Thursday, June 13, 2019

Fuel Starvation: Cessna 182E Skylane, N3051Y; fatal accident occurred June 12, 2019 in Maitland, Orange County, Florida






Aviation Accident Final Report - National Transportation Safety Board 

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

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

Investigation Docket - National Transportation Safety Board:

Golden Corner Flying Club


Location: Maitland, Florida 
Accident Number: ERA19FA193
Date & Time: June 12, 2019, 11:02 Local
Registration: N3051Y
Aircraft: Cessna 182 
Aircraft Damage: Substantial
Defining Event: Fuel starvation
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The private pilot departed on a visual flight rules cross-country flight; according to his filed flight plan, the airplane had 4 hours of fuel onboard. After flying about 3.1 hours, the pilot landed at an intermediate airport before continuing to his destination, which was about 34 miles away. He did not purchase fuel at the intermediate stop. Shortly after takeoff, the pilot declared an emergency with air traffic control and stated that the airplane was not getting fuel out of the right main fuel tank. The pilot was cleared to land at the nearest airport (the intermediate airport) and radio contact with the airplane was lost shortly thereafter.

A witness in a boat on a lake saw and heard the airplane overhead. He stated that the engine was sputtering like it was running out of gas. He further stated that the airplane flew past the lake, made a 180° turn and flew back toward the lake; it appeared to impact trees on the lakeshore, then impacted the water.

The airplane was recovered from the lake; the intact, unbreached main fuel tanks each contained about 2 gallons of fuel, and the single auxiliary tank also contained about 2 gallons of fuel. According to the owner's manual, the unusable fuel in each main fuel tank was 2.5 gallons and 0.5 gallons in the auxiliary tank. The fuel selector was found in the right main tank position. A test run of the engine using the fuel from onboard the airplane revealed no anomalies. Onboard engine monitor data from the accident flight showed that the cylinder head and exhaust gas temperatures decreased 2 minutes before the data ended.

The data also showed the fuel flow rate spiked during the same time, likely due to air introduced into the fuel lines as the engine was starved of fuel.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's inadequate preflight fuel planning, which resulted in a total loss of engine power due to fuel starvation.

Findings

Personnel issues Fuel planning - Pilot
Aircraft Fuel - Fluid management

Factual Information

HISTORY OF FLIGHT

On June 12, 2019, about 1102 eastern daylight time, a Cessna 182E, N3051Y, was substantially damaged when it was involved in an accident near Maitland, Florida. The private pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Earlier on day of the accident, the pilot and passenger flew the airplane from Oconee County Regional Airport (CEU), Clemson, South Carolina, to Executive Airport (ORL), Orlando, Florida. A fuel receipt revealed that the pilot purchased 21.1 gallons of fuel before departing CEU, and the pilot's filed flight plan indicated that the airplane departed CEU with 4 hours of fuel on board. According to radar data from the Federal Aviation Administration (FAA), the duration of the flight from CEU to ORL was 3.10 hours. The pilot did not purchase fuel at ORL before departing about 1055 for his next destination, Massey Ranch Airpark (X50), New Smyrna Beach, Florida.

Air traffic control radio communication information provided by the FAA revealed that the pilot declared an emergency with air traffic control at 1101 and stated that the airplane was not getting fuel out of the right tank. The pilot asked for the nearest airport and the controller provided vectors back toward ORL. The controller cleared the pilot to land and instructed him to contact the tower controller at ORL. The pilot also reported to the tower controller that the airplane was not getting fuel out of the right tank. The controller cleared the pilot to land on runway 13, but the pilot did not respond, and no further communications were received from the accident airplane.

A witness stated that he was in a boat on the northeast side of Lake Maitland when he heard and saw an airplane flying overhead. The engine was sputtering "like it was running out of gas." He watched the airplane fly over the lake to the north then make a 180° turn back toward the lake; he thought the pilot was trying to perform a water landing. The witness stated that it looked like the airplane may have hit treetops at the edge of the water because it nosed over and descended straight into the water, impacting "very hard." He immediately went over to the airplane, which was still above water; however, it quickly sank.

PERSONNEL INFORMATION

The pilot's logbook was not located.

AIRCRAFT INFORMATION

Each wing was equipped with a bladder-type fuel cell, each with a capacity of 32.5 gallons. The airplane was also equipped with an auxiliary fuel tank installed behind the rear seat, with a capacity of 18 gallons. When the auxiliary fuel switch was selected on, fuel was transferred to the right fuel tank.

According to the airplane's owner's manual, the unusable amount of fuel for each wing tank was 2.5 gallons, and the amount of unusable fuel in the auxiliary tank was 0.5 gallons.

METEOROLOGICAL INFORMATION

WRECKAGE AND IMPACT INFORMATION

The airplane was located in Lake Maitland at a depth of 20 ft. Two gallons of fuel were removed from each wing tank and from the single auxiliary tank. The left and right wings remained attached to the airframe, and their respective control surfaces remained attached. Both left and right main fuel tanks remained intact and unbreached; the fuel caps were in place and secure. The rudder, elevator, and vertical stabilizer were attached and not damaged. The main landing gear was attached and not damaged.

The instrument panel was intact; however, the panel was separated from its mounts. The throttle, mixture, and propeller controls were in the forward position. The fuel selector valve was in the right main fuel tank position. The auxiliary fuel pump switch was in the off position. The lap belts and shoulder harnesses remained attached. Flight control continuity was established from the cockpit to all flight control surfaces.
 
The propeller was attached to the engine; one blade was bent forward, one blade tip was bent forward, and the third blade was straight. The bottom engine cowl displayed impact damage. The muffler and airbox were crushed. The top engine cowling was not damaged. The engine remained attached to the engine mounts and not damaged.

The airplane was recovered to a salvage facility and secured to a trailer in preparation for an engine run. The fuel that was removed from the airplane was used to conduct a postaccident engine operational check. The engine started without hesitation and ran continuously for about 3 minutes at various power settings.

A JPI 700 engine monitor was recovered from the airplane and sent to the National Transportation Safety Board Vehicle Recorders Laboratory for data download. The data showed the cylinder head temperatures (CHT) and exhaust gas temperatures (EGT) decreasing 2 minutes before the data ended. The data also revealed that the fuel flow rate spiked during that time consistent with air introduced into the fuel lines.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Office of the Office of the Medical Examiner, Orlando, Florida. The report listed the cause of death as craniocervical trauma.

Toxicology testing was performed on the pilot by the FAA Forensic Sciences Laboratory. The results were negative for drugs and alcohol.

History of Flight

Initial climb Fuel starvation (Defining event)
Emergency descent Off-field or emergency landing
Emergency descent Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Private
Age: 67, Male
Airplane Rating(s): Single-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: Unknown
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: Yes
Medical Certification: Class 2 With waivers/limitations 
Last FAA Medical Exam: October 1, 2018
Occupational Pilot: No 
Last Flight Review or Equivalent: November 15, 2017
Flight Time: 1234 hours (Total, all aircraft), 33 hours (Total, this make and model)

Passenger Information

Certificate: Age: 44,Male
Airplane Rating(s): 
Seat Occupied: Right
Other Aircraft Rating(s):
Restraint Used: Unknown
Instrument Rating(s): 
Second Pilot Present: No
Instructor Rating(s):
Toxicology Performed: No
Medical Certification: 
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N3051Y
Model/Series: 182 E 
Aircraft Category: Airplane
Year of Manufacture: 1962
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: 18254051
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: April 4, 2019 Annual
Certified Max Gross Wt.: 2348 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 5835.49 Hrs as of last inspection
Engine Manufacturer: Continental
ELT: C91 installed, not activated
Engine Model/Series: O-520 SERIES
Registered Owner:
Rated Power: 375 Horsepower
Operator: On file 
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KORL,112 ft msl
Distance from Accident Site: 5 Nautical Miles
Observation Time: 10:53 Local 
Direction from Accident Site: 169°
Lowest Cloud Condition: Few 
Visibility: 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 12 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 270°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.89 inches Hg 
Temperature/Dew Point: 24°C / 22°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Orlando, FL (ORL) 
Type of Flight Plan Filed: None
Destination: New Smyrna Beach, FL (X50)
Type of Clearance: None
Departure Time: 10:55 Local 
Type of Airspace: Class D

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: 28.620277,-81.349166 (est)

====

Location: Maitland, FL
Accident Number: ERA19FA193
Date & Time: 06/12/2019, 1100 EDT
Registration: N3051Y
Aircraft: Cessna 182
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On June 12, 2019, about 1100 eastern daylight time, a Cessna 182E, N3051Y, was substantially damaged during a forced landing near Maitland, Florida. The private pilot and passenger were fatally injured. Visual meteorological conditions prevailed and no flight plan was filed for the flight destined for Massey Ranch Airpark (X50), New Smyrna, Florida. The airplane was owned and operated by Golden Corner Flying Club, under the provisions of Title14 Code of Federal Regulations Part 91. The personal flight originated from Executive Airport (ORL), Orlando, Florida, about 1055.

Earlier during day of the accident, the pilot and passenger flew the airplane from Oconee County Regional Airport (CEU), Clemson, South Carolina, to ORL. A fuel receipt revealed that the pilot purchased 21.1 gallons of fuel prior to departing CEU. The flight plan that was filed indicated that the airplane departed CEU with 4 hours of fuel on board. According to radar data obtained from the Federal Aviation Administration (FAA), the flight from CEU to ORL took about 3.10 hours. The pilot did not purchase fuel at ORL before departing for X50.

According to preliminary air traffic control radio communication information provided by the FAA, the pilot declared an emergency at 1059 to Central Florida Terminal Radar Approach Control and stated that the airplane was not getting fuel out of the right tank. The pilot asked for the closest airport to land and the controller told him that ORL was the closest airport. The controller cleared him to land and advised the pilot he was cleared to make a left or right turn back to the airport and to switch radio frequency back to the tower controller at ORL. The pilot also reported to the tower controller that the airplane was not getting fuel out of the right tank. The controller cleared him to land on runway 13, but the pilot did not respond, and no further communications were received from the accident airplane.

A witness stated that he was in a boat on the northeast side of Lake Maitland when he heard and saw an airplane flying overhead. The engine was sputtering "like it was running out of gas." He watched the airplane fly over the lake to the north, make a 180° turn back to the lake, and thought the pilot was trying to make a water landing. The witness was in the path of the airplane, so he started the boat motor and drove perpendicular to the airplane's path to stay out of the way. The witness further stated it looked like the airplane may have hit some treetops at the edge of the water because the airplane drastically nosed over and went straight into the water and hit "very hard." He immediately went over to the airplane, which was still on top of the water; however, it quickly sank.

The airplane was located about 5 miles north of ORL in Lake Maitland, at a depth of 20 ft. Two gallons of fuel was removed from each wing tank and the single auxiliary tank. The left wing remained attached to the airframe. The flap and aileron were still attached to the wing. The fuel tank was intact and not breached. The fueling cap was attached and secured to the fuel tank. The fuselage was intact and not damaged. The rudder, elevator and vertical stabilizer were attached and not damaged. The right wing remained attached to the airframe. The flap and aileron were still attached to the wing. The fuel tank was intact and not breached. The fueling cap was attached and secured to the fuel tank. The main landing gear was attached and not damaged. Both doors were attached and not damaged.

The instrument panel was intact; however, the panel was separated from its mounts. The throttle, mixture, and propeller controls were all in the most forward position. The fuel selector valve was in the right tank position. The auxiliary fuel pump switch was in the off position. The lap belts and shoulder harnesses remained attached. The propeller was attached to the engine; one blade was bent forward, the second blade tip was bent, and the third blade was straight. The bottom engine cowl was crushed consistent with impact damage. The muffler and airbox were crushed. The top engine cowling was not damaged. The engine remained attached to the engine mounts and was not damaged. Flight control continuity was established to all flight controls by moving the control wheel and rudder pedals to verify movement.

The airplane was recovered to a salvage facility and secured to a trailer in preparation for an engine run. The magnetos were dried out and the carburetor and spark plugs were cleaned of water. The aviation fuel that was removed from the airplane was separated from the water and used to start the engine. The engine started without hesitation and ran continuously for about 3 minutes at different power settings.

The four-seat, single-engine, high-wing airplane was built in 1962, and powered by a 375-horsepower Continental O-520-series engine, equipped with a three-blade, constant speed Hartzell propeller. The most recent annual inspection was completed on April 4, 2019. Review of maintenance records revealed that at the time of the most recent annual inspection, the airframe total time was 5,835.49 hours, and the engine time was 1,578.69 hours since major overhaul.

The pilot held a private pilot certificate, with ratings for airplane single-engine land and instrument airplane. His most recent FAA second class medical certificate was issued on October 1, 2018. He reported 1,000 total hours of flight experience at that time. 

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N3051Y
Model/Series: 182 E
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KORL, 112 ft msl
Observation Time: 1053 EDT
Distance from Accident Site: 5 Nautical Miles
Temperature/Dew Point: 24°C / 22°C
Lowest Cloud Condition: Few
Wind Speed/Gusts, Direction: 12 knots / , 270°
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 29.9 inches Hg
Type of Flight Plan Filed: None
Departure Point: Orlando, FL (ORL)
Destination: New Smyrna Beach, FL (X50)

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: 28.620278, -81.349167 (est)

Daniel P. Boggs, Investigator In Charge

Stanley Alfred Rampey, MD






Two men from Seneca were killed in a plane crash Wednesday in Florida.


Police in Maitland, Florida, a suburb of Orlando, searched for the plane after it crashed into Lake Maitland around 11 a.m. Wednesday.


The men have been identified as Stanley Rampey and Raymond Dodd, according to Mari Drechsel, an administrative assistant with the Orange County Medical Examiner's Office in Florida.


The Cessna 182E Skylane is owned by Golden Corner Flying Club of Seneca, according to records from the Federal Aviation Administration. 


"We're really in shock right now," said Auby Perry, the CEO of Golden Corner Flying Club. 


Perry said the pilot of the Cessna was a Golden Corner Flying Club member. The nonprofit club has three aircraft and 28 members. 


"It's been a rough day," he said. "I'm just devastated for everybody. It's really tough to lose close friends." 


Rampey was a doctor at Seneca Medical Associates, according to a press release from Prisma Health. In his 35-year career Rampey placed an emphasis on teaching up-and-coming doctors, going on to help found Seneca Lakes Family Medicine Residency, Seneca's first family medicine residency program, according to a statement from Prisma Health.


“Dr. Rampey was a pillar of this community for many years, delivering generations of babies at Oconee Memorial Hospital and seeing them throughout their life as a family medicine physician. He was available to patients day or night, never turning someone away if they needed care,” Dr. Saria Saccocio, chair of family medicine at Prisma Health–Upstate, said in a prepared statement.


“Dr. Rampey was also a teacher and mentor to numerous physicians, training them to deliver patient care with the highest quality standards, and he was a perpetual learner. He was the type of physician we all strive to be, and a great advocate for access to primary care for all.”


Debra Brown, one of Rampey's former employees, said she was heartbroken to hear of Rampey's death. Brown worked for Rampey from 1998 to 2004 at Seneca Medical Associates.

"He is a wonderful person and physician," Brown wrote in a message sent to The Greenville News and Anderson Independent Mail. "Such a kind Christian man who loved his patients and employees very much... At Seneca Medical everyone was family, even when we no longer worked there. He will truly be missed by all of us!"


According to flight-tracking website flightaware.com, the plane departed from Oconee County Regional Airport early Wednesday morning and landed at Orlando Executive Airport at around 9:30 a.m. 


The plane later left Orlando Executive Airport and was headed to Massey Ranch Airpark in New Smyrna Beach, Florida, when it crashed, according to an FAA spokesperson.


The FAA and National Transportation Safety Board are investigating the crash. 


FAA records show Rampey has had a private pilot certification since 2007. It is not clear if Dodd had certification.


Fuel problems may have preceded crash of Cessna 182E Skylane


A call about an aircraft crashing in water came in around 11:15 a.m. Wednesday, according to Maitland Police Department Public Information Officer Louis Grindle.


Orange County Fire Rescue's dive team, Maitland Fire Rescue and other first-responders had searched the lake for more than an hour without finding anything when efforts were temporarily halted due to lightning in the area.


The search resumed less than an hour later, which is when Grindle said divers found the plane and a body about 15 feet deep. The second person was found at about 5 p.m.


The crash is under investigation, but authorities have said already that fuel might have been an issue.


"We did receive information that the pilot did state that they were having fuel problems with the plane, but (we have) no other information other than that," Grindle said.


Witnesses said they saw the plane spiraling down into Lake Maitland. 


"Before you could even process what happened, the plane was under the water and so was the pilot," Fisher Omans said. "He kind of dusted these trees up here, and as the plane hit the water, he somersaulted once or twice." 


People nearby tried to help. 


"We saw the pilot come bop his head up for a second. It was minimal, but (by) the time the man in the other boat jumped in the boat to try to grab him, he was already sunk down; he was unconscious," Omans said.


Air traffic conversations from MCO and ORL towers


Air-traffic control recordings were reviewed by Robert Katz, a commercial air instructor who has previously helped analyze airplane crashes for The Greenville News.


Katz said the recordings show that the pilot was given four instructions, two on his approach into the Orlando airport and two upon his departure, reminding him to maintain certain heights and to be aware of lanes for larger aircraft.


In one of the recordings, an air traffic controller uses the word "immediately."


"This is extremely worrying and rarely happens," Katz said.


Katz said the air-traffic issues do not appear to be related to the potential fuel problems also mentioned in the recordings after departure. He said FAA investigators would likely look at two primary fuel issues: whether a fuel tank selector in the cockpit was switched to off rather than a secondary or third tank, and whether the airplane had run out of fuel.


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




Daniel P. Boggs, Investigator In Charge

Two men were killed Wednesday after a plane crashed into an Orange County lake, according to Maitland police.

The victims were identified Thursday as Stanley Rampey, 67, and Raymond Dodd, 79. Both were from Seneca, South Carolina, investigators said.

Neighbors said they watched as the plane went down around 11 a.m. into Lake Maitland.

The FAA said the Cessna 182 left the Orlando Executive Airport headed for Massey Ranch Airpark in New Smyrna Beach. Police said both of the men on board, identified as Stanley Rampey, 67, and Raymond Dodd, 79, were both from Seneca, South Carolina.

Because of the bad weather Wednesday afternoon, the search was briefly called off. It was nine hours after witnesses reported the crash that the plane was finally pulled from the water.

Fisher Omans, of Oviedo, was on the lake at the time the plane went down.

"It looked like the pilot made a maneuver and hooked a U-turn to come towards the lake, and when he began to turn towards the lake, he hit the top of the trees, kind of dusted the trees," Omans said.

Cellphone video shows crews searching the lake before finding the wreckage in the early afternoon.

"We deployed some dive teams, as well, to search for the vessel and possibly any occupants of the vessel," said Lt. Louis Grindle, with the Maitland Police Department.

The pilot reported problems with his fuel soon after takeoff.  

Witnesses said they could hear the plane sputtering before it crashed.  

Lake Maitland is about 25 feet deep in some places, according to residents who live there.  

“You're talking about a large body of water. A plane has gone down. The recovery of the occupants is the most important, making sure there's no dangers like fuel," Grindle said.

This is the second plane to crash in the Maitland area in the last month.  

A small plane landed on the off-ramp to I-4 on May 17. No one was injured in that incident.  

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

Mr. Raymond Eugene Dodd
September 9, 1945 - June 12, 2019


Raymond Eugene Dodd, 73, husband of the late Opal Louise Cooper Dodd, of Seneca, passed away on Wednesday, June 12, 2019.

A native of West Union, SC, Mr. Dodd was the son of the late James Marvin and Minnie Annie Mary Ellen Brucke Dodd. He was a veteran of the U.S. Army serving in Vietnam. Mr. Dodd was a self-employed mechanic. He was a member of Newry Church of God.

Mr. Dodd is survived by his son: Jeremy Dodd (Mollie) of Seneca, SC; daughter: Tracie Reynolds (Daniel) of Seneca, SC; brother: Marvin Jackson Dodd (Judy) of Seneca, SC; sister: Wilma Dodd Dain of Walhalla, SC; and grandchildren: Brittany, Ethan and Sean Reynolds and Cooper Dodd.

In addition to his wife and parents, Mr. Dodd was preceded in death by his brother: James Harold Dodd; and sisters: Jewel Price and Irene Grant.

Funeral services will be conducted at 11:00 AM, Tuesday, June 18, 2019, at Newry Church of God with burial to follow at Oconee Memorial Park.

The family will receive friends from 6:00-8:00 PM, Monday, June 17, 2019, at Davenport Funeral Home.

In lieu of flowers, memorials may be made to Prisma Health Hospice of the Foothills, Cottingham Hospice House, Attn: Foundation Office, 298 Memorial Drive, Seneca, SC 29672.

The family is at their respective homes.

6 comments:

  1. Looking at the fuselage I would think it was survivable if shoulder harnesses were worn.

    Bad news. RIP guys.

    ReplyDelete
  2. Plane built in 1962 ... Harnesses not required. Several good/great STC's available for installation and installation is easy.
    Not as exciting as upgraded avionics until you need them. Most bang for the buck on safety items.

    ReplyDelete
  3. I've seen Daniel P. Boggs a lot of times in interviews regarding Florida GA aircraft accidents, I wonder how many accidents can an NTSB investigator handle at once ?

    ReplyDelete
  4. My guess is that he only does the initial site investigation.

    Just a guess.

    ReplyDelete
  5. "... how many accidents can an NTSB investigator handle at once?"

    Of the 1500 or so aviation accidents investigated each year, roughly 225 to 250 are handled as field investigations. - Honorable Robert L. Sumwalt, Chairman

    https://www.ntsb.gov/news/speeches/rsumwalt/Documents/Sumwalt_141020.pdf

    The NTSB "Go Team"

    Dan Boggs: The Go Team's immediate boss is the Investigator-in-Charge (IIC), a senior investigator with years of NTSB and industry experience. Each investigator is a specialist responsible for a clearly defined portion of the accident investigation.

    The Working Group: Under direction of the Investigator-in-Charge, each of these NTSB investigators heads what is called a "working group" in one area of expertise. Each is, in effect, a subcommittee of the overall investigating team. The groups are staffed by representatives of the "parties" to the investigation - the Federal Aviation Administration, airframe and engine manufacturers, the airline, the pilots' and flight attendants' unions; etc.

    Pilots: Pilots assist the operations group; manufacturers' experts, the structures, systems and power plants groups; etc.

    https://www.ntsb.gov/investigations/process/Pages/default.aspx

    ReplyDelete
  6. The 182 is a great, safe airplane. Sad to see such a tragic accident.

    ReplyDelete