Sunday, September 29, 2019

Aircraft Structural Failure: Fisher Celebrity, N228LC; fatal accident occurred July 19, 2018 in Patriot, Switzerland County, Indiana

Robert (Bob) Dow Askins 
Bob Askins grew up in Louisville and after graduating from the University of Louisville in 1972, entered the United States Air Force. After retiring from the Air Force he joined Delta Air Lines. He retired from Delta in 2005, and went to work as an aviation safety inspector for the Federal Aviation Administration in 2006.


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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Louisville, Kentucky

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


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

http://registry.faa.gov/N228LC

Location: Patriot, IN
Accident Number: CEN18FA282
Date & Time: 07/19/2018, 1700 EDT
Registration: N228LC
Aircraft: FISHER CELEBRITY
Aircraft Damage: Destroyed
Defining Event: Aircraft structural failure
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 19, 2018, about 1700 eastern daylight time, an experimental amateur-built Fisher Celebrity biplane, N228LC, experienced an in-flight breakup and impacted terrain near Patriot, Indiana. The airline pilot was fatally injured, and the airplane was destroyed. The airplane was privately owned and was being operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed in the area at the time of the accident, and no flight plan was filed for the local flight that originated from the pilot's personal airstrip in Warsaw, Kentucky, shortly before the accident.

When the pilot failed to return home as expected, his wife notified authorities. The wreckage was located the following morning about 0930 in a cornfield on the west side of the Ohio River, about 4 miles due east of the pilot's airstrip.

There were no witnesses to the accident; however, a nearby resident, who lived along the straight-line course between the pilot's airstrip and the accident site, stated that he heard an airplane fly over his house about 1700. Shortly thereafter, he heard a loud "thud." 

Pilot Information

Certificate: Airline Transport; Commercial; Flight Engineer
Age: 67, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: BasicMed
Last FAA Medical Exam: 04/20/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  15020 hours (Total, all aircraft), 5 hours (Total, this make and model), 10 hours (Last 90 days, all aircraft)

The pilot held an airline transport pilot certificate with a rating for airplane multiengine land, type ratings in the Boeing 747-400, 757, 767, Douglas DC-9, and Cessna 500, commercial pilot privileges with an airplane single-engine land rating, and a remote pilot certificate. He also held a flight engineer certificate with a turbojet rating. His third-class Federal Aviation Administration airman medical certificate, dated April 20, 2016, listed the restriction, "Must have available glasses for near vision." On the application for that certificate, the pilot reported civilian flight experience totaling 15,020 total hours, and 10 hours in the previous six months. When his third-class airman medical certificate expired for all classes on April 30, 2018, the pilot completed the prerequisites for and was issued a Basic Medical Certificate (BasicMed) on April 20, 2018.

A copy of one of the pilot's logbooks was examined. It contained entries from August 25, 2017, to July 13, 2018. Forwarded totals indicated that the pilot had accumulated 256.2 hours. The pilot purchased the accident airplane July 4, 2018, and had completed 7 flights in the airplane (not including the accident flight), totaling 2.7 hours. 

Aircraft and Owner/Operator Information

Aircraft Make: FISHER
Registration: N228LC
Model/Series: CELEBRITY
Aircraft Category: Airplane
Year of Manufacture: 1995
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: AV1076
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 07/01/2018, Condition
Certified Max Gross Wt.: 1100 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:  as of last inspection
Engine Manufacturer: Continental
ELT: C91 installed, not activated
Engine Model/Series: O-200-A
Registered Owner: On file
Rated Power: 100 hp
Operator: On file
Operating Certificate(s) Held: None

The accident airplane, serial number AV1076, was issued an FAA Special Airworthiness Certificate on May 23, 1995. It was powered by a 100-horsepower Continental O-200-A engine, driving a Tennessee 2-blade, fixed-pitch wooden propeller (model number 70-44). The data plate indicated that the airplane's gross weight was 1,100 lbs, and its empty weight was 601 lbs.

According to the maintenance records, the most recent condition inspection was performed on July 1, 2018, at a Hobbs meter reading of 442.0 hours and a total time-in-service of 589.0 hours.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: CVG, 896 ft msl
Distance from Accident Site:
Observation Time: 1752 CDT
Direction from Accident Site:
Lowest Cloud Condition: Scattered / 15000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 30°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.97 inches Hg
Temperature/Dew Point: 30°C / 10°C
Precipitation and Obscuration:
Departure Point: Warsaw, KY (NONE)
Type of Flight Plan Filed: None
Destination: Warsaw, KY (NONE)
Type of Clearance: None
Departure Time: 1700 EDT
Type of Airspace: Class G 

The following weather observations were recorded by the Madison Municipal Airport, Madison, Indiana, Automated Weather Observation System, located about 30 miles west of the accident site:

At 1655, the observation included wind from 170° at 3 knots, 10 miles visibility, clear sky, temperature 30° C, dew point 12° C, and altimeter setting on 29.99 inches of mercury.

The 1715 observation included wind from 150° at 5 knots, 10 miles visibility, clear sky, temperature 30° C, dew point 13° C, and altimeter setting of 29.98 inches of mercury

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 38.794722, -84.820278 

The airplane impacted a cornfield about 40 ft south of Indiana State Highway 156. Corn stalks were 7 to 8 ft tall. The airplane came to rest on its right side on a magnetic heading of 310°. The nose and cockpit area were fragmented from impact. The left horizontal stabilizer was undamaged, but the right horizontal stabilizer, vertical stabilizer, and rudder were crushed. The upper tip of the rudder was located about 400 yards west of the main wreckage. The airspeed indicator read 103 mph; the Kollsman window indicated 30.04 inches of mercury. Other instruments were destroyed. The engine and propeller were deeply embedded in the ground.

The upper and lower left wings were attached to each other but were separated from the fuselage and thrust forward of the main wreckage. The aileron remained loosely attached to the wing. Part of the lower right wing was located with the wreckage, but not attached to the fuselage. Additional parts of the upper and lower right wing were found scattered throughout an area between 400 yards and 800 yards west of the main wreckage. A large portion of the upper right wing was not located. Most of the lower bottom wing was located. Small pieces of wing spar and webbing were scattered to the right of the accident site. Portions of the right wings were located about 3 days after the accident about 80 yards from the main wreckage, including a portion of the leading edge cuff and ribs.

The wreckage was recovered from the accident site and transported to AMF Aviation, LLC, Springfield, Tennessee, for further examination. One propeller blade had separated from the hub, but about 8 inches of the other blade remained attached. The propeller blades bore signatures consistent with rotation at impact.

The lower right-wing rear spar attachment fitting, lower right-wing main spar attachment fitting, and right aileron rod end were sent to the NTSB's Materials Laboratory for examination. "Each of the submitted attachment fittings had fractures intersecting the inboard wing spar attachment bolt hole. The fracture features for each attachment fitting were rough and matte gray in appearance, consistent with ductile overstress fracture" and with upward bending of the wing at the attachment location. The outboard end of the attachment fitting piece for the aft spar was also bent to the aft relative to the inboard end, consistent with the entire upper and lower right wings folding in upward and rearward bending and separating from the airplane. Upward bending of the lower wing attachment was secondary to a primary failure elsewhere, the locations of which could not be determined due the fact that a majority of the wing structure was not recovered. There was no evidence of any preexisting damage on the wing spar attachment fittings. 

Medical And Pathological Information

Highpoint Health, Department of Pathology, Lawrenceburg, Indiana, performed an autopsy of the pilot. According to its report, the cause of death was "multiple blunt force injuries."

Toxicology testing performed by the FAA Forensic Science Laboratory detected 71 (mg/dL, mg/hg) and 117 (mg/dL, mg/hg) ethanol in brain and muscle tissue, and N-Butanol and Propanol (N-) in muscle tissue. Putrefaction was noted in specimens. No drugs were detected in muscle tissue. Carbon monoxide and cyanide tests were not performed.

Loss of Engine Power (Total): Cessna A188B, N2483J; accident occurred July 12, 2018 in Rockford, Mercer County, Ohio

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Columbus, 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


http://registry.faa.gov/N2483J


Location: Rockford, OH
Incident Number: CEN18IA273
Date & Time: 07/12/2018, 1647 EDT
Registration: N2483J
Aircraft: Cessna A188B
Aircraft Damage: Minor
Defining Event: Loss of engine power (total)
Injuries: 1 None
Flight Conducted Under: Part 137: Agricultural 

On July 12, 2018, about 1647 eastern daylight time, a Cessna A188B, N2483J, made a forced landing after a loss of engine power near Rockford, Ohio. The pilot was not injured; the airplane sustained minor damage. The airplane was owned and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 137 as an aerial-application flight. Visual meteorological conditions prevailed at the time of the flight, which was not on a flight plan. The airplane departed about 1620 from the Lakefield Airport (CQA), Celina, Ohio, on a local flight.

The pilot reported that he was flying at 350 ft above ground level when the engine started running rough and then stopped producing power. He executed a forced landing to a bean field, which resulted in minor damage to the right wing. The examination of the engine revealed that there was a hole in the engine case near the No. 2 cylinder.

The engine was a 300-horsepower six-cylinder Continental IO-550-D engine. A review of the engine maintenance logbooks indicated that the last major overhaul was performed on February 2, 2014 and was installed on the airplane on April 1, 2014. All six cylinders were replaced on September 9, 2017 at a tachometer time of 1,225.8 hours. The logbook entry did not provide a reason for why all six cylinders were replaced. The last annual maintenance inspection was performed on April 2, 2018, at a tachometer time of 1,262.0 hours. The last oil change was performed on July 8, 2018, at a tachometer time of 1,315.6 hours. The tachometer time at the time of the accident was 1,333.4 hours, which as 107.6 hours since all six cylinders were replaced.

The engine was shipped to Continental Motors for an engine teardown examination under the oversight of the National Transportation Safety Board. There were no signs of external impact to the engine. All six cylinders remained attached to their cylinder bays and there was no damaged noted to the cylinders. The crankcase bearing supports exhibited signs consistent with bearing shift. The No. 2 and No. 3 lock tabs exhibited elongation, and all bearing support mating surfaces exhibited varying amounts of fretting with the No. 2 and No. 3 surfaces displaying the most fretting. The No. 3 bearing had shifted a significant amount and a portion of the bearing was separated. It was noted that the crankshaft gear was improperly safety wired.

The No. 2 connecting rod was separated from its journal and exhibited damage consistent with lubrication distress, and portions of the connecting rod were in the sump. The No. 2 connecting rod bearings exhibited a significant amount of thermal damage consistent with heat distress. The No. 2 piston was separated from the connecting rod and remained in the cylinder.

The induction system remained attached to the engine; however, several induction coupling clamps were missing, and all the induction riser bolts that go on the inside portion of the attach flange were not installed. 

Pilot Information

Certificate: Commercial
Age: 61, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Center
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 02/06/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: 7200 hours (Total, all aircraft), 2500 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N2483J
Model/Series: A188B
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 18803467T
Landing Gear Type: Tailwheel
Seats: 1
Date/Type of Last Inspection: 04/02/2018, Annual
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 7641 Hours as of last inspection
Engine Manufacturer: Continental
ELT:
Engine Model/Series: IO-550-D
Registered Owner: Trump Roger L
Rated Power: 300 hp
Operator: Trump Roger L
Operating Certificate(s) Held: Agricultural Aircraft (137)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: FWA, 814 ft msl
Distance from Accident Site: 30 Nautical Miles
Observation Time: 1554 EDT
Direction from Accident Site: 305°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 25000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 140°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.19 inches Hg
Temperature/Dew Point: 29°C / 16°C
Precipitation and Obscuration: No Obscuration
Departure Point: Celina, OH (CQA)
Type of Flight Plan Filed: None
Destination: Celina, OH (CQA)
Type of Clearance: None
Departure Time: 1620 EDT
Type of Airspace:

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Minor
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries:N/A 
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 40.698333, -84.636389

Low Altitude Operation / Event: Air Tractor AT-602, N8508P; fatal accident occurred July 11, 2018 in Wheatley, St. Francis County, Arkansas

Chad McClain 


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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Little Rock, Arkansas
Air Tractor; Olney, Texas
Pratt & Whitney Canada; Bridgeport, West Virginia
Hartzell Propellers; 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


http://registry.faa.gov/N8508P




Location: Wheatley, AR
Accident Number: CEN18FA263
Date & Time: 07/11/2018, 0630 CDT
Registration: N8508P
Aircraft: Air Tractor AT-602
Aircraft Damage: Destroyed
Defining Event: Low altitude operation/event
Injuries: 1 Fatal
Flight Conducted Under: Part 137: Agricultural

On July 11, 2018, about 0630 central daylight time, an Air Tractor AT-602 airplane, N8508P, was destroyed when it impacted a wooded area about 1.5 miles north of Wheatley, Arkansas, and was consumed by a postcrash fire. The commercial pilot received fatal injuries. The airplane was owned by D-GER LLC, which was operating it as a Title 14 Code of Federal Regulations Part 137 aerial application flight. Visual meteorological conditions prevailed and no flight plan was filed for the local flight, which departed about 0600 from Frank Federer Memorial Airport (M36), Brinkley, Arkansas.

A witness reported that the pilot loaded the airplane with 400 gallons of chemical and that the airplane's fuel tanks were full before the flight departed. He stated that the pilot was planning to spray his own 40-acre field about 5 nautical miles (nm) from M36. There were no witnesses to the accident. A witness reported seeing fire and smoke about 0630, and the wreckage was subsequently found by first responders.

Chad McLain

Pilot Information

Certificate: Commercial
Age: 41, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Single
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 None
Last FAA Medical Exam: 01/22/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 05/15/2015
Flight Time: 4023 hours (Total, all aircraft) 

The 41-year-old pilot held a commercial pilot certificate with ratings for airplane single- and multi-engine land. He held a second-class Federal Aviation Administration (FAA) airman medical certificate, which was issued on January 22, 2018, with no limitations. On the application for that certificate, the pilot reported 4,023 total hours of flight experience with 200 hours in the previous 6 months. The pilot's logbook indicated that he obtained his agricultural aircraft pilot endorsement on May 1, 2007.

Aircraft and Owner/Operator Information

Aircraft Make: Air Tractor
Registration: N8508P
Model/Series: AT-602
Aircraft Category: Airplane
Year of Manufacture: 2003
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 602-0670
Landing Gear Type: Tailwheel
Seats: 1
Date/Type of Last Inspection: 02/12/2018, Annual
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Turbo Prop
Airframe Total Time: 6965.4 Hours as of last inspection
Engine Manufacturer: Pratt & Whitney Canada
ELT:
Engine Model/Series: PT6A-60AG
Registered Owner: D-Ger LLC
Rated Power: 1050 hp
Operator: D-Ger LLC
Operating Certificate(s) Held: Agricultural Aircraft (137) 

The low-wing, single-engine airplane was manufactured in 2003 and was powered by a 1,050-horsepower Pratt & Whitney PT6A-60AG engine equipped with a 5-blade Hartzell propeller. The airplane had a maximum takeoff weight of 12,500 lbs. The most recent annual inspection was conducted on February 12, 2018, at a total airframe time of 6,965.4 hours.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LIT, 266 ft msl
Distance from Accident Site: 56 Nautical Miles
Observation Time: 0553 CDT
Direction from Accident Site: 75°
Lowest Cloud Condition: Few / 200 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 240°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.03 inches Hg
Temperature/Dew Point: 24°C / 23°C
Precipitation and Obscuration: No Precipitation
Departure Point: Brinkley, AR (M36)
Type of Flight Plan Filed: None
Destination: Brinkley, AR (M36)
Type of Clearance: None
Departure Time: 0600 CDT
Type of Airspace:

At 0553, the recorded surface weather observation at Bill and Hillary Clinton National Airport (LIT), Little Rock, Arkansas, located 56 nm from the accident site, included wind from 240° at 3 knots; 10 miles visibility; few clouds at 200 ft above ground level; temperature 24°C; dew point 23°C; and altimeter 30.03 inches of mercury.



Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: On-Ground
Total Injuries: 1 Fatal
Latitude, Longitude: 34.946944, -91.114167 

The wreckage was found in a wooded area between two open fields about 1/3 mile west of the application field. A 6-ft-deep gully ran northeast-to-southwest through the wooded area. The debris path was over 200 ft long and was oriented on a magnetic heading of 280°. The initial impact point was a shallow ground scar that contained components from the underside of the fuselage. The debris path extended into the wooded area and was comprised wing and empennage components. The fuselage was found on the north side of the gully about 120 ft from the initial impact point. The engine was separated from the fuselage and was found in the gully below the fuselage. Most of the separated fuselage components were found in the gully to the southwest.

A postcrash fire consumed a majority of the fuselage's aluminum skin and components and was limited to the area near the main wreckage. The central portion of the fuselage, including the hopper and cockpit, suffered the most fire damage. All cockpit instruments, circuit breakers, and controls were destroyed. The agricultural GPS system was destroyed by the fire and none of the non-volatile memory components were recovered.

Both wings were destroyed by impact forces. The main wing spar was found bent around a tree. All of the wing ribs and skins were separated from the spar. The rear spar of both wings was fractured in numerous places and found throughout the wreckage.

The rudder, vertical stabilizer, right elevator, and right horizontal stabilizer were found damaged but remained partially connected to the fuselage. The outboard section of the left horizontal stabilizer and left elevator were found in a tree along the debris path.

All flight control surfaces were located with the main wreckage. The control stick was intact in the cockpit and the elevator controls were continuous to the control horns, except for the fire damage to the aluminum pushrod and control stick pivot. The left stainless steel rudder cable displayed continuity from the rudder control horn to the rudder pedal attachment fitting. The right stainless steel rudder cable remained attached to the rudder control horn, but the cable had a "horsetail" separation at about mid-length, consistent with tensile overload of the cable. From this separation, the cable was traced to its forward end, which was embedded in a cluster of melted aluminum and debris. The right rudder pedal was destroyed by fire.

The aileron controls consisted of steel pushrods connecting the control stick to the aileron control horns through a torque tube and multiple bellcranks and idlers. The primary aileron controls were heavily damaged due to impact forces but were continuous except for separations due to tree and ground impact.

The engine was separated from the mount ring at the "A" and "F" flanges. The exhaust case exhibited significant fore-aft crush damage. The first stage compressor blades exhibited counter-rotational curling of the blade tips and damage to the leading edges of the blades.

The 5-bladed propeller remained connected to the engine propeller shaft. The propeller dome was fractured and the internal spring had been liberated. The dome components and internal spring were found near the main wreckage.

The area surrounding the application field displayed no evidence of tree or wire strikes.

The engine and propeller were recovered from the accident site and sent to the Pratt & Whitney Service Center in Bridgeport, West Virginia, for examination under NTSB oversight. The first stage compressor blades exhibited impact damage and several of the blades were bent opposite the direction of rotation. All the blades exhibited rubbing from contact with the shroud. The third stage compressor stator was rubbed from contact with the spacer. The impeller exhibited rubbing on all the airfoils from contact with the shroud. The front face of the impeller had rubbed the gas generator case.

The downstream side of the compressor turbine disc and blades exhibited rotational scoring from rubbing against the upstream side of the first stage power turbine vane. The compressor turbine shroud exhibited re-hardened melted material from the turbine blades rubbing against the shroud.

Rotational scoring was evident on the downstream side of the second stage disc and blades from contact with the exhaust duct and the No. 3 bearing/power turbine shaft housing. The power turbine shaft was fractured and the fracture surface exhibited features consistent with torsional overload.

The first stage power turbine vane, baffle, and baffle retention rivets exhibited rotational scoring on the upstream side from contact with the downstream side of the compressor turbine.

Examination of the propeller revealed that the piston was fractured and fragmented. One piston fragment displayed an impact mark from the cylinder top corner that was about 2.37 inches from the bottom edge and was roughly equivalent to a blade angle range of 13.7° to 16.7°.

The cylinder was bent and buckled with distinctive marks/creases made by the bottom edge of the piston. Two crease marks were about 2.13 inches and 1.6 inches from the top of the cylinder, equivalent to a blade angle range of about -12° to 9.3°. One circumferential mark was observed about 2.49 inches from the top corner, equivalent to a blade angle range of about 17.3° to 20.3°. Longitudinal scoring marks started from about 3.125 inches below the top corner, equivalent to about a blade angle range about 36° to 39°.

The damage to the 5 propeller blades included face-side chordwise/rotational abrasion, leading edge gouging, tip and mid-blade fractures, bending in the thrust/forward direction, S-bends and twisting toward high pitch. 

Medical And Pathological Information

The Travis County Office of the Medical Examiner, Austin, Texas, performed an autopsy of the pilot. The cause of death was multiple blunt force injuries.

Toxicology testing performed at the FAA's Forensic Sciences Laboratory was negative for carbon monoxide and ethanol in the blood. No tested-for drugs were found in the blood.

Loss of Engine Power (Total): Sibila MH1, N32KS; accident occurred June 25, 2018 in Beach City, Stark County, Ohio

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Columbus, 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

http://registry.faa.gov/N32KS

Location: Beach City, OH
Accident Number: CEN18LA239
Date & Time: 06/25/2018, 0930 EDT
Registration: N32KS
Aircraft: SIBILA MH-1
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

On June 25, 2018, about 0830 eastern daylight time, an experimental amateur-built Sibila MH1 helicopter, N32KS, impacted terrain during a forced landing near Beach City, Ohio. The pilot received serious injuries; and the helicopter sustained substantial damage. The helicopter was owned and operated by an individual under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the flight, which was not on a flight plan. The helicopter departed about 0825 from Beach City Airport (2D7), Beach City, Ohio, on a local flight.

The pilot reported that he departed on a maintenance flight to track and balance the helicopter's main rotor. He made several flights to make adjustments to the main rotor. On the last flight, he was making the approach to land and he was about 40 ft above ground level (agl) when the engine "completely shut down" without any warning. He entered an autorotation for the forced landing, but within seconds the helicopter impacted the terrain, the skids collapsed, and it rolled on its side.

The owner and builder of the helicopter witnessed the accident and was located about 3,000 ft from the accident site. He stated the helicopter appeared to be about 20 to 30 ft agl and he thought the pilot planned to turn toward the runway. Then the helicopter appeared to enter a steady descent until ground contact. When he arrived at the accident site, the helicopter pilot told him that the engine just "quit."

The examination of the helicopter revealed that all three carburetors were dislodged from the intake manifold. The outer two clamps of the intake manifold appeared to be loose, and there were no threads protruding through the outboard clamps. The third intake manifold clamp was found at the initial impact area, and the clamp appeared to be tight in reference to the threads protruding through the clamp nut.

The engine was a 3-cylinder Yamaha Genesis 120-horsepower engine that was originally designed to be used in snowmobiles. It was a 3 carburetor 4-stroke engine with slaved carburetors with dual electrical fuel pumps. It was a rebuilt zero-time engine and it had 9.1 hours on the hour meter at the time of the accident.

The engine was prepared for an engine run/test, including re-installing the intake manifold and tightening all the clamps. Full throttle travel was checked, and the fuel pumps were turned on and it was confirmed that there were no fuel leaks. The engine started with no hesitation, but the run time was limited due to damaged cooling fans. After the second engine run, the outboard intake manifold clamps were loosened to the point were no threads protruded through the clamp, but the center clamp was left in the tightened position. The carburetor assembly was forcefully pushed and pulled but the induction system did not come loose from the intake manifold.

The pilot reported that he held a private pilot's certificate with single-engine, multi-engine, and airplane instrument ratings. He did not hold a rotorcraft rating. He had 3,200 total flight hours with 260 hours in the make and model of the accident helicopter. He stated that he received helicopter training in a Bell 47 and had received autorotation training and had practiced autorototions and sliding landings. The pilot reported that as a distributor for the experimental, amateur built helicopter, he typically flew the maintenance flights to track and balance the main rotor system of the new amateur-built helicopters.

Pilot Information

Certificate: Private
Age: 67, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Single
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 None
Last FAA Medical Exam: 05/04/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  3200 hours (Total, all aircraft), 260 hours (Total, this make and model), 20 hours (Last 90 days, all aircraft), 10 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: SIBILA
Registration: N32KS
Model/Series: MH-1
Aircraft Category: Helicopter
Year of Manufacture: 2017
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: MH12014-01
Landing Gear Type:Skid 
Seats: 1
Date/Type of Last Inspection: 03/27/2018, Condition
Certified Max Gross Wt.: 1180 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 8 Hours as of last inspection
Engine Manufacturer: Yamaha
ELT: Not installed
Engine Model/Series: Genesis 120
Registered Owner: On file
Rated Power: 120 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: CAK, 1225 ft msl
Distance from Accident Site: 18 Nautical Miles
Observation Time: 0751 EDT
Direction from Accident Site: 20°
Lowest Cloud Condition:
Visibility:  8 Miles
Lowest Ceiling: Broken / 1300 ft agl
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 40°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.16 inches Hg
Temperature/Dew Point: 18°C / 15°C
Precipitation and Obscuration: No Precipitation
Departure Point: Beach City, OH (2D7)
Type of Flight Plan Filed: None
Destination: Beach City, OH (2D7)
Type of Clearance: None
Departure Time: 0900 EDT
Type of Airspace: 

Airport Information

Airport: Beach City Airport (2D7)
Runway Surface Type:
Airport Elevation: 984 ft
Runway Surface Condition: Dry
Runway Used: 10
IFR Approach: None
Runway Length/Width: 3175 ft / 115 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious
Latitude, Longitude: 40.646389, -81.555833

Loss of Control in Flight: Cessna T182T Turbo Skylane, N1880B; fatal accident occurred June 10, 2018 near Monroe Municipal Airport (KEFT), Green County, Wisconsin

Colleen Deininger, a successful broker and family matriarch, was killed when the Cessna T182T Turbo Skylane she was piloting went down June 10th, 2018. She was headed to a family celebration with her daughter and two grandchildren.



Colleen Deininger's daughter, Lisa Deininger-Dickman and her children, 17-year-old Emmarose Dickman and 13-year-old Alex Dickman were also killed in the crash.  

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin
Textron Aviation; Wichita, Kansas
Lycoming Engines; Williamsport, Pennsylvania

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


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

 
http://registry.faa.gov/N1880B


Location: Monroe, WI
Accident Number: CEN18FA216
Date & Time: 06/10/2018, 1201 CDT
Registration: N1880B
Aircraft: CESSNA T182T
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 4 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal 

On June 10, 2018, at 1201 central daylight time, a Cessna T182T airplane, N1880B, was destroyed during a collision with trees and terrain about 3/4 mile north-northwest of the Monroe Municipal Airport (EFT), Monroe, Wisconsin. The pilot and three passengers were fatally injured. The airplane was registered to and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Day instrument meteorological conditions prevailed. The flight was operated on an instrument flight rules flight plan. The flight originated from the Kenosha Regional Airport (ENW) about 1126 and was destined for EFT.

Federal Aviation Administration (FAA) air traffic control (ATC) radar position and communications data revealed that, after departing from ENW, the airplane proceeded westbound en route to EFT at a cruising altitude of 4,000 ft mean sea level (msl). The pilot requested the RNAV (GPS) Rwy 30 approach at EFT. She initially inquired about being cleared to the Davis initial approach fix (IAF). However, the controller suggested proceeding to GENZU due to weather southeast of Janesville. At 1139, the pilot was cleared to the GENZU initial approach fix on the RNAV (GPS) Rwy 30 approach into EFT. At 1150, the pilot was instructed to cross GENZU at 3,000 ft and was cleared for the approach. The airplane began a descent from 4,000 ft and subsequently leveled at 3,000 ft about 2 minutes later. At 1154, the airplane passed the GENZU initial approach fix and turned to the south-southeast along the published GPS Rwy 30 approach transition.

The pilot informed the controller that she would like to proceed to the Rockford International Airport (RFD) in the event of a missed approach. However, she later advised the controller that she wanted to go back to ENW. The controller provided alternate missed approach instructions: fly heading 090° and climb and maintain 4,000 ft. At 1155, the controller authorized the pilot to change to the airport common traffic advisory frequency and the pilot acknowledged. No further communications were received from the pilot. At 1156, the airplane passed the XOTIY intermediate approach fix and turned to the west-northwest inbound to runway 30. At 1159, the airplane passed the ZEBRU final approach fix at 2,700 ft. The final radar data point was recorded at 1201:06. The airplane was 1.90 nautical miles southeast of the runway 30 approach threshold at 1,700 ft. Radar contact was lost consistent with coverage limitations and was not regained.

A witness reported that she was at home when she heard the airplane. It sounded similar to an airplane performing aerobatic maneuvers, with a loud, high-pitched sound. She subsequently looked out of her kitchen window and observed a "fireball" through an opening in the tree line behind her home. She then heard a loud "boom" and saw thick black smoke rising above the trees.

The accident site was located in a wooded ravine about 1/2 mile north of the runway 30 departure threshold.




Pilot Information

Certificate: Commercial
Age: 81, Female
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 06/21/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  4600 hours (Total, all aircraft), 90 hours (Total, this make and model) 

Three pilot logbooks provided to the National Transportation Safety Board by a family representative for review were current to September 21, 2014. The family representative reported that the pilot had moved to a computer-based logbook after that point and he did not know where that data was stored. The pilot's total flight time after the final entry in the third logbook was 4,348.5 hours. The pilot had logged about 110 hours in Cessna 152 airplanes, about 385 hours in Cessna 172 airplanes, about 919 hours in Cessna 182 airplanes, about 1,625 hours in Cessna 206 airplanes, and about 1,300 hours in Cessna T206 airplanes. The logged actual and simulated instrument flight times totaled 491 and 85 hours, respectively.

On the most recent medical certificate application, dated June 2017, the pilot reported a total flight time of 4,480 hours with no flight time in the preceding 6 months. However, on the previous medical certificate application, dated April 2015, the pilot noted a total flight time of 4,600 hours with 90 hours in the preceding 6 months.

A review of the available pilot's logbooks, in conjunction with FAA records, revealed that the pilot had owned several airplanes before the accident airplane. These included a 2010 Cessna T206H, a 2004 Cessna 206H, a 1998 Cessna T206H and a 1997 Cessna 182S. Available information indicated that the accident airplane, the 2010 Cessna T206H and the 2004 Cessna 206H were equipped with Garmin G1000 avionics systems.

Federal Aviation Administration records revealed that the pilot had two pilot deviations. One event involved an altitude deviation while operating on an instrument flight rules clearance. The pilot had stated that the airplane was not on the desired flight track due to an error in loading the flight plan into the Garmin 1000 system. She disconnected the autopilot and corrected the flight track; however, she allowed her instrument scan to deteriorate and inadvertently climbed 500 ft above the assigned altitude. The second event involved a failure to change frequencies as required by air traffic control. 

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N1880B
Model/Series: T182T T
Aircraft Category: Airplane
Year of Manufacture: 2012
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: T18209078
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 05/04/2018, Annual
Certified Max Gross Wt.: 3100 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 844.3 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: Installed, not activated
Engine Model/Series: TIO-540-AK1A
Registered Owner: On file
Rated Power: 235 hp
Operator: On file
Operating Certificate(s) Held: None 

Federal Aviation Administration records revealed that the pilot purchased the accident airplane in January 2017. An airframe maintenance logbook entry, dated April 2017, noted the recording tachometer time as 755.3. This was the initial logbook entry after the pilot had purchased the airplane. According to the maintenance records, the most recent annual inspection was completed on May 4, 2018, at a tachometer time of 844.3 hours.

Personnel at ENW stated that the pilot brought the airplane in for maintenance a few days before the accident noting that the engine did not shut down using the mixture control after a previous flight. Maintenance personnel reported that a visual examination did not reveal any anomalies. An engine run-up was conducted and the engine operated normally and shut-down without any difficulties at that time. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Day
Observation Facility, Elevation: EFT, 1086 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 1215 CDT
Direction from Accident Site: 150°
Lowest Cloud Condition:
Visibility:  2.5 Miles
Lowest Ceiling: Overcast / 200 ft agl
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: Terrain-Induced / None
Wind Direction: 10°
Turbulence Severity Forecast/Actual: Moderate / N/A
Altimeter Setting: 29.9 inches Hg
Temperature/Dew Point: 16°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Kenosha, WI (ENW)
Type of Flight Plan Filed: IFR
Destination: Monroe, WI (EFT)
Type of Clearance: IFR
Departure Time: 1126 CDT
Type of Airspace: Class G 

Departure airport conditions, recorded at 1122, included overcast clouds at 300 ft agl, with 3 miles visibility in light rain and mist. The National Weather Service weather radar composite, valid at 1200, did not depict any defined thunderstorms along the immediate route of flight or any significant weather echoes over the accident site. A forecast for moderate turbulence below 10,000 ft msl over northern Illinois and Wisconsin was valid at the time of the accident flight. However, the available pilot reports either reported negative turbulence (smooth flight) conditions or did not mention turbulence at all.

A witness recalled that it had been misting all morning and the ground was wet. The cloud ceiling was low and "no blue sky" was visible "at all" through the overcast. A review of surface observations for EFT indicated that low instrument weather conditions prevailed from 0500 through 1555. At the time of the accident, the recorded cloud ceiling at EFT was 200 ft agl.

Airport Information

Airport: Monroe Municipal (EFT)
Runway Surface Type: Asphalt
Airport Elevation: 1086 ft
Runway Surface Condition: Vegetation
Runway Used: 30
IFR Approach: None
Runway Length/Width: 5000 ft / 75 ft
VFR Approach/Landing: None 

The RNAV (GPS) 30 approach LNAV minimum descent altitude (MDA) was 1,480 ft msl, which was 410 ft above the runway touchdown zone elevation. The circling MDA was 1,540 ft msl, which was 454 ft above the airport elevation. The published missed approach specified a climbing left turn to 3,000 ft, direct to the DAVIS initial approach fix and hold. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 3 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: On-Ground
Total Injuries: 4 Fatal
Latitude, Longitude: 42.627778, -89.597500 

The accident site was located in a wooded ravine. The debris path was oriented on an east-southeasterly heading. The main wreckage came to rest near the top of the ravine about 114 ft from the initial tree impact. The terrain rose about 20 ft from the initial tree impact to where it came to rest at the top of the ravine. The airplane was fragmented consistent with impact forces and portions of the fuselage were partially consumed by a postimpact fire.

Postaccident airframe and engine examinations did not reveal any anomalies consistent with a preimpact failure or malfunction. A detailed summary of the examinations is included in the docket associated with the accident investigation. 

Medical And Pathological Information

An autopsy of the pilot was performed by the Anatomic Pathology Laboratory in Madison, Wisconsin. The pilot's death was attributed to injuries sustained in the accident. Toxicology testing performed by the FAA Forensic Sciences laboratory identified metoprolol in kidney and muscle tissues. It was negative for all other substances in the testing profile. Metoprolol is commonly prescribed to control high blood pressure and is considered not to be impairing. 

Additional Information

Spatial Disorientation

The Federal Aviation Administration Civil Aeromedical Institute publication, "Introduction to Aviation Physiology," defines spatial disorientation as a loss of proper bearings or a state of mental confusion as to position, location, or movement relative to the position of the earth. Factors contributing to spatial disorientation include changes in acceleration, flight in instrument meteorological conditions (IMC), frequent transfer between VMC and IMC, and unperceived changes in aircraft attitude.


The Federal Aviation Administration Airplane Flying Handbook describes some hazards associated with flying when the ground or horizon are obscured. The handbook states, in part: "The vestibular sense (motion sensing by the inner ear) in particular tends to confuse the pilot. Because of inertia, the sensory areas of the inner ear cannot detect slight changes in the attitude of the airplane, nor can they accurately sense attitude changes that occur at a uniform rate over a period of time. On the other hand, false sensations are often generated; leading the pilot to believe the attitude of the airplane has changed when in fact, it has not. These false sensations result in the pilot experiencing spatial disorientation."