it hard for him to see the runway, authorities said Friday morning.

Before trying to land, the pilot even texted his fiancée and asked her to stand with flashlights on the runway so he could see where he was going, police say.

The single-engine Cessna 150 crashed about 200 to 300 yards from the runway, said Mike Bippen, vice president of CAEE, which runs the airport.

There were no survivors, he said.

The names of the dead haven’t been released. The father was in his 50s and an American Airlines pilot from the Jefferson County area. His son was in his 20s, Bippen said.

The father and son were bringing a plane back from New York. They planned to refurbish it in Festus, where they had a hangar.

Jefferson County Sheriff Dave Marshak said the pilot had reported electrical issues Thursday night. Authorities had been searching for the plane for several hours when they found the wreckage before 8 a.m. Friday.

Marshak said the pilot’s fiancée called police at 2 a.m. Friday. The pilot had contacted her from the plane when he was having electrical problems. Marshak said lights at the airport are not on throughout the evening, but pilots can activate something on their radios to turn the lights on once they get close. Without power, the pilot could not activate the lights.

He asked the woman to stand at the end of the runway with a flashlight so he could try to see where to go, the sheriff said. The man and woman were texting back and forth, Marshak said.

Police tried to get a helicopter in the air for a search but rain hampered that effort. They began a ground search Friday morning. On the south end of the airport, they found the plane in woods near Joachim Creek.

The National Transportation Safety Board is investigating the crash.

Bippen, the airport executive, said the father was an experienced pilot for American Airlines. “So he had plenty of hours of flying,” Bippen said.

Bippen said most small airports like the one in Festus have a system where the pilots activate the runway lights by clicking their mic six times. “His plane was having electrical issues, which would mean he probably had no lights on his plane and couldn’t see his instruments,” Bippen said. “We don’t know if he tried to land.”

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

Avid Flyer Mk IV, EC-YFP: Fatal accident occurred May 26, 2018 in Loja, Granada, Spain



NTSB Identification: CEN18WA196
14 CFR Part 91: General Aviation
Accident occurred Saturday, May 26, 2018 in Granada, Spain
Aircraft: AVID AVID FLYER, registration:
Injuries: 1 Fatal, 1 Serious.

The foreign authority was the source of this information.

On May 26, 2018, at 1030 UTC, an Avid Flyer Stol, EC-YFP, encountered a loss of climb during initial climb out and subsequent impact with terrain near Loja Aerodrome, Granada, Spain. The experimental airplane was destroyed; the pilot suffered serious injuries and the passenger was fatally injured. The Avid Flyer had departed on a local flight.

This investigation is under the jurisdiction and control of the Comisión de Investigación de Accidentes e Incidentes de Aviación Civil (CIAIAC) Spain. Under the provisions of Annex 13 of the Convention on International Civil Aviation as a State of Design, the United States has designated an accredited representative to participate in the investigation. Any further information may be obtained from:

CIAIAC Spain: 
c/ Fruela, 6 
28011 Madrid
Telephone: +34 91 597 8960-63
E-mail: caiiac@fomento.es
Investigator-in-Charge: Mr. Juan A Plaza
Telephone: +34 91 597 8964 
E-mail: japlaza@fomento.es 

This report is for informational purposes only and contains only information released by, or obtained from, the CIAIAC Spain.








Aviación Civil investiga las causas por las que una aeronave se ha estrellado este mediodía en una zona de olivar de Loja (Granada), accidente en el que ha fallecido un hombre de 55 años y ha resultado herido muy grave un joven de 25, ambos vecinos de la provincia de Málaga.

Según han informado a Efe fuentes de la Guardia Civil, que inicialmente se hizo cargo del suceso, será personal especializado de Aviación Civil el que investigue las causas del accidente mortal registrado sobre las 12.30 horas en una zona de olivar ubicada en Loja (Granada).

Del suceso alertó un conductor que ha visto cómo la avionetas se estrellaba en un paraje agrícola a la altura del kilómetro 178 de la A-92, sentido Sevilla, punto hasta el que se han desplazado agentes de la Guardia Civil y el helicóptero de este cuerpo armado, la Policía Local y los Bomberos de Loja y Protección Civil.

La Guardia Civil también ha precisado que la aeronave había salido de un aeródromo ubicado en Campillos (Málaga) y no de las instalaciones civiles de Cuesta de la Palma de Loja, con una ruta programada que incluía dar una vuelta por la comarca de Granada en la que se ha estrellado y regresar al punto de salida, según comunicó al aeropuerto de Granada.

El accidente se ha saldado con la muerte de un hombre de 55 años y vecino de Málaga que volaba acompañado de un joven de 25 años de Vélez Málaga, que ha sufrido múltiples fracturas y ha sido evacuado en helicóptero hasta el hospital malagueño Carlos Haya, centro en el que ha ingresado en estado muy grave.

De momento no ha trascendido quién pilotaba la aeronave y se investigan las causas del accidente, que se ha producido con buena climatología y sin niebla.

https://www.diariosur.es

de Havilland Canada DHC-2 Beaver, N121AK: Accident occurred September 20, 2018 in Igiugig, Alaska

Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska

Rainbow River Lodge LLC

https://registry.faa.gov/N121AK

NTSB Identification: GAA18CA565
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 20, 2018 in Igiugig, AK
Aircraft: De Havilland DHC 2, registration: N121AK

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.

Crashed into trees.

Date: 21-SEP-18
Time: 02:15:00Z
Regis#: N121AK
Aircraft Make: DEHAVILLAND
Aircraft Model: DHC 2
Event Type: ACCIDENT
Highest Injury: MINOR
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: UNKNOWN
Flight Phase: TAKEOFF (TOF)
Operation: 91
City: IGIUGIG
State: ALASKA



Multiple people suffered "minor non-life threatening injuries" as the result of a plane crash near the Bristol Bay village of Igiugig, according to Alaska State Troopers.

AST said the Dehavilland DHC-2 float plane operated by a lodge in the area was carrying seven people when it crashed shortly after taking off Thursday afternoon.

The plane was operated by Rainbow River Lodge, AST spokesperson Megan Peters later confirmed. 

One person was transported to a local clinic for their injuries. 

The National Transportation Safety Board has been notified. No further information is available at this time. 

Igiugig is a remote village of about 50 people, situated at the mouth of the Kvichak River on Lake Iliamna and is part of the Lake and Peninsula Borough. 


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

A plane crashed Thursday afternoon near the village of Igiugig. Alaska State Troopers say seven people were onboard the Dehavilland DHC-2, which was operated by local lodge. All survived. According to the Federal Aviation Administration, two onboard suffered minor injuries, and there was substantial damage to the aircraft. 

The National Transportation Safety Board has been notified, and troopers will continue to investigate. The cause of the crash has not been confirmed.

Original article can be found here ➤ http://www.kdlg.org

Piper PA-28-180, N703TK: Incident occurred September 20, 2018 in Agua Caliente Springs, San Diego County, California

Federal Aviation Administration / Flight Standards District Office; Sacramento, California

Made emergency landing on a dirt road.

Lorimar Group Inc

https://registry.faa.gov/N703TK

Date: 20-SEP-18
Time: 22:12:00Z
Regis#: N703TK
Aircraft Make: PIPER
Aircraft Model: PA 28 180
Event Type: INCIDENT
Highest Injury: UNKNOWN
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: UNKNOWN (UNK)
Operation: 91
City: AGUA CALIENTE SPRINGS
State: CALIFORNIA

Mooney M20J, N66201: Incident occurred September 20, 2018 at Kalaeloa Airport (PHJR), Hawaii

Federal Aviation Administration / Flight Standards District Office; Honolulu, Hawaii

Landed gear up.

Perly Aviation Inc Trustee

https://registry.faa.gov/N66201

Date: 20-SEP-18
Time: 02:20:00Z
Regis#: N66201
Aircraft Make: MOONEY
Aircraft Model: M20J
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: KAPOLEI
State: HAWAII

Boeing PT-17 Kaydet, N34KS: Accident occurred September 15, 2018 at Morris Municipal Airport (C09), Grundy County, Illinois

Federal Aviation Administration / Flight Standards District Office; DuPage, Illinois

While on landing roll, aircraft suffered damaged to upper and lower wing tip due to drifting into Bellanca 7ECA, N8503.

https://registry.faa.gov/N34KS

Date: 15-SEP-18
Time: 15:15:00Z
Regis#: N34KS
Aircraft Make: BOEING
Aircraft Model: PT 17
Event Type: ACCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: MORRIS
State: ILLINOIS

Hiller UH-12E, N1349A: Accident occurred September 20, 2018 in Frankfort, Marshall County, Kansas

Federal Aviation Administration / Flight Standards District Office; Wichita, Kansas

Sky Copters Inc

https://registry.faa.gov/N1349A

NTSB Identification: GAA18CA573
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 20, 2018 in Frankfort, KS
Aircraft: Hiller UH 12E, registration: N1349A

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.


Rotor blade impacted equipment.

Date: 20-SEP-18
Time: 14:45:00Z
Regis#: N1349A
Aircraft Make: HILLER
Aircraft Model: UH 12E
Event Type: ACCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: CORPORATE
Flight Phase: MANEUVERING (MNV)
Operation: 91
City: FRANKFORT
State: KANSAS

Piper PA-22-135 Tri-Pacer, N3544A: Accident occurred September 17, 2018 at Hillsdale Municipal Airport (KJYM), Michigan

Federal Aviation Administration / Flight Standards District Office; East Michigan

https://registry.faa.gov/N3544A

NTSB Identification: GAA18CA560
14 CFR Part 91: General Aviation
Accident occurred Monday, September 17, 2018 in Hillsdale, MI
Aircraft: Piper PA22, registration: N3544A

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.

Flipped over on landing.

Date: 18-SEP-18
Time: 22:15:00Z
Regis#: N3544A
Aircraft Make: PIPER
Aircraft Model: PA 22 135
Event Type: ACCIDENT
Highest Injury: MINOR
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: HILLSDALE
State: MICHIGAN

Schleicher ASK 13, N545TT: Incident occurred September 13, 2018 at Richmond Field Airport (69G), Gregory, Livingston County, Michigan

Federal Aviation Administration / Flight Standards District Office; North Michigan

Hard landing.

Sandhill Soaring Club

https://registry.faa.gov/N545TT

Date: 13-SEP-18
Time: 21:40:00Z
Regis#: N545TT
Aircraft Make: SCHLEICHER
Aircraft Model: AS K13
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
Operation: 91
City: GREGORY
State: MICHIGAN

Beech V35B Bonanza, N1120M: Incident occurred September 20, 2018 at Minden-Tahoe Airport (KMEV), Douglas County, Nevada

Federal Aviation Administration / Flight Standards District Office; Reno, Nevada

Gear up landing.

https://registry.faa.gov/N1120M

Date: 20-SEP-18
Time: 21:00:00Z
Regis#: N1120M
Aircraft Make: BEECH
Aircraft Model: V35B
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: MINDEN
State: NEVADA

Piper PA-24-260, N9292P: Incident occurred September 20, 2018 at Pearland Regional Airport (KLVJ), Brazoria County, Texas

Federal Aviation Administration / Flight Standards District Office; Houston, Texas

Gear up landing.

https://registry.faa.gov/N9292P

Date: 21-SEP-18
Time: 04:28:00Z
Regis#: N9292P
Aircraft Make: PIPER
Aircraft Model: PA 24 260
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: HOUSTON
State: TEXAS

Cessna 172S Skyhawk SP, N56LU: Incident occurred September 20, 2018 in Longview, Texas

Federal Aviation Administration / Flight Standards District Office; North Texas

Made off airport landing.

LeTourneau University

https://registry.faa.gov/N56LU

Date: 20-SEP-18
Time: 21:42:00Z
Regis#: N56LU
Aircraft Make: TEXTRON
Aircraft Model: 172S
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: NONE
Activity: INSTRUCTION
Flight Phase: LANDING (LDG)
Operation: 91
City: LONGVIEW
State: TEXAS

Cessna TU206G Turbo Stationair, registered to and operated by The United States Department of Agriculture, N756NN: Accident occurred September 20, 2018 in Brenham, Washington County, Texas

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Houston, Texas

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

https://registry.faa.gov/N756NN

Location: Brenham, TX
Accident Number: WPR18LA271
Date & Time: 09/20/2018, 1522 CDT
Registration: N756NN
Aircraft: Cessna TU206
Injuries: 2 None
Flight Conducted Under: Public Aircraft 

On September 20, 2018, about 1522 central daylight time, a Cessna TU206G, N756NN, sustained substantial damage during a forced landing just short of Brenham Municipal Airport (11R), Brenham, Texas. The airline transport pilot and passenger were not injured. The airplane was registered to and operated by The United States Department of Agriculture as a public aircraft flight. The cross-country aerial observation flight departed San Angelo Regional Airport/Mathis Field (KSJT), San Angelo, Texas, about 1040 with a planned destination of Brenham. Visual meteorological conditions prevailed, and no flight plan had been filed.

After completing a series of photographic assignments in the Central and North Texas areas, the pilot determined there would still be enough fuel remaining to return to base in San Angelo. After circumventing rain showers, he began the landing approach to runway 16, and having reached a 5-mile-final, the engine began to lose power. He switched the fuel selector valve to another tank, however the engine did not respond, and a short time later all power was lost. With limited altitude available to troubleshoot, he maneuvered the airplane for a forced landing into a field. The airplane struck a tree and fence during the approach, damaging the left wing. 

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N756NN
Model/Series: TU206 G
Aircraft Category: Airplane
Amateur Built: No
Operator: US Department of Agriculture
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: K11R, 308 ft msl
Observation Time: 0115 UTC
Distance from Accident Site: 6 Nautical Miles
Temperature/Dew Point: 25°C / 24°C
Lowest Cloud Condition: Scattered / 2500 ft agl
Wind Speed/Gusts, Direction: 3 knots / , 100°
Lowest Ceiling: None
Visibility: 10 Miles
Altimeter Setting: 29.94 inches Hg
Type of Flight Plan Filed: None
Departure Point: San Angelo, TX (SJT)
Destination: Brenham, TX (11R)

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 30.320000, -96.360000 (est)

SkyWest Airlines, Canadair CRJ-900, N679CA: Incident occurred September 20, 2018 at Salt Lake City International Airport (KSLC), Utah

Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah

Flight DL-4813: Lost wheel on takeoff, landed without incident.

Delta Air Lines Inc

https://registry.faa.gov/N679CA

Date: 21-SEP-18
Time: 02:50:00Z
Regis#: N679CA
Aircraft Make: BOMBARDIER
Aircraft Model: CL 600 2D24
Event Type: INCIDENT
Highest Injury: UNKNOWN
Aircraft Missing: No
Damage: UNKNOWN
Activity: COMMERCIAL
Flight Phase: TAKEOFF (TOF)
Operation: 121
Aircraft Operator: SKYWEST
Flight Number: UNK
City: SALT LAKE CITY
State: UTAH

Bellanca 7GCAA, N88373: Fatal accident occurred November 25, 2016 in Glamis, Imperial County, California


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

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

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

Investigation Docket - National Transportation Safety Board:https://dms.ntsb.gov/pubdms 
  
http://registry.faa.gov/N88373



Location: Glamis, CA
Accident Number: WPR17FA029
Date & Time: 11/25/2016, 1145 PST
Registration: N88373
Aircraft: BELLANCA 7GCAA
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal - Air Medical (Unspecified) 

On November 25, 2016, about 1145 Pacific standard time, a Bellanca 7GCAA airplane, N88373, was substantially damaged when it impacted terrain while on approach to landing at a private airstrip near Glamis, California. The private pilot sustained fatal injuries, and the passenger sustained serious injuries. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight. The flight originated from an open desert area near the airstrip about 5 minutes before the accident.

A friend of the pilot reported that the pilot had been giving 10- to 15-minute rides to people they were camping with and that he was taking off and landing from a long area of packed sand near their campsite. He further reported that the accident occurred as the pilot was conducting his sixth ride flight of the day with the intention of landing at the private airstrip to park the airplane overnight. The friend stated that during the previous ride flights, the pilot had flown over his intended landing area about 50 ft above ground level (agl) and then continued in a traffic pattern for the landing area about 50 ft agl. He added that the pilot had also flown low in the sand dune bowls in the area during the previous flights.

Two witnesses located near the dirt airstrip reported that they observed the airplane touch down about halfway down the runway on a westerly heading while traveling at a high speed. The witnesses said that the airplane's engine powered up, and the airplane pitched upward about 30° before it banked steeply to the right as the pilot executed a 180° turn to parallel the runway. The airplane leveled off at an altitude of about 100 to 150 ft above ground level (agl). Shortly thereafter, the witnesses observed the airplane make a steep right turn toward the runway before it descended out of their line of sight. The witnesses reported that at the time of the accident, the wind was from the east-northeast at 15 to 20 miles per hour.

During a telephone interview, the passenger reported that she recalled the pilot conducting a touch-and-go landing and stating that he "didn't like the way that felt" before "pulling out and banking hard to the right." The passenger stated that the last thing she remembered was the airplane "going straight down."

PERSONNEL INFORMATION

The pilot, age 59, held a private pilot certificate with an airplane single-engine land rating. He held a third-class airman medical certificate issued on September 26, 2016, with the limitation, "must wear corrective lenses for near and distant vision." On the application for this medical certificate, the pilot reported a total flight experience of 430 hours of which 15 hours were in the previous 6 months. 

Review of the pilot's logbooks revealed that between July 14, 1987, and April 10, 2011, he had logged 265.3 hours of flight experience. Between October 19, 2013, and November 9, 2016, he had logged 178.9 hours. According to his logbooks, the pilot had a total of 442.2 hours of flight experience. The pilot had logged 205.5 hours in the accident make/model airplane of which 8.1 hours and 2.7 hours were in the 90 days and 30 days, respectively, before the accident.

AIRCRAFT INFORMATION

The two-seat, tailwheel-equipped airplane, serial number 304-74, was powered by a 150-horsepower Lycoming O-320-A2D engine, serial number L-39348-27A, driving a Sensenich fixed-pitch propeller. The front and rear seats were equipped with shoulder restraints.

Review of the airframe and engine logbooks revealed that the most recent annual inspection was completed on May 9, 2016, at an airframe total time and tachometer time of 4,380 hours. The engine was last overhauled on June 21, 1996, at a tachometer time of 1,650.49 hours. At the time of the accident, the airframe had accumulated 17.2 hours since the most recent annual inspection, and the engine had accumulated 2,746.71 hours since major overhaul.

AIRPORT INFORMATION

The private airstrip was located in an area of open desert terrain. The reported field elevation was 440 ft mean sea level. The dirt runway was oriented about 230°/050° and was about 3,000 ft in length. No flags or windsocks were located near the runway nor was there any weather reporting equipment located at the private airstrip.

METEOROLOGICAL INFORMATION

At 1153, the automated weather observation station at Imperial Airport (IPL), Imperial, California, located about 30 miles west of the accident site, reported wind from 350° at 4 knots, visibility 10 statute miles, clear sky, temperature 23°C, dew point -5°C, and an altimeter setting of 30.10 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site revealed that the airplane impacted open desert terrain about 565 ft short (northeast) of the approach end of the southwest (230°) runway at the private airstrip. The debris path was about 34 ft in length oriented on a magnetic heading of about 206°. The first identified point of impact (FIPC) was a 1-ft by 2-ft area of disturbed dirt. The propeller, starter ring gear, plexiglass, and a portion of engine cowling were located within a 5-ft by 4-ft area of disturbed dirt about 24 ft from the FIPC. The main wreckage, which included the fuselage and both wings, was located about 34 ft from the FIPC. The fuselage came to rest upright on a magnetic heading of about 009°. Adjacent to the left wing and propeller were portions of the strobe light housing and red navigation light lens from the left wing tip. 

The left wing was separated from the airframe and displaced forward. The leading edge of the wing was compressed aft to the main spar from about mid-span outboard to the wing tip. The lift struts remained attached to the wing, and the aft strut was bent. The aileron remained attached via all three mounts. The control linkage from the aileron to the bell crank was intact. Both control cables remained attached to the bell crank and extended inboard to the wing root where they were separated. The separated ends of both control cables exhibited splayed signatures that were consistent with tension overload separation.

The right wing was separated from the fuselage. The entire wing was buckled throughout, and both wing spars were fractured in multiple locations. The lift struts remained attached to the wing. The forward lift strut was bent with leading edge scratches, and the aft strut was bowed. The wingtip exhibited a 7-inch-wide circular impression on the leading edge that was consistent with an impact with the right main landing gear tire. The right-wing tip lights remained attached to the wing tip. The aileron, which remained attached to the outboard and middle attach points, was buckled upward at mid span. The control linkage from the aileron to the bell crank remained attached. The control cables extended from the bell crank to the wing root where they were separated. The separated ends of both cables exhibited splayed signatures that were consistent with overload separation.

The fuselage was intact from the rear door post aft to the empennage. The fuselage structure forward of the rear doorpost was bent and compressed upward with aft compression. The right main landing gear was separated. The left main landing gear remained attached and was bent upward. The airframe fuel strainer screen was free of debris. The front and rear seat lap belts were unbuckled. The forward shoulder restraint was cut. The rear shoulder restraint remained attached to the lap belt buckle.

The empennage was intact and undamaged. The left and right elevators remained attached to their respective attach points on the horizontal stabilizers. The rudder remained attached to the vertical stabilizer.

Flight control continuity for the ailerons was established from the wing roots to the forward and aft control torque tubes. Rudder control continuity was established from the rudder forward to the rear rudder pedals. Elevator control continuity was established from the elevators forward to the control stick torque tube.

The engine remained attached to the fuselage. The vacuum pump, alternator, and carburetor were displaced from their respective mounts. The top spark plugs, rocker arm covers, and both magnetos were removed from the engine. The crankshaft was rotated by hand using a hand tool attached to an accessory mount pad. Thumb compression and suction were obtained on all four cylinders. Continuity was established throughout the engine and valve train. When the magneto drive shafts were rotated, the left and right magnetos produced spark at all ignition terminal posts. The top spark plugs exhibited normal operational signatures; light gray deposits were observed within the electrode areas.

The propeller was separated from the crankshaft propeller flange. The spinner assembly was crushed aft around the propeller. One propeller blade exhibited leading edge gouges and was bent and twisted opposite the direction of rotation. In addition, chordwise striations were observed on the forward side of the blade. The other propeller blade appeared relatively straight with chordwise striations and leading-edge gouges.

MEDICAL AND PATHOLOGICAL INFORMATION

The Imperial County California Coroner, El Centro, California, performed an autopsy of the pilot and determined that the cause of death was multiple traumatic injuries. The heart was enlarged with left ventricular hypertrophy and coronary artery disease with 75% narrowing of the right, 90% narrowing of the left anterior descending, and 25% narrowing of the left circumflex coronary arteries. The autopsy did not find evidence of ischemic heart muscle damage. No other significant natural disease was identified.

The Federal Aviation Administration's (FAA's) Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicological testing on samples from the pilot and identified acetaminophen at 28.86 µg/ml in urine, sertraline in urine and at 0.063 µg/ml in cavity blood, sertraline's metabolite desmethylsertraline in urine and blood, and trazodone in urine and at 0.101 µg/ml in cavity blood.

Acetaminophen is a non-sedating pain and fever-reducing medication sold alone or in combination with cough and cold treatments and marketed under many names including Tylenol. 

Sertraline is a prescription antidepressant with an accepted therapeutic range from 0.010 to 0.200 ug/ml. While sertraline is not specifically known to directly cause impairment, the underlying depression that it is prescribed to treat is associated with significant cognitive degradation, particularly in executive functioning. As a result, the FAA has a specific process to certify pilots with depression who require antidepressant treatment. The FAA's Guide for Aviation Medical Examiners states that "the use of a psychotropic drug is disqualifying for aeromedical certification purposes – this includes all antidepressant drugs, including selective serotonin reuptake inhibitors (SSRIs). However, the FAA has determined that airmen requesting first, second, or third-class medical certificates while being treated with one of four specific SSRIs may be considered." Sertraline is one of these four specific SSRIs.

Trazodone is a prescription antidepressant that is significantly sedating; it is often used as a sleep aid. The accepted therapeutic range is from 0.5 to 3.0 ug/ml. It carries the precaution: "Antidepressants may impair the mental and/or physical ability required for the performance of potentially hazardous tasks, such as operating an automobile or machinery; the patient should be cautioned accordingly. Trazodone hydrochloride may enhance the response to alcohol, barbiturates, and other [central nervous system] CNS depressants."

Review of the pilot's personal medical records revealed that his medical conditions included colon cancer that was successfully treated with surgical removal and radiation in 2008, chronic pain resulting from the cancer therapy treated with oxycodone until June 2016, and depression and anxiety treated with a number of different psychotropic medications.

In a note dated November 2, 2016, the pilot's psychiatrist stated that the pilot had a 5-year history of anxiety and depression and had been treated with sertraline for the preceding 2 years. The psychiatrist wrote that the pilot "recently tried to decrease sertraline from 50 to 25 mg/day and had increased irritability and anxiety and increased dose back to 50 mg/day after 4 days with improvement in symptoms. Reports residual symptoms of marked frustration when things aren't going well [once a week] and [is] always feeling rushed or 'in a hurry' and anhedonia (not enjoying flying and other activities as much as he used to) …Sleeping well with trazodone."

The psychiatrist's mental status examination found that the pilot did not express ideations of harm to himself or others. However, the patient's mood was anxious and depressed with a Beck depression inventory score of 18 (consistent with mild or borderline clinical depression). The psychiatrist's diagnostic impression was major depressive disorder (moderate severity). He prescribed sertraline 75 mg daily, hydroxyzine 50 mg as needed for anxiety, and trazodone 100 to 200 mg at bedtime for sleep. Hydroxyzine is a prescription sedating antihistamine for treatment of anxiety and itching.

ADDITIONAL INFORMATION

A handheld GPS that was located within the wreckage was shipped to the NTSB Vehicle Recorder Laboratory for further examination. The GPS data that were downloaded from the unit did not contain any information regarding the accident flight. 

Pilot Information

Certificate: Private
Age: 59, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 09/26/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 09/30/2016
Flight Time:   442.2 hours (Total, all aircraft), 205.5 hours (Total, this make and model), 8.1 hours (Last 90 days, all aircraft), 2.7 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: BELLANCA
Registration: N88373
Model/Series: 7GCAA NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1974
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 304-74
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 05/09/2016, Annual
Certified Max Gross Wt.:
Time Since Last Inspection: 17 Hours
Engines:  Reciprocating
Airframe Total Time: 4380 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C91A installed, activated, did not aid 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: MMML, 74 ft msl
Distance from Accident Site: 24 Nautical Miles
Observation Time: 1953 UTC
Direction from Accident Site: 207°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 350°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.1 inches Hg
Temperature/Dew Point: 23°C / -5°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Glamis, CA
Type of Flight Plan Filed: None
Destination: Glamis, CA
Type of Clearance: None
Departure Time: 1140 PST
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: On-Ground
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude:  32.993611, -115.021944

NTSB Identification: WPR17FA029
14 CFR Part 91: General Aviation
Accident occurred Friday, November 25, 2016 in Glamis, CA
Aircraft: BELLANCA 7GCAA, registration: N88373
Injuries: 1 Fatal, 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 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 November 25, 2016 about 1145 Pacific standard time, a Bellanca 7GCAA, N88373, was substantially damaged when it impacted terrain following a loss of control while on approach to landing at a private airstrip near Glamis, California. The private pilot sustained fatal injuries and his passenger sustained serious injuries. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight. The flight originated from an open desert landing area about 5 minutes prior to the accident.

Witnesses located adjacent to the accident site reported that they observed the accident airplane land about midfield to the southwest while traveling at a high speed. The witnesses said that the airplane powered up and it pitched upward about 30 degrees before it banked steeply to the right. The witnesses continued to watch the airplane as it executed a 180-degree turn, paralleling the runway, and leveling off at an altitude of about 100 to 150 feet above ground level (agl). Shortly after, the airplane was observed making a steep right turn towards the runway before it descended out of their line of sight. Witnesses further added that at the time of the accident, the wind was from the north-northeast at 15 to 20 miles per hour, and later calmed down within an hour following the accident.

A friend of the pilot reported that the pilot was giving 10 to 15 minute rides to people in their campsite, and was initially taking off and landing on a long area of packed sand nearby. The friend of the pilot further stated that the pilot was conducting his 6th ride with the intention of landing at the nearby private airstrip in order to park the airplane overnight.

Examination of the accident site revealed that the airplane impacted open desert terrain about 565 feet northeast of the approach end of the southwesterly oriented dirt runway. The debris path was about 34 feet in length oriented on a heading of about 206 degrees magnetic. All major components of the airplane were located within the wreckage debris path.