Wednesday, March 13, 2019

Loss of Control in Flight: Piper PA-31-350 Navajo Chieftain, N400JM; fatal accident occurred March 12, 2019 in Madeira, Hamilton County, Ohio

David Jon Sapp, 62
 Sun City, Arizona


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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Cincinnati, Ohio
Piper Aircraft; Vero Beach, Florida
Lycoming Engines; Williamsport, Pennsylvania
Hartzell; Piqua, Ohio

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

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

https://registry.faa.gov/N400JM



Location: Madeira, OH
Accident Number: ERA19FA124
Date & Time: 03/12/2019, 1516 EDT
Registration: N400JM
Aircraft: Piper PA31
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries:1 Fatal
Flight Conducted Under: Part 91: General Aviation - Aerial Observation

HISTORY OF FLIGHT

On March 12, 2019, at 1516 eastern daylight time, a Piper PA-31-350, N400JM, was substantially damaged when it impacted terrain in Madeira, Ohio. The commercial pilot was fatally injured. The airplane was operated by Marc, Inc. under the provisions of Title 14 Code of Federal Regulations Part 91 as a commercial aerial observation flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight that originated from Cincinnati Municipal Airport-Lunken Field (LUK), Cincinnati, Ohio, at 1051.

Federal Aviation Administration (FAA) radar data revealed that, after departure LUK, the airplane flew several survey tracks near Cincinnati, Ohio, before proceeding north to fly survey tracks near Dayton, Ohio. According to air traffic control (ATC) voice communications, the pilot contacted ATC at 1503 to request direct routing to LUK due to a fuel problem. The air traffic controller advised the pilot to proceed as requested and offered Dayton-Wright Brothers Airport (MGY), which was 8 miles ahead, as a landing alternative. The pilot responded that he had MGY in sight but wanted to continue to LUK, which was 30 miles away. The controller then asked the pilot if he wanted to declare an emergency, and the pilot responded "negative."

About 1505, when the airplane was at 5,000 ft mean sea level (msl), the controller asked the pilot if he required any assistance with the fuel issue, and the pilot responded that he should be "okay." The controller then advised the pilot that "multiple airports" were available between his location and LUK, and the pilot informed the controller that he would advise if the fuel issue developed again.

About 1513, the pilot established radio contact with the LUK ATC tower and advised the controller that the airplane had a fuel problem and that he was hoping to reach the airport. At that time, the airplane was at an altitude of 1,850 ft msl and was about 8 miles north of LUK. Shortly thereafter, the pilot advised the controller that he was unsure if the airplane would reach the airport. No further communications were received from the pilot. Radar data showed that, between 1513 and 1516, the ground track of the airplane was about 200°, the airplane descended to an altitude of 1,275 ft msl, and its estimated groundspeed decreased from about 140 to 98 knots. At 1516, the radar data depicted a right turn to a heading of about 250° and a ground track that aligned with a golf course fairway (which had an elevation of 865 ft msl). At 1516:27, radar data indicated that the airplane was about 180 ft from the fairway at an altitude of 1,050 ft msl and an estimated groundspeed of about 82 knots. The airplane's last radar-recorded position was located about 550 feet from the accident site. No additional radar data were recorded.

According to witnesses, the airplane engine sputtered before making two loud "pop" or "back-fire" sounds. One witness reported that, after sputtering, the airplane "was on its left side flying crooked." Another witness reported that the "unusual banking" made the airplane appear to be flying "like a 'stunt' in an air show."

Two additional witnesses reported that the airplane was flying low when it turned to the left and "nose-dived" into their neighborhood. The airplane then impacted a tree and the backyard of a residence.

A witness from an adjacent residence heard the impact, approached the wreckage immediately after the accident, and noted a "whitish gray smoke coming from the left engine." He reported that "a small flame began rising from that same area." Video recorded on the witness' mobile phone about 1522 showed the area around the left engine engulfed in flames. The witness stated that the airplane was fully engulfed in flames about 3 minutes later.

PERSONNEL INFORMATION

According to FAA records, the pilot held a commercial pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane. He also held a flight instructor certificate with ratings for airplane single-engine, and instrument airplane, and a ground instructor certificate. His most recent FAA first-class medical certificate was issued November 8, 2018.

According to the operator (Marc, Inc.), the pilot was contracted to work for them about 1 month before the accident. Examination of the pilot's logbook revealed that as of February 19, 2019, he had accrued 6,392 total hours of flight experience. The logbook included seven entries for Marc, Inc., all of which were in the Cessna 310. The pilot had logged 1,364 hours of flight time in the accident airplane make and model, all of which had been accumulated prior to 2010. The logbook also showed no piston multiengine airplane flight time between that time and his employment with the operator; all of the pilot's logged flights during that time were in turbine and/or single-engine airplanes. The available evidence did not indicate if the pilot received any training or a flight check in the PA-31-350. Review of daily flight logs submitted to the company showed that the pilot flew the accident airplane for 2.5 hours the day prior to the accident.

AIRCRAFT INFORMATION

A review of the airplane's maintenance logs revealed that the airplane's most recent annual inspection was completed on July 1, 2018, at 19,094 total hours of operation. The left engine had accumulated 453.5 hours of operation since its most recent inspection and 2,991.5 hours of operation since overhaul. The right engine had accumulated 448.5 hours since its last inspection. The time since overhaul for the right engine could not be determined based on the information contained within the logs. Additionally, several entries logging maintenance had been added to the records as loose, unbound sheets; several entries within the logs documented maintenance that had been performed to other airplanes; and the right propeller logbook documented maintenance to a propeller whose serial number did not match the propeller installed on the accident airplane's right engine.

A company pilot reported that the accident airplane had a fuel leak in the left wing and provided a photograph of the fuel on the hangar floor, taken about a week before the accident. The company pilot also reported that the accident airplane was due to be exchanged with another company PA-31-350 the week before the accident so that the fuel leak could be isolated and repaired but that the airplane remained parked for a few days and was not exchanged. The accident pilot was then assigned to fly the airplane. One of the pilot's relatives reported that the pilot told him that the accident airplane had airplane fuel leak about 1 week before the accident. Review of the maintenance records revealed no entries in the 2 weeks preceding the accident.

The accident airplane was flown by another company pilot about 1 month before the accident, and he had to perform an unscheduled single-engine landing at Smyrna Airport (MQY), Smyrna, Tennessee, The pilot stated that he secured the right engine after an indication of low oil pressure and that maintenance work to address "external oil leaks" was performed at a fixed-base operator at MQY. Review of the airplane's maintenance records revealed no entries associated any repairs following this event. The company owner/manager stated that he knew "of no single engine landings" involving the accident airplane.

Fuel System

Each wing contained an inboard (main) and an outboard (auxiliary) fuel tank, which were standard components. Fuel for each engine was routed from either the main or auxiliary fuel tank to the selector valve, fuel filter, fuel boost pump, emergency fuel pump, firewall shutoff, engine-driven fuel pump, and fuel injectors. The engine-driven fuel pumps ran continuously and were not controllable by the pilot. Two electric fuel quantity gauges indicated the fuel quantity in the respective (left or right wing) selected fuel system tank (main or auxiliary). During normal operation, each engine was supplied with fuel from its respective fuel system. In an emergency, fuel from one system could supply the other engine through a crossfeed.

Each wing also had a nacelle fuel tank that was located aft of the respective engine. According to the airplane's maintenance records, the nacelle fuel tanks were installed in the airplane in accordance with a supplemental type certificate in June 2017. The airplane flight manual supplement for PA-31-350 airplanes equipped with nacelle fuel tanks included the following operating limitation: "Do not transfer fuel until main tanks are at least one-half full or less." The manual also included the following normal operating procedure: "Approximately 55 minutes are required to transfer all the fuel out of the nacelle tanks."

Postaccident interviews with company pilots revealed that there was no way to directly monitor the quantity of fuel in the nacelle tanks during flight, nor was there any direct indication that the fuel pumps were operating. Company pilots reported using various methods of managing fuel in airplanes equipped with nacelle fuel tanks. Some pilots used fuel from the main tanks until they were empty, whereas others used fuel from the main tanks for 1.5 to 2 hours and then switched to the auxiliary tanks. After switching to the auxiliary tanks, these pilots turned on the nacelle fuel transfer pumps and used the auxiliary tanks until they were empty to allow time for fuel to transfer from the nacelle tanks to the main tanks. One of the pilots used the auxiliary fuel tanks and switched to the main tanks every 30 minutes so that he could check the fuel gauges and ensure that the fuel was transferring from the nacelle to the main tanks. After all of the fuel from the auxiliary tanks was used, the pilot would switch back to the main tanks, which then contained the fuel from the nacelle tanks, to complete the flight. The available evidence showed no standardized procedure or published guidance issued by the operator to company pilots flying the PA-31-350.

Postaccident interviews and review of company maintenance records revealed that at least three of the company's PA-31-350 airplanes had nacelle fuel pumps replaced in the months before and after the accident. A company pilot reported that he checked the fuel quantity gauge after 30 minutes of flying with the auxiliary tanks and that the gauge indicated the same amount of fuel as when he started the fuel transfer from the nacelle tanks. Two company pilots indicated that they discussed the fuel transfer pump failures with the company owner/manager and the director of maintenance.

METEOROLOGICAL INFORMATION

The 1453 recorded weather observation at LUK included wind from 350° at 3 knots, 10 miles visibility, clear skies, temperature 9°C, dew point -7°C, and an altimeter setting of 30.37 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

Examination of the accident site and wreckage revealed that the airplane came to rest upright with its nose oriented on a magnetic heading of about 335°. The airplane initially impacted a tree, spun 180°, and came to rest in the backyard of a residence. Multiple tree limbs with propeller cuts were observed in the backyard and on the roof of the residence. All major portions of the airplane were located at the site. The wreckage displayed evidence of a postcrash fire.

The fuselage was substantially damaged. The instrument panel was fragmented and destroyed. The engine control levers were fire damaged, and all levers were in the full forward position. Fire damage precluded a determination of the configuration of the fuel selector panel. Control continuity was established from the flight controls to the flight control surfaces; one elevator cable attachment exhibited a tensile overload fracture, so continuity was established from the flight control to the fractured elevator cable attachment and then from the fractured elevator cable attachment to the elevator.

The left wing remained attached to the fuselage. The outboard leading edge of the left wing was crushed upward and aft, and the inboard section displayed thermal and impact damage. The fuel selector valve was positioned to the auxiliary tank and revealed no blockages. The firewall fuel shutoff valve was open, and the crossfeed valve was closed. Fuel caps for all three left wing fuel tanks remained in place. No fuel or fuel odor was noted. The inboard fuel bladder was consumed by fire and only charred debris remained. The outboard fuel bladder was intact with no holes or openings and no residual fuel present. The nacelle fuel tank was both heat and impact damaged and no residual fuel was present. The tank exterior was soot stained and no pre-impact damage was noted to the tank. The tank outlet line was impact and fire damaged. The nacelle transfer pump remained mounted near the tank outlet and was removed for further inspection. The pump was fire damaged, and the fuel inlet and outlet nipples were absent. The fuel pump end cap was removed to facilitate inspection of the pump the interior. The interior of the pump was melted, which prevented further examination or functional testing.

The right wing outboard of the right nacelle was separated by impact, and a section of the right wing came to rest on the roof of the residence. The leading edge of the right wing section displayed a semicircular crush area about 1 ft in diameter that was consistent with tree impact. The fuel selector valve was positioned to the auxiliary tank and revealed no blockages. Fuel system components in the wing root appeared free from damage. The gascolator contained some cloudy water and no fuel or fuel smell was noted. No blockage to the gascolator screen was noted. The left horizontal stabilizer and elevator were dented. The right horizontal stabilizer and elevator were bent upward at the tip. Measurement of the rudder trim barrel revealed a nose-right trim setting.

Left Engine and Propeller Examination

The left engine remained attached to its mount, which was bent and fractured in multiple locations. The engine was angled upward about 75°. The left propeller was located at the initial ground impact point, which was about 13 ft from the left engine, and all but 4 inches of the propeller was buried.

The left engine crankshaft did not rotate upon initial examination. The ignition harness leads on both sides of the engine were damaged by impact. Both magnetos remained secured and produced sparks at all leads when tested. Less than 2 ounces of fuel remained within the inlet of the fuel servo; a sample tested negative for water. The fuel servo was disassembled, and both diaphragms were present and free of damage. The fuel inlet screen was found unobstructed. Rotation of the engine crankshaft was achieved through the vacuum pump drive after the removal of impact-damaged pushrods. Spark plugs showed coloration consistent with normal operation, and electrodes remained mechanically undamaged. A borescope inspection of all cylinders revealed no anomalies. The oil filter was opened and inspected, and no debris was noted. Fuel injectors were removed and found to be free of obstructions. Residual or no fuel was found during the examination and removal of fuel system components, including fuel lines, injector lines, and the fuel pump. The nacelle fuel transfer pump was damaged by fire, and the interior of the pump was melted, which prevented further examination.

Examination of the left propeller revealed that it was not feathered. The propeller had separated from the engine mounting flange. Two of the three blades exhibited aft bending with no remarkable twist or leading edge damage, and the third blade exhibited no remarkable bending or twisting. All three blades exhibited mild chordwise/rotational abrasion.

Right Engine and Propeller Examination

The right engine remained attached to the right wing and its engine mounts, which were fractured in multiple locations. The right propeller was located at the initial ground impact point, which was about 18 ft from the right engine, and all but 6 inches of the propeller was buried.

The right engine crankshaft did not rotate upon initial examination. The ignition harness leads sustained minor impact damage. Cylinder Nos. 2, 4, and 6 displayed varying degrees of impact damage on their tops. The alternator mount was fractured, and the alternator was missing. Spark plugs showed coloration consistent with normal operation, and electrodes remained mechanically undamaged. Both magnetos produced sparks at all leads when tested. The fuel servo was dissembled, and both diaphragms were present and free of damage. Engine crankshaft rotation was achieved through the vacuum pump drive after the removal of impact-damaged pushrods. A borescope inspection of all cylinders revealed no anomalies. The oil filter was opened and inspected, and no debris was noted. Fuel injectors were removed and found to be free of obstructions. The oil suction screen was found unobstructed but contained nonferrous pieces of material. Fuel was found during the examination of the right engine fuel lines, injector lines, and fuel pump.

The right propeller had separated from the engine mounting flange. All blades exhibited aft bending and bending opposite the direction of rotation, leading-edge-down twisting of the blades, and chordwise rotational scoring on both the face and camber sides of the blades.

MEDICAL AND PATHOLOGICAL INFORMATION

The Hamilton County Coroner's Office, Cincinnati, Ohio, performed the autopsy of the pilot. His cause of death was blunt force injuries.

Toxicology testing was performed at the Federal Aviation Administration (FAA) Forensic Sciences Laboratory detected dextromethorphan in the pilot's cavity blood, dextrorphan in the pilot's cavity blood and liver, and doxylamine in the pilot's cavity blood (61 ng/mL) and liver (489 ng/g). No ethanol and carbon monoxide were detected in the pilot's specimens.

Dextromethorphan is a nonsedating over-the-counter cough suppressant, and dextrorphan is the metabolite of that medication. Doxylamine is an over-the-counter sedating antihistamine used to treat cold and allergy symptoms. The therapeutic range is 50 to 150 ng/mL and it has a half-life of 6 to 12 hours. Doxylamine can decrease alertness and impair performance of potentially hazardous tasks.

ORGANIZATIONAL INFORMATION

Marc, Inc. was based in Brandon, Mississippi. At the time of the accident, they owned 15 PA-31-350 airplanes, 4 of which were non-operational.

ADDITIONAL INFORMATION

Pilot Operating Handbook

According to the PA-31-350 pilot operating handbook, the airplane's air minimum control speed (VMCA), defined as the lowest airspeed at which the airplane was controllable with one engine operating and takeoff flaps configured, was 76 knots indicated airspeed (KIAS).

The pilot operating handbook procedure for an engine failure during flight at an airspeed above 76 KIAS indicated the following:

If an engine fails at an airspeed above 76 KIAS during flight, begin corrective response by identifying the inoperative engine. The operative engine should be adjusted as required after the loss of power has been verified. Attain and maintain an airspeed of 106 KIAS. Once the inoperative engine has been identified and the operating engine adjusted properly, an engine restart may be attempted if altitude permits.

Prior to securing the inoperative engine, check to make sure the fuel flow to the engine is sufficient. If the fuel flow is deficient, turn ON the emergency fuel pump. Check the fuel quantity on the inoperative engine side and switch the fuel selector to the other tank if a sufficient supply is indicated. Check the oil pressure and oil temperature and insure that the magneto switches are ON.

If the engine fails to start it should be secured using the 'Engine Securing Procedure'

The pilot operating handbook procedure for securing (feathering) an engine stated to begin the securing procedure "by closing the throttle of the inoperative engine and moving its propeller control to FEATHER (fully aft) before the propeller speed drops below 1000 rpm."

Special Airworthiness Information Bulletin CE-05-51

The FAA issued Special Airworthiness Information Bulletin (SAIB) CE-05-51, dated April 29, 2005, to alert operators of piston multiengine airplanes of a condition in which pilots "could have the inability to continue level flight with one engine inoperative with a windmilling propeller." The SAIB explained that "the inability to feather a propeller on the inoperative engine can be a result of...the propeller windmilling speed being below the start-lock disengagement speed." The SAIB further stated the following:

The inability to maintain level flight is exacerbated by a windmilling propeller. A windmilling propeller is a large producer of parasitic drag.... In the case of a piston multi-engine airplane, the effect of a windmilling propeller is to increase the total drag of the airplane and induce an asymmetric drag about the yaw axis.... The net result of a windmilling propeller is the aircraft total drag exceeds the power available, thus the aircraft is no longer able to sustain level flight.

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 62, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 11/08/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 01/31/2017
Flight Time: (Estimated) 6421 hours (Total, all aircraft), 1364 hours (Total, this make and model), 4746 hours (Pilot In Command, all aircraft), 88 hours (Last 90 days, all aircraft), 21.5 hours (Last 30 days, all aircraft), 4.4 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N400JM
Model/Series: PA31 350
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built:No
Airworthiness Certificate: Normal
Serial Number: 31-8152002
Landing Gear Type: Retractable - Tricycle
Seats: 3
Date/Type of Last Inspection: 07/01/2018, Annual
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 2 Reciprocating
Airframe Total Time: 19094 Hours as of last inspection
Engine Manufacturer: Lycoming Engines
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: TIO-540-J2B
Registered Owner: MARC, Inc.
Rated Power: 350 hp
Operator: MARC, Inc.
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LUK, 490 ft msl
Distance from Accident Site: 5 Nautical Miles
Observation Time: 1453 EDT
Direction from Accident Site: 201°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 350°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.37 inches Hg
Temperature/Dew Point: 9°C / -7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Cincinnati, OH (LUK)
Type of Flight Plan Filed: None
Destination: Cincinnati, OH (LUK)
Type of Clearance: VFR Flight Following
Departure Time: 1051 EDT
Type of Airspace: Class E

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 39.179444, -84.380278

Location: Madeira, OH
Accident Number: ERA19FA124
Date & Time: 03/12/2019, 1516 EDT
Registration: N400JM
Aircraft: Piper PA31
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Aerial Observation 

On March 12, 2019, at 1516 eastern daylight time, a Piper PA-31-350, N400JM, was substantially damaged when it impacted terrain in Madeira, Ohio. The commercial pilot was fatally injured. The airplane was operated by Marc, Inc. under the provisions of Title 14 Code of Federal Regulations Part 91 as a commercial aerial surveying flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight that originated from Cincinnati Municipal Airport-Lunken Field (LUK), Cincinnati, Ohio, at 1051.

Review of Federal Aviation Administration (FAA) preliminary air traffic control (ATC) and radar data revealed that the airplane flew several surveying tracks outside of Cincinnati before proceeding north to fly tracks near Dayton. The pilot reported to ATC that he was having a fuel problem and requested "direct" to LUK and a lower altitude. The controller provided the position of Dayton-Wright Brothers Airport (MGY), which was located 8 miles ahead. The pilot reported MGY in sight but requested to continue to LUK. When the pilot checked in with the subsequent ATC facility, he reported that the fuel issue was resolved. Seven miles north of LUK, the pilot established radio contact with the LUK tower controller. He advised the controller that the airplane was experiencing a fuel problem and he did not think it was going to reach the airport. The airplane slowed to a groundspeed of 80 knots before the air traffic controller noted a simultaneous loss of radar and radio contact about 5 nautical miles north of LUK.

A relative of the pilot reported that the pilot told him the airplane "had a fuel leak and it was killing his sinuses" about 1 week prior to the accident. A company employee revealed that the airplane had a fuel leak in the left wing, and that the airplane was due to be exchanged with another company PA-31-350 the week before the accident occurred so that the fuel leak could be isolated and repaired. The accident airplane remained parked for a few days, was not exchanged, and then the accident pilot was brought in to continue flying the airplane.

According to witnesses, the airplane flew "very low" and the engine sputtered before making two loud "pop" or "back-fire" sounds. One witness reported that after sputtering, the airplane "was on its left side flying crooked." Another witness reported that the "unusual banking" made the airplane appear to be flying "like a stunt in an airshow." Two additional witnesses reported that the airplane was flying 100-120 ft above ground level in a southerly direction before it turned to the left and "nosedived." Another witness reported that he could see the entire belly of the airplane and the airplane nose was pointing down toward the ground just prior to the airplane impacting a tree. A witness from an adjacent residence reported that there was a "whitish gray smoke coming from the left engine" after the accident, and that a small flame began rising" from that area when he was on the phone with 9-1-1 about 3 minutes after the accident.

According to FAA airmen records, the pilot held a commercial pilot certificate with ratings for airplane single and multi-engine land and instrument airplane. The pilot also held a flight instructor certificate with ratings for airplane single-engine and instrument airplane and a ground instructor certificate. His most recent FAA first-class medical certificate was issued November 8, 2018. Examination of pilot's logbooks revealed 6,392 total hours of flight experience as of February 19, 2019, including 1,364 hours in the accident airplane make and model. His most recent logged flight review was completed January 31, 2017.

According to FAA airworthiness records, the twin-engine airplane was manufactured in 1981. It was powered by two Lycoming, 350-horsepower engines, which drove two 3-bladed, constant-speed, counter-rotating propellers.

Examination of the accident site and wreckage revealed that the airplane impacted a tree and private residence before it came to rest upright on a 335° heading. All major portions of the airplane were located on site.

The fuselage was substantially damaged. The instrument panel was fragmented and destroyed. The engine control levers were fire damaged and all levers were in the full forward position. Control continuity was established from the flight controls to the flight control surfaces except for one elevator cable attachment, which exhibited a tensile overload fracture. The left wing remained attached to the fuselage. The outboard leading edge of the left wing was crushed upward and aft, and the inboard section displayed thermal and impact damage. The right wing outboard of the right nacelle was impact separated, and a section of the right wing came to rest on the roof of the home. The leading edge of the right wing section displayed a semi-circular crush area about 1 ft in diameter. The left horizontal stabilizer and elevator were dented. The right horizontal stabilizer and elevator were bet upward at the tip. Measurement of the rudder trim barrel revealed a nose-right trim setting.

Both engines remained attached to their respective wings. The left engine remained attached at the mount, however the mount was bent and fractured in multiple locations. The engine was angled upward about 75°. All but 4 inches of the left propeller was buried and located at initial ground impact point, which was about 13 ft from the left engine. The right engine was found attached to the right wing and its respective engine mounts, however the engine mounts were fractured in multiple locations. All but 6 inches of the right propeller was buried and located at the initial ground impact point, which was about 18 ft from the right engine.

The left engine crankshaft would not rotate upon initial examination. Impact damage was visible to ignition harness leads on both sides of the engine. Both magnetos remained secured and produced sparks at all leads when tested. Less than 2 ounces of fuel was observed within the fuel inlet of the fuel servo upon removal of the servo. The sample tested negative for water. The fuel servo was disassembled and both diaphragms were present and damage free with no signs of tears. The fuel inlet screen was found unobstructed. Rotation of the engine crankshaft was achieved through the vacuum pump drive after the removal of impact damaged pushrods. Spark plugs showed coloration consistent with normal operation and electrodes remained mechanically undamaged. A borescope inspection of all cylinders did not reveal any anomalies. The oil filter was opened, inspected, and no debris was noted. Fuel injectors were removed and unobstructed. Residual or no fuel was found during the examination and removal of components such as fuel lines, injector lines and the fuel pump.

The right engine crankshaft would not rotate upon initial examination. Minor impact damage was visible to ignition harness leads. Cylinder Nos. 2, 4, and 6 displayed varying degrees of impact damage to their top sides. The alternator mount was found fractured and the alternator was not present at the time of engine examination. Spark plugs showed coloration consistent with normal operation and electrodes remained mechanically undamaged. Both magnetos produced sparks at all leads when tested. The fuel servo was dissembled and both diaphragms were present and free of damage with no signs of tears. Engine crankshaft rotation was achieved through the vacuum pump drive after the removal of impact damaged pushrods. A borescope inspection of all cylinders did not reveal any anomalies. The oil filter was opened, inspected and no debris was noted. Fuel injectors were removed and were unobstructed. The oil suction screen was found unobstructed but contained nonferrous pieces of material. Fuel was found during examination of the right engine fuel lines, injector lines, and the fuel pump.

Both propellers were separated from the engine mounting flanges. Examination of the right propeller revealed that all blades exhibited aft bending and bending opposite rotation, twisting leading edge down, and chordwise rotational scoring on both face and camber sides. Examination of the left propeller revealed that two blades exhibited aft bending with no remarkable twist or leading-edge damage. One blade exhibited no remarkable bending or twisting. All three blades exhibited mild chordwise/rotational abrasion.

The wreckage was retained by the NTSB for further examination. 

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N400JM
Model/Series: PA31 350
Aircraft Category: Airplane
Amateur Built: No
Operator: MARC, Inc.
Operating Certificate(s) Held: None
Operator Does Business As: MARC, Inc.
Operator Designator Code: 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LUK, 490 ft msl
Observation Time: 1453 EDT
Distance from Accident Site: 5 Nautical Miles
Temperature/Dew Point: 9°C / -7°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 3 knots / , 350°
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 30.37 inches Hg
Type of Flight Plan Filed: None
Departure Point: Cincinnati, OH (LUK)
Destination: Cincinnati, OH (LUK) 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 39.179444, -84.380278

David Jon Sapp, 62 of Sun City, AZ, beloved husband of Wendy (nee Schuller), passed away unexpectedly on March 12 in a fatal plane crash in Madeira, OH while working as an aerial mapping pilot. He was preceded in death by his father and in addition to his wife is survived by daughter Deanna, granddaughter Roxy, mother, brothers and sisters. Loving cousin and uncle to many nieces and nephews, son-in-law and brother-in-law to the Schuller/Galat family. David was passionate about flying, cooking, golf, the Pittsburgh Steelers, Arizona Diamondbacks, hockey....and yes, Arizona in general. A celebration of David's life will be held on April 6, 2019 at 10:00 am at The Church of the Western Reserve, 30500 Fairmount Blvd., Pepper Pike, OH 44124. Memorials are suggested to Angel Flight West, www.angelflightwest.org, 3161 Donald Douglas Loop South, Santa Monica, CA 90405.


View of Airplane from Left Side (Photo Courtesy of FBI)


View of Airplane from Rear (Photo Courtesy of FBI)

View of Airplane from Right (Photo Courtesy of Lycoming Engine)

View of Airplane from Front (Photo Courtesy of Lycoming Engine)

Tree Limbs Evidencing Propeller Strike Marks at Accident Site

Left Engine Nacelle Fuel Transfer Pump (Photo Courtesy of Piper Aircraft)

Close-up View of Left Engine Nacelle (Photo Courtesy of Piper Aircraft)

Right Propeller (Photo Courtesy of Hartzell Propeller)

Right Propeller Blade 3 (Photo Courtesy of Hartzell Propeller)

Left Propeller (Photo Courtesy of Hartzell Propeller)


David Sapp

NTSB investigator Todd Gunther




MADEIRA, Ohio —  Nation Transportation Safety Board investigators said they will have to rely on evidence at the scene and witnesses to determine what caused a Piper 31 PA to crash into a Madeira neighborhood Tuesday.

“About two miles north of Lunken, there was a simultaneous loss of radar and radar contact with the aircraft,” NTSB investigator Todd Gunther said. “There was no distress call.”

Gunther said there are no flight recorders on the plane, so they won’t get details about what was happening with the systems on board.

At the scene, investigators have started to put together the final moments of the flight.

“The airplane struck a tree somewhere above ground level with the right wing first, spun approximately 180 degrees, as it came down on top of a house and came to rest in the opposite direction of what it’s flight path was,” Gunther said.

The pilot was David Sapp, 62.

His sister, who didn’t want to be identified, said he was a father and a grandfather.

“He loved playing hockey. He loved everything athletic. In Arizona, he was a big brother,” the sister said.

She said he was from Cleveland originally, but moved to Phoenix and considered that home unless he was flying.

“He said that was his second home,” his sister said.

Sapp’s sister also said they believe there was a problem with the plane.

“He had concerns, when he spoke to his wife, about the plane acting up,” the sister said.

The NTSB will have a team of four members in the area through the weekend.


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






A Piper PA-31-350 Navajo Chieftain plane crashed into a house in Madeira on Tuesday as it was heading back to Lunken Airport, killing the pilot, officials said.

Officials identified the pilot as 62-year-old David Sapp.

A man who lives behind the site of the wreckage said the sound of splintering wood was so intense, he thought his own home had been struck.

Carter Waide ran outside, toward the wreckage in his neighbor's yard. The front end of the plane was obliterated, he said, adding "anybody that would have been in the first two seats didn’t have a chance."

The plane burst into flames.

Waide alerted authorities, sickened by the scene.

"It was so strange to see a plane," Waide said. "Felt sick cause you knew it was really bad. I said a quick prayer and tried to help but nothing (could) be done."

No other fatalities were being reported Tuesday evening. Ohio State Highway Patrol did not specify how Sapp died or where he was from. 

The plane, which fire officials said had been gathering images for maps and geographic information systems (GIS), went down at about 3:18 p.m. It hit the addition on the back of the house, knocking part of the addition down, said Madeira/Indian Hill Fire Chief Stephen Ashbrock.

A neighbor said no one was at home at the time of the crash, and two dogs were rescued. 

The house is on Rollymeade Avenue, near Kenwood and Shawnee Run roads, just east of the Kenwood Country Club. It's a neighborhood filled with children. The streets are lined with single-family brick homes with big front yards and some large mature trees.

Other neighbors described hearing a thud, but not a violent explosion, when the plane struck the home.

Jenny Brock, who lives near the crash scene, has grown accustomed to the sound of airplanes passing overhead because the neighborhood is directly on the flight path to Lunken.

"I just heard a good three seconds of what sounded like an engine failure, then a loud bang," Brock said.

Judith Lampe, who also lives nearby, said the plane "made a terrible noise."

The back of the house, Lampe said, was "pretty much open to the elements." 

Officials with the FBI, Federal Aviation Administration and National Transportation Safety Board responded or were en route to the scene, Ashbrock said.

The FAA released the following statement:

"A twin-engine Piper PA-31 crashed into a home… near Madeira, Ohio. FAA investigators are on their way to the crash site, and the National Transportation Safety Board has been notified. The NTSB will be in charge of the investigation. The FAA and NTSB do not release names of pilots or passengers."

Radarbox24.com, which tracks the movement of planes, shows the Piper left Lunken Airport and then flew north to Springfield, Ohio. The Piper made at least six passes over the Springfield area, then went south and made at least four passes between Middletown and Mason. It then headed south, in the direction of Lunken, which is about five miles south-southwest of the crash site.

The plane was built in 1980, FAA records show. A plane with the same tail number was involved in an accident in 2002, according to documents on AviationDB.Net. The plane hit power lines during a landing at Front Range Airport in Colorado about 20 miles east of Denver. The pilot couldn't see through the windshield because of a window heater failure.

The plane currently is owned by Marc Inc., which a company website describes as "North America's largest provider of contract aircraft and flight crews for airborne GIS survey and surveillance projects." Marc bought the Piper in 2007, FAA records show.

The company's owner, Billy H. Miller, said he was not aware of the crash and directed requests for information to the company's office, which is based at John Bell Williams Airport in Bolton, Mississippi. The airport is owned by Hinds Community College. The company, which owns and operates its own fleet, referred all questions to their attorney, Thomas Bryson, who was not available for comment.

Madeira resident Bill Heckle had been out flying Tuesday, testing his plane’s radio gear. He described the conditions as clear with little wind.

When Heckle landed at Lunken Airport, he noticed that his wife had been calling his cellphone. They live down the street from the crash scene.

She was worried because she knew he would have been flying in the area.

“She was pretty distraught when I called,” Heckle said. “She was concerned that it might have been me.”


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


Mandatory credit: Carter Waide
  A body is removed from the site of a plane crash on Rollymeade Avenue, March 12th, 2019, in Madeira, Ohio. Authorities say a Piper PA-31-350 Navajo Chieftain has crashed into a house in a suburban Cincinnati community, killing the pilot.





MADEIRA, Ohio (FOX19) - The pilot killed in a plane crash in a northeastern Cincinnati suburb Tuesday had a current commercial flying license, according to online federal aviation records.

David J. Sapp, 62, is from Sun City in Maricopa County, Arizona, said troopers with the Ohio State Highway Patrol’s Hamilton County post in Blue Ash.

Sapp’s commercial pilot license was issued Jan. 9, 2018, according to online Federal Aviation Administration records.

It’s unclear how long Sapp was a licensed pilot.

We have a call and email into FAA corporate officials for more information.

He was qualified to fly the plane he was in, but the company that owns the Piper PA-31-350 Navajo Chieftain is dissolved, according to online records with the Mississippi Secretary of State’s Office.

We also are checking with the Mississippi Secretary of State’s Office to see why the company that owns the plane is dissolved.

The plane has no prior incidents, according to online federal aviation records.

The National Transportation Safety Board is expected to arrive at the crash scene Wednesday morning as the investigation continues, troopers said.

The plane crashed at 3:18 p.m. Tuesday on Rollymeade Avenue and caught fire after it struck a remodeled portion of a home, said Madeira & Indian Hill Joint Fire District Fire Chief Stephen Ashbrock.

Story and video ➤ http://www.fox19.com











MADEIRA, Ohio (WKRC) -- A Piper PA-31-350 Navajo Chieftain crashed into a Madeira home Tuesday afternoon, killing the pilot who was the only person on board.

As first responders rushed to the scene, neighbors also rushed to help.

Carter Waide didn’t have to go far, the plane crash happened in the yard right next to his.

“The flames started and 911 said don't go near it. It was engulfed in flames pretty fast,” said Waide. He says he couldn’t see inside the cockpit and it didn’t look good as parts of the plane's top were missing.

Waide says he spoke to some other neighbors who saw the plane crash.

“They said they both saw that it was coming in very loud. We get a lot of planes going overhead that land at Lunken but they both said it was very low.

The left wing dipped, banked sharply, spun around and went into that house and entered the ground,” said Waide.

The neighborhood sits in the flight path of Lunken Airport, where the pilot was heading when he crashed.

Bill Heckle lives in the neighborhood and is also a pilot. Heckle was flying at the time and says his phone kept ringing, but he didn’t answer it. It was his wife calling.

"She was a bit distraught when I called her because she couldn’t get a hold of me,” said Heckle. “She was concerned that the plane that crashed could have been mine.”

The pilot has been identified as David Sapp, 62, of Glendale, Arizona.

The National Transportation Safety Board will be in Madeira Wednesday morning to investigate.

Story and video ➤ https://local12.com

2 comments:

  1. If something doesn't seem right, it probably isn't and will most likely not fix its self.

    RIP

    ReplyDelete
  2. Well, myself and this pilot were flight instructors at Sawyer Aviation in 2003. Dave came to us because he got fired from his last job for fighting with one of his coworkers. He was very contentious with all of us too and crashed a plane in 2003.https://www.eastvalleytribune.com/local/pilots-play-blame-game/article_14edfd2f-5ad9-5c9d-ae8b-826f7528e613.html He got fired for that. Maybe he turned his character around and became a decent guy. Who knows.

    ReplyDelete