Wednesday, February 13, 2019

Cessna 150 Commuter, operated by Florida Institute of Technology, N150EC: Accident occurred December 19, 2016 in Palm Bay, Brevard County, Florida



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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Orlando, Florida

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/N150EC



  
Location: Palm Bay, FL
Accident Number: ERA17LA071
Date & Time: 12/19/2016, 1400 EST
Registration: N150EC
Aircraft: CESSNA 150
Aircraft Damage: Substantial
Defining Event: Fire/smoke (non-impact)
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Instructional 

On December 19, 2016, about 1400 eastern standard time, a Cessna 150M, N150EC, was substantially damaged during a forced landing following an in-flight smoke/fire event while maneuvering near Palm Bay, Florida. The flight instructor and student pilot received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which was conducted under the provisions of Title14 Code of Federal Regulations Part 91. The airplane departed Melbourne International Airport (MLB), Melbourne, Florida, about 1300.

Both the instructor and the student provided written statements, and their descriptions of the events were consistent throughout.

During recovery from a simulated engine failure, both pilots first smelled and then observed smoke in the cockpit. The instructor took the flight controls, selected a forced landing site, and maneuvered the airplane for landing. Upon touchdown, the nose landing gear settled into low brush and soft terrain, where the airplane stopped, nosed-over, and came to rest inverted.

The instructor held a commercial pilot certificate with ratings for airplane single engine land, multiengine land, and instrument airplane. He also held a flight instructor certificate with ratings for airplane single engine and instrument airplane. His Federal Aviation Administration (FAA) first-class medical certificate was issued on July 25, 2013. The instructor reported 309 total hours of flight experience, of which 3 hours were in the accident airplane make and model.

The student pilot was issued a student pilot certificate and an FAA third class medical certificate on May 19, 2014. She reported 75 total hours of flight experience, of which 3 hours were in the accident airplane make and model.

The two-seat, single-engine, high-wing, fixed-gear airplane was manufactured in 1976, and equipped with a Continental O-200-A series, 100-horsepower reciprocating engine. According to the airplane's maintenance records, the most recent annual inspection was completed on October 31, 2016, at 5,139 total aircraft hours.

At 1615, the weather reported at MLB; located 18 miles south of the accident site, included clear skies and wind from 090 degrees at 5 knots. The temperature was 27 degrees C, the dew point was 23 degrees C, and the altimeter setting was 30.27 inches of mercury.

An FAA inspector examined the wreckage at the site, and all major components were accounted for at the scene. Examination of the engine compartment revealed wires connected to the battery solenoid exhibited thermal damage. When the damaged wires were moved, the navigational gyros energized, the lights illuminated, and the flaps deployed. The examination of the airplane was then suspended.

Detailed examination by the NTSB revealed the wire (part number: PA5, 4 gauge) that connected the battery solenoid to the starter solenoid displayed chafing and thermal damage to the insulation along a 3-inch section of its length. The wire was placed in its approximate normally-installed location, and the burned area corresponded to the round shape of the right rear muffler. Multiple 18-gauge wires in the area also exhibited melted insulation. The back plate of the right muffler was no longer attached to the muffler and exhibited evidence of corrosion. It could not be determined if the back plate of the muffler had separated due to corrosion or impact forces.



Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 20, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 07/25/2013
Occupational Pilot: No
Last Flight Review or Equivalent: 07/13/2016
Flight Time: 309 hours (Total, all aircraft), 3 hours (Total, this make and model), 241 hours (Pilot In Command, all aircraft), 40 hours (Last 90 days, all aircraft), 10 hours (Last 30 days, all aircraft) 

Student Pilot Information


Certificate: Student
Age: 36, Female
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/19/2014
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  75 hours (Total, all aircraft), 3 hours (Total, this make and model), 10 hours (Pilot In Command, all aircraft), 9 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information


Aircraft Make: CESSNA
Registration: N150EC
Model/Series: 150 M
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 15078832
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 10/13/2016, Annual
Certified Max Gross Wt.: 1600 lbs
Time Since Last Inspection: 13 Hours
Engines: Reciprocating
Airframe Total Time: 5139 Hours at time of accident
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: O-200-A
Registered Owner: ROSSER TIMOTHY G
Rated Power: 100 hp
Operator: Florida Institute of Technology
Operating Certificate(s) Held: Pilot School (141) 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: MLB, 33 ft msl
Distance from Accident Site:  18 Nautical Miles
Observation Time: 1353 EST
Direction from Accident Site: 170°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 90°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.27 inches Hg
Temperature/Dew Point: 27°C / 23°C
Precipitation and Obscuration: No Precipitation
Departure Point: MELBOURNE, FL (MLB)
Type of Flight Plan Filed: None
Destination: MELBOURNE, FL (MLB)
Type of Clearance: VFR
Departure Time: 1300 EST
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 2 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: In-Flight
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude:  27.870000, -80.557778 (est)




NTSB Identification: ERA17LA071
14 CFR Part 91: General Aviation
Accident occurred Monday, December 19, 2016 in Palm Bay, FL
Aircraft: CESSNA 150, registration: N150EC
Injuries: 2 Minor.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On December 19, 2016, about 1400 eastern standard time, a Cessna 150M, N150EC, was substantially damaged during a forced landing after experiencing smoke in the cockpit while maneuvering near Palm Bay, Florida. The flight instructor and a student pilot received minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which was conducted under the provisions of 14 Code of Federal Regulations Part 91. The airplane departed Melbourne International Airport (MLB), Melbourne, Florida, about 1300.

Both the flight instructor and the student pilot provided written statements, and their descriptions of the events were consistent throughout.

During recovery from a simulated engine failure, both pilots first smelled and then observed smoke in the cockpit. The flight instructor took the flight controls, selected a forced landing site, and maneuvered the airplane for landing. Upon touchdown, the nose landing gear settled into low brush and soft terrain, where the airplane stopped, nosed-over, and came to rest inverted.

The flight instructor held a commercial pilot certificate with ratings for airplane single engine land, multiengine land, and instrument airplane. He also held a flight instructor certificate with ratings for airplane single engine and instrument airplane. His Federal Aviation Administration (FAA) first-class medical certificate was issued on July 25, 2013. The instructor reported 309 total hours of flight experience, of which 3 hours were in the accident airplane make and model.

The student pilot was issued a student pilot certificate and an FAA third class medical certificate on May 19, 2014. She reported 75 total hours of flight experience, of which 3 hours were in the accident airplane make and model.

The two-seat, single-engine, high-wing, fixed-gear airplane was manufactured in 1976, and equipped with a Continental O-200-A series, 100-horsepower reciprocating engine. According to the airplane's maintenance records, the most recent annual inspection was completed on October 31, 2016, at 5,139 total aircraft hours.

At 1615, the weather reported at MLB; located 18 miles south of the accident site, included clear skies and wind from 090 degrees at 5 knots. The temperature was 27 degrees C, the dew point was 23 degrees C, and the altimeter setting was 30.27 inches of mercury.

An FAA inspector examined the wreckage at the site, and all major components were accounted for at the scene. Examination of the engine compartment revealed wires connected to the battery relay exhibited thermal damage.

The airplane was retained for further examination at a later date.

Cirrus SR22, N217CE: Accident occurred November 22, 2016 at Mercer County Airport (KBLF), Bluefield, West Virginia



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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Charleston, West Virginia
Continental Motors Inc; Washington District of Columbia
Cirrus Aircraft; Duluth, Minnesota

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

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

http://registry.faa.gov/N217CE



Location: Bluefield, WV
Accident Number: ERA17LA063
Date & Time: 11/22/2016, 1142 EST
Registration: N217CE
Aircraft: CIRRUS DESIGN CORP SR22
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On November 22, 2016, about 1142 eastern standard time, a Cirrus Design Corp. SR-22 single-engine airplane, N217CE, sustained substantial damage during an aborted takeoff on runway 5 at the Mercer County Airport (BLF), Bluefield, West Virginia. The commercial pilot, the passenger, and two dogs were not injured. The airplane was registered to a private company and operated by the pilot. Visual meteorological conditions existed at the airport at the time of the accident which was being conducted as a 14 Code of Federal Regulations Part 91 flight. No flight plan was filed for the personal flight that was destined for Hilton Head Airport (HXD), Hilton Head Island, South Carolina.

The pilot stated that he and his father departed for a cross country flight. The father sat in the front right seat and held two small dogs on his lap during the takeoff roll. The pilot said that during the takeoff roll, the airplane's engine was not making full power and there were fluctuations with the airspeed, so he elected to abort the takeoff. He reduced power and applied full braking, but the left wing became airborne and the right wing struck the runway. The airplane veered to the right and the propeller struck a grassy area. The airplane impacted the ground and spun 180° before it came to a stop. A postaccident examination of the airplane revealed substantial damage to the right wing and the engine mounts.

The engine was removed from the airframe and sent to the manufacturer to be test run. During the pre test-run examination, it was noted that the engine's magneto-to-engine timing was set 7° in advance of what was specified for this model engine. The pilot reported that prior to takeoff, he had trouble starting the engine, which resulted in multiple start attempts. The starter-adapter was removed from the engine. When the starter-adapter was manually rotated by hand, irregular friction was noted, which was indicative of damage being present. When the adapter's housing cap was removed, metallic debris was observed along with gear impressions and circumferential scrapes/gouges on the housing walls. Removal of the gear shaft revealed that the drum displayed compression damage from the spring that smeared and deformed the aft ends of the splined areas. Damage to the gear shaft was consistent with needle bearing impingement and the needle bearing rollers were galled. According to the engine manufacturer, this damage was consistent with damage observed on other starters that were involved in engine-start "kick-back" events for which, the FAA released a Special Airworthiness Information Bulletin NE-17-11, "Engine damage as a result of kickback" on May 10, 2017, to address the issue. Since advanced engine timing can also contribute to engine kick-back events, the crankshaft gear bolts were removed as per the Continental Motors Service Bulletin 16-6 (issued October 2016), Engine Damage Due to Kickback. The gear bolts were found in place with the safety wire intact. The bolts were examined and no damaged was identified. Even though the starter was found damaged, its primary role is for engine-starting purposes only and would not have affected the engine's ability to operate after it was started.

A new starter adapter was placed on the engine and the engine-to- magneto timing was left "as is" before it was placed in a test cell. The engine started immediately and ran through its full power band without interruption. No preimpact anomalies were identified that would have precluded normal operation of the engine.

The airplane was equipped with a Cirrus Perspective Garmin GPS and a Recoverable Data Module (RDM), both of which were downloaded to obtain flight information. According to the data, the pilot attempted to start the engine 32 times on the morning of the accident, and was able to start the engine twice. The pilot described in a written statement that first time the engine started, he shut it down due to a high cylinder head temperature (CHT) reading. He then tried again to start the engine, and after several more attempts, the engine finally started a second time. The pilot observed good CHT readings following the second engine start, then taxied to the runway and departed.

The data showed that after the airplane entered the 4,743-foot-long runway, engine speed was increased to 2,300 rpm at 11:42:09 as the airplane rolled over the runway numbers (in the displaced threshold area). About 50 ft past the displaced threshold (about 700 ft down the runway surface) the engine speed was recorded as being over 2,600 rpm, where it remained until the aircraft was about 2,100 ft down the runway, when the power was reduced to 1,500 rpm. The airplane had attained an indicated airspeed of 73 knots (safe takeoff speed) when the airplane was about 1,300 ft down the runway and retained a safe takeoff speed until the airplane was about 3,300 ft down the runway. The airplane momentarily became airborne, the stall horn activated, and it departed the right side of the runway (about 3,450 ft) at a groundspeed of about 61 knots before the data ended at 1142:39

The engine data also revealed that associated engine parameters moved in response to rpm increases and decreases, and there was no evidence of a power loss. The airspeed also corresponded to the power changes and no erroneous fluctuations were recorded.

According to the airplane's Pilot Operating Handbook, the procedure for an aborted takeoff is:

1) Power Lever.....Idle

2) Brakes.....As Required

From the time the pilot initiated the power reduction, there was about 2,600 ft of remaining runway.

The pilot held a commercial pilot certificate with ratings for airplane single-engine and multiengine land airplane, and instrument airplane. He reported a total of 883 total flight hours, of which, 460 hours were in the same make/model as the accident airplane. The pilot's last Federal Aviation Administration (FAA) third-class medical was issued on September 15, 2014.

Weather at the airport at 1152 was reported as wind from 280 degrees at 8 knots, visibility 10 miles, and clear skies. 



Pilot Information

Certificate: Commercial; Private
Age: 38, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 09/15/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 09/01/2016
Flight Time:  883 hours (Total, all aircraft), 460 hours (Total, this make and model), 785 hours (Pilot In Command, all aircraft), 8 hours (Last 90 days, all aircraft), 8 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: CIRRUS DESIGN CORP
Registration: N217CE
Model/Series: SR22 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2011
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 3812
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 11/15/2016, Annual
Certified Max Gross Wt.: 3400 lbs
Time Since Last Inspection: 4 Hours
Engines: 1 Reciprocating
Airframe Total Time: 1420 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: C126 installed, not activated
Engine Model/Series: IO-550-N
Registered Owner: On file
Rated Power: 310 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: BLF, 2856 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1152 EST
Direction from Accident Site: 0°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 280°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.3 inches Hg
Temperature/Dew Point: 9°C / 1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Bluefield, WV (BLF)
Type of Flight Plan Filed: None
Destination: HILTON HEAD ISLAND, SC (HXD)
Type of Clearance: None
Departure Time: 1142 EST
Type of Airspace: Unknown

Airport Information

Airport: MERCER COUNTY (BLF)
Runway Surface Type: Asphalt
Airport Elevation: 2856 ft
Runway Surface Condition: Dry
Runway Used: 05
IFR Approach: None
Runway Length/Width: 4743 ft / 100 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 37.295833, -81.207500 (est)



NTSB Identification: ERA17LA063
14 CFR Part 91: General Aviation
Accident occurred Tuesday, November 22, 2016 in Bluefield, WV
Aircraft: CIRRUS DESIGN CORP SR22, registration: N217CE
Injuries: 2 Uninjured.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On November 22, 2016, at 1220 eastern standard time, a Cirrus Design Corp. SR-22 single-engine airplane, N217CE, sustained substantial damage during an aborted takeoff at the Mercer County Airport (BLF), Bluefield, West Virginia. The commercial pilot and the passenger were not injured. The airplane was registered to a private company and operated by the pilot. Visual meteorological conditions existed at the airport at the time of the accident which was being conducted as a 14 Code of Federal Regulations Part 91 flight. No flight plan was filed for the personal flight that was destined for Hilton Head Airport (HXD), Hilton Head Island, South Carolina.

According to the pilot, the airplane was not making full power on the takeoff roll and there were fluctuations with the airspeed so he elected to abort the takeoff. He reduced power and applied full braking, but the left wing became airborne and the right wing struck the runway. The airplane veered to the right and the propeller struck a grassy area. The airplane impacted the ground and spun 180 degrees before it came to a stop.

The airplane was retained for further examination.

Weather at the airport at 1152 was reported as wind from 290 degrees at 8 knots, visibility 10 miles, and clear skies.

Cessna 152, registered to Air Christian Inc and operated by Dean International Inc, N94292: Accident occurred November 13, 2016 in Miami, Florida

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Miramar, Florida

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/N94292




Location: Miami, FL
Accident Number: ERA17LA044
Date & Time: 11/13/2016, 1400 EDT
Registration: N94292
Aircraft: CESSNA 152
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional 

On November 13, 2016, about 1400 eastern daylight time, a Cessna 152, N94292, was substantially damaged during a forced landing following a total loss of engine power near Miami, Florida. The private pilots were not injured. Visual meteorological conditions prevailed, and a visual flight rules flight plan was filed for the instructional flight operated by Dean International, Inc which was destined for Miami Executive Airport (TMB), Miami, Florida. The flight originated at Lakeland Linder Airport (LAL), Lakeland, Florida about 1220, and was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

Each pilot provided a written statement, and both statements were consistent throughout. The pilots described the flight as a "buddy" flight, the purpose of which was to build flight time for each.

The airplane was in cruise flight over the Everglades about 2,000 feet when the crew noted some engine "roughness." They noted that the engine oil temperature was "normal" but the engine oil pressure indication was "low." The pilot on the controls turned the airplane towards the nearest airport, which was 18 miles from its position at that time. Approximately 1 minute later, the engine stopped producing power, and the crew selected a road for the forced landing. During the descent, an engine restart was attempted and was unsuccessful.

The airplane touched down prior to the road on soft, wet ground, nosed over, and came to rest inverted. The pilots egressed the airplane uninjured. During recovery of the airplane, large cracks were noted in the engine crankcase near the number 2 cylinder.

The pilot held a private pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent first-class medical certificate was issued on September 8, 2015. The pilot reported 212.5 total hours of flight experience, all of which were in the accident airplane make and model.

The copilot held a private pilot certificate with a rating for airplane single engine land. His most recent first-class medical certificate was issued on July 11, 2016. The copilot reported 128.3 total hours of flight experience, all of which were in the accident airplane make and model.

The two-seat, single-engine, high-wing airplane was manufactured in 1982 and was equipped with a Lycoming O-235 series engine. Its most recent 100-hour inspection was completed November 3, 2016 at 10,955 total aircraft hours and the airplane had accrued 52 hours since that date. C&G Aircraft Maintenance, a Dean International company, completed engine overhaul 246 aircraft hours prior to the accident.

On November 18, 2016, a detailed examination of the engine supervised by an FAA aviation safety inspector revealed the crankshaft was broken at the No. 3 rod journal and displayed signatures consistent with "extreme heat."

The No. 3 connecting rod bolts fractured at the point where the nut contacts the connecting rod. Each connecting rod nut had a flat faced side, and a raised lip side. As found, the nuts were installed with the raised-lip side touching the connecting rod. According to Lycoming Service Instruction No. 1458G, "Nuts to be assembled with flat face side touching the connecting rod."

The caution associated with the orientation of the connecting rod nuts at installation stated:

CORRECT INSTALLATION OF THE NEW NUT ON EACH NEW CONNECTING ROD BOLT IS NECESSARY FOR CORRECT CONNECTING ROD ASSEMBLY. EACH CONNECTING ROD NUT HAS TWO DIFFERENT SURFACES, ONE SURFACE IS FLAT AND THE OTHER HAS A RAISED LIP. BE SURE TO INSTALL EACH NUT ON THE CONNECTING ROD BOLT WITH THE FLAT FACE TOUCHING THE ROD AS SHOWN IN FIGURE 2. THE RAISED LIP SURFACE IS AWAY FROM THE ROD. THE CONNECTING ROD BOLT CANNOT BE TIGHTENED CORRECTLY IF THE NUT ON THE CONNECTING ROD IS INSTALLED INCORRECTLY.


Pilot Information

Certificate: Private
Age: 23, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 09/08/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  212.5 hours (Total, all aircraft), 212.5 hours (Total, this make and model), 122 hours (Last 90 days, all aircraft)

Pilot Information

Certificate: Private
Age: 20, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 07/11/2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  128.3 hours (Total, all aircraft), 128.3 hours (Total, this make and model), 107 hours (Last 90 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N94292
Model/Series: 152 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1982
Amateur Built: No
Airworthiness Certificate: Utility
Serial Number: 15285643
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 11/03/2016, 100 Hour
Certified Max Gross Wt.: 1669 lbs
Time Since Last Inspection: 52 Hours
Engines: 1 Reciprocating
Airframe Total Time: 3782.7 Hours
Engine Manufacturer: LYCOMING
ELT: Installed, not activated
Engine Model/Series: O-235 SERIES
Registered Owner: AIR CHRISTIAN INC
Rated Power: 110 hp
Operator: Dean International INC
Operating Certificate(s) Held: Pilot School (141)
Operator Does Business As:
Operator Designator Code: D4RS 

Meteorological Information and Flight Plan


Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KFXE, 14 ft msl
Distance from Accident Site: 26 Nautical Miles
Observation Time: 1953 UTC
Direction from Accident Site: 109°
Lowest Cloud Condition: Few / 3000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 110°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.03 inches Hg
Temperature/Dew Point: 27°C / 15°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: LAKELAND, FL (LAL)
Type of Flight Plan Filed: VFR
Destination: MIAMI, FL (TMB)
Type of Clearance: VFR Flight Following
Departure Time: 1220 EST
Type of Airspace: Class G

Wreckage and Impact Information


Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 26.336944, -80.625278

Arion Lightning, N270J: Accident occurred August 04, 2016 near New Garden Airport (N57), Toughkenamon, Chester County, Pennsylvania

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Philadelphia, 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/N270J

Location: Toughkenamon, PA
Accident Number: ERA16LA285
Date & Time: 08/04/2016, 1813 EDT
Registration: N270J
Aircraft: SHAFFER DONALD ARION LIGHTNING
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal

On August 4, 2016, about 1813 eastern daylight time, an experimental amateur-built Arion Lightning, N270J, sustained substantial damage during a forced landing to a field near the New Garden Airport (N57), Toughkenamon, Pennsylvania. The sport pilot/builder, who was also the registered owner and operator, sustained minor injuries. Visual meteorological conditions prevailed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91. No flight plan was filed for the local flight that depart N57 about 1705.

The pilot stated that he had flown for about an hour before he returned to the airport. While on the downwind leg of the traffic pattern, he reduced engine power, extended the flaps to 20°, turned on the electric fuel pump and the carburetor heat, and adjusted the mixture. The pilot said this was his normal procedure to land. When turning onto the base leg, he reduced engine power to idle and the engine suddenly stopped producing power. The pilot tried to re-start the engine several times, but realized he was not going to make the runway and attempted to land in a field. The airplane struck a power line and landed hard resulting in substantial damage to the wings, firewall, and fuselage.

A postaccident examination of the engine by a Federal Aviation Administration (FAA) inspector confirmed compression and valve train continuity for each cylinder when the engine crankshaft was rotated. The engine-driven fuel pump also turned. The airframe fuel filter was examined and absent of debris. The carburetor was removed from the engine and disassembled. The bowl and jets were clear and absent of debris. The carburetor floats were undamaged, and the fuel needle valve was clear of debris and had a positive cutoff of fuel. The altitude compensation bellows were undamaged and functioned properly. The ignition cut-off switch and the left and right distributor caps were undamaged and functioned when tested. The spark plugs exhibited "normal" wear. No preimpact mechanical deficiencies were noted that would have precluded normal operation of the engine at the time of impact.

The airplane was equipped with a Dynon SkyView SV-D1000 display and data was downloaded at the NTSB Recorder Laboratory, Washington D.C. A review of the data revealed that after the pilot departed, he headed west and climbed to 7,300 ft, before turning back to the airport at 1739. When the airplane turned on a left downwind to land, the engine rpm decreased rapidly from 2,300 rpm to 1,300 rpm. Engine rpm decreased at a slower rate to 700 rpm for the next 25 seconds before dropping to zero at 1812. The airplane impacted terrain at 1813. A review of engine parameters for the last few minutes of the flight were consistent with a loss of engine power as reported by the pilot.

A review of the airplane maintenance logbook indicated that the pilot performed the last condition inspection on July 6, 2016. The airplane and engine had both accrued about 372 total hours at the time of the accident.

The pilot held a private pilot certificate for airplane single-engine land, a sport pilot certificate, and a repairman certificate (experimental aircraft builder). He was operating as a sport pilot at the time of the accident and had a valid Pennsylvania driver's license as required by the FAA. The pilot reported a total of 883 total of hours, of which, 315 hours, were in the accident airplane.

Weather at the Chester County G.O. Carlson Airport, about 10 miles northwest of the accident site, at 1835, was reported as calm wind, visibility 10 miles, and clear skies.

Pilot Information

Certificate: Private; Sport Pilot
Age: 72, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
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: Sport Pilot None
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent: 11/21/2015
Flight Time:  883 hours (Total, all aircraft), 315 hours (Total, this make and model), 750 hours (Pilot In Command, all aircraft), 16 hours (Last 90 days, all aircraft), 8 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: SHAFFER DONALD
Registration: N270J
Model/Series: ARION LIGHTNING NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2010
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 00101
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 07/06/2016, Condition
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection: 6 Hours
Engines: 1 Reciprocating
Airframe Total Time: 372 Hours at time of accident
Engine Manufacturer: JABIRU
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: 3300
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: MQS, 660 ft msl
Distance from Accident Site: 10 Nautical Miles
Observation Time: 1835 EDT
Direction from Accident Site: 310°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: Calm 
Turbulence Type Forecast/Actual: None
Wind Direction:
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.12 inches Hg
Temperature/Dew Point: 26°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Toughkenamon, PA (N57)
Type of Flight Plan Filed: None
Destination: Toughkenamon, PA (N57)
Type of Clearance: None
Departure Time: 1705 EDT
Type of Airspace: Class E

Airport Information

Airport: New Garden (N57)
Runway Surface Type: Asphalt
Airport Elevation: 436 ft
Runway Surface Condition: Vegetation
Runway Used: N/A
IFR Approach: None
Runway Length/Width: 
VFR Approach/Landing: Forced Landing 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 39.831389, -75.757500 (est)

NTSB Identification: ERA16LA285
14 CFR Part 91: General Aviation
Accident occurred Thursday, August 04, 2016 in TOUGHKENAMON, PA
Aircraft: SHAFFER DONALD ARION LIGHTNING, registration: N270J
Injuries: 1 Minor.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators may not have traveled in support of this investigation and used data provided by various sources to prepare this aircraft accident report.

On August 4, 2016, about 1900 eastern daylight time, an experimental amateur-built Arion Lightning, N270J, sustained substantial damage during a forced landing to a field near the New Garden Airport (N57), Toughkenamon, Pennsylvania. The sport pilot/builder/owner sustained minor injuries. Visual meteorological conditions prevailed for the personal flight conducted under the provisions of 14 Code of Federal Regulations Part 91. No flight plan was filed for the local flight that depart N57 about 1800.

The pilot stated that he had flown for about an hour before he returned to the airport. When turning onto the base leg, he reduced engine RPM and the engine lost all power. The pilot realized he was not going to make the runway and attempted to land in a field. The airplane struck a power line and landed hard resulting in substantial damage to the wings, firewall, and fuselage.

The avionic components containing non-volatile memory were retained for further examination.

Landing Gear Collapse: Cessna 310L, N3261X, accident occurred July 23, 2016 at Linden Airport (KLDJ), Union County, New Jersey

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Saddle Brook, New Jersey

Aviation Accident Final 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/N3261X

Location: Linden, NJ
Accident Number: ERA16LA271
Date & Time: 07/23/2016, 1325 EDT
Registration: N3261X
Aircraft: CESSNA 310L
Aircraft Damage: Substantial
Defining Event: Landing gear collapse
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

The commercial pilot stated that, following a flight in which he was performing a functional check on all systems, when he configured the airplane for landing, he saw three green landing gear lights, visually confirmed that the nose landing gear was down, and then completed the approach for landing. The pilot reported that, at touchdown, he heard a "noise," and the copilot reported hearing a "bang" before the airplane's tail dropped to the runway. During the landing rollout, the copilot attempted to "feather the engines" but was only able to feather the right propeller. The airplane then departed the right side of the runway and settled in grass.

Upon recovery, the nose landing gear were found down and locked, but the main landing gear (MLG) were partially collapsed and would not lock when the airplane was lifted and the gear moved by hand. Examination of the MLG revealed that the landing gear actuator had been driven beyond the down limit switch and that its travel was stopped by the internal stop pin in the actuator. When the landing gear actuator was driven beyond the down limit and toward the internal stop pin, the MLG was released from its down-and-locked position, which allowed it to partially retract before landing. The wreckage was disposed of before a more detailed examination could be performed, and the reason for the overtravel of the MLG actuator could not be determined.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The overtravel of the main landing gear (MLG) actuator, which resulted in the MLG partially collapsing upon landing. The reasons for the overtravel of the MLG actuator could not be determined due to the unavailability of the wreckage.

Findings

Not determined
Not determined - Unknown/Not determined (Cause)


Factual Information

On July 23, 2016, at 1325 eastern daylight time, a privately owned and operated Cessna 310L, N3261X, was substantially damaged when its main landing gear collapsed while landing at Linden Airport (LDJ), Linden, New Jersey. The commercial pilot/owner and copilot were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local personal flight that originated at LDJ and was conducted under the provisions of 14 Code of Federal Regulations Part 91.

Both pilots provided a written statement, and their versions of events were consistent throughout. The pilot stated that the purpose of the flight was to perform a functional check on all systems in advance of flying his family to North Carolina. The airplane, its radios, and the autopilot all functioned as designed, with no anomalies noted.

As the airplane approached LDJ, the pilot configured the flaps and landing gear for landing on runway 27. He said he confirmed three green landing gear lights, and visually confirmed that the nose landing gear was down and locked with the airframe-mounted mirror. At touchdown, the pilot said he heard a "noise" and the copilot described a "bang" before the airplane's tail dropped to the runway. The airplane then departed the right side of the runway and settled in the grass apron. After touchdown, the copilot "tried to feather the engines" but succeeded in feathering only the right propeller.

According to Federal Aviation Administration (FAA) records, the pilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land and instrument airplane. He also held a mechanic certificate with ratings for airframe and powerplant. The pilot was issued an FAA second-class medical certificate on April 16, 2016. He reported 1,660 total hours of flight experience on that date.

The copilot held a commercial pilot certificate with ratings for airplane single-engine land, multiengine land and instrument airplane. He was issued an FAA second-class medical certificate on September 2, 2015. The copilot reported 1,200 total hours of flight experience on that date.

The airplane's most recent annual inspection was completed by the pilot/owner on November 11, 2015, at 3,672.1 total aircraft hours.

At deployment of the Cessna 310 landing gear, the inner main landing gear door opens as the landing gear extends. As the landing gear passes by the inner door, the door moves back toward the closed position and fully closes as the landing gear reaches the down and locked position. At retraction, the inner landing gear door opens, the landing gear retracts in its well, and the inner landing gear door closes as the landing gear reaches the up and locked position.

Examination of the airplane by an airframe and powerplant mechanic who recovered it from the runway revealed that the nose landing gear was down and locked, but that the main landing gear were partially collapsed, and would not lock when the airplane was lifted and the gear was moved by hand. The main landing gear was then blocked, and the airplane was retained for further examination.

Examination of photographs revealed substantial damage to the airframe structure in the tail section. The nose landing gear was down and locked, and the landing gear doors were partially open and therefore in a transition phase between the landing gear-retracted position, and deployed position. The right propeller blades were in the feathered position.

Later, the airplane was de-paneled under the supervision of an FAA aviation safety inspector, which revealed the landing gear actuation linkages, limit switches, and landing gear motor. The inspection revealed damage to the landing gear down-limit switch and its mount bracketry, which was bent 90° from its original horizontal position, to vertical. The landing gear actuator had been driven beyond the down limit switch, and appeared that its travel was stopped by the internal stop pin in the actuator. The actuator bell crank driven beyond the down limit, and toward the internal stop pin, released the gear from its down and locked position which allowed it to partially retract, and extinguish the green landing-gear lights.

Before the NTSB released the aircraft wreckage, the insurer inadvertently sold the wreckage to a buyer who sectioned it which precluded a more detailed landing gear system examination.

At 1315, the weather reported at LDJ included clear skies and wind from 320 degrees at 9 knots gusting to 19 knots. The temperature was 34 degrees Celsius (C), dew point was 14 degrees C, and the altimeter setting was 29.86 inches of mercury. 

Pilot Information

Certificate: Commercial
Age: 47, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 04/18/2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  1660 hours (Total, all aircraft), 100 hours (Total, this make and model)

Co-Pilot Information

Certificate: Commercial
Age: 52, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3
Last FAA Medical Exam: 09/02/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  1200 hours (Total, all aircraft), 0 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N3261X
Model/Series: 310L L
Aircraft Category: Airplane
Year of Manufacture: 1967
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 310L-0111
Landing Gear Type: Retractable - Tricycle
Seats:
Date/Type of Last Inspection: 11/11/2015, Annual
Certified Max Gross Wt.: 5203 lbs
Time Since Last Inspection:
Engines: 2 Reciprocating
Airframe Total Time: 3672.1 Hours as of last inspection
Engine Manufacturer: CONT MOTOR
ELT: 
Engine Model/Series: I0-470 SERIES
Registered Owner: On file
Rated Power: 0 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: LDJ, 22 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1715 UTC
Direction from Accident Site: 0°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 9 knots / 19 knots
Turbulence Type Forecast/Actual: / None
Wind Direction: 320°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting:  29.86 inches Hg
Temperature/Dew Point: 34°C / 14°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Linden, NJ (LDJ)
Type of Flight Plan Filed: None
Destination: Linden, NJ (LDJ)
Type of Clearance: VFR
Departure Time: 1300 EDT
Type of Airspace:

Airport Information

Airport: LINDEN (LDJ)
Runway Surface Type: Asphalt
Airport Elevation: 22 ft
Runway Surface Condition: Dry
Runway Used: 27
IFR Approach: None
Runway Length/Width: 4140 ft / 100 ft
VFR Approach/Landing: Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 40.617500, -74.244444 (est)