Sunday, February 24, 2019

Experimental amateur-built Preceptor Ultra Pup N3-2, N484HC: Fatal accident occurred October 05, 2017 near Samuels Field Airport (KBRY), Bardstown, Nelson County, Kentucky

John David Hall 
(1948 - 2017)

John David Hall, 68, of Bardstown, passed away October 5th, 2017, in Bardstown, Kentucky.  David loved to fly airplanes, it was his first love.


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/N484HC

Location: Bardstown, KY
Accident Number: ERA18FA005
Date & Time: 10/05/2017, 1830 EDT
Registration: N484HC
Aircraft: BRYANT C CROSBY BC ULTRA PUP
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

On October 5, 2017, about 1830 eastern daylight time, an experimental amateur-built Ultra Pup airplane, N484HC, collided with terrain following a go-around at Samuels Field Airport (BRY), Bardstown, Kentucky. The private pilot was fatally injured, and the airplane was substantially damaged. The airplane was registered to and was being operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Day, visual meteorological conditions existed near the airport, and no flight plan was filed for the local, personal flight, which originated about 1815.

A pilot-rated witness spoke to the pilot before the flight, and the pilot told him this was his first flight in the airplane. The witness reported that he saw the airplane in a left traffic pattern for runway 3 at BRY, and the pilot was seated in the aft cockpit seat; the first approach appeared normal. He added that, during the landing flare, the pilot appeared to be "over controlling the plane," and the pilot subsequently performed a go-around without touching down. The airplane remained in the traffic pattern for a second approach. The witness momentarily went inside the airport's fixed-base operator, and when he returned to the ramp, he saw the airplane about two-thirds of the way down the runway. As the airplane neared the departure end of the runway, it did not appear to be climbing the rate of the previous two departures. The witness added that, as the airplane passed the departure end of runway 3, the right wing dropped, and the airplane appeared to "go straight down at a high rate of speed with the nose generally pointing east." The airplane descended behind a stand of trees and then reappeared with the nose slightly up and pointing generally north before it disappeared behind the trees for a second time and then crashed. The engine sounded normal during the entire flight. 

Pilot Information

Certificate: Private
Age: 68, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Rear
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: None None
Last FAA Medical Exam: 10/02/2014
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 800 hours (Total, all aircraft)

The pilot held a private pilot certificate with an airplane single-engine land rating. According to the Federal Aviation Administration (FAA), the pilot did not hold a current medical certificate. On an October 2, 2014, application for an FAA second-class medical certificate, he reported 800 hours of total flight experience. The application was denied by the FAA for physical and mental health reasons, and the pilot did not repeal the denial. For additional information, see the section in this report titled "MEDICAL AND PATHOLOGICAL INFORMATION."

A review of the pilot's logbook revealed that he had no recent flight experience, and no logged flights in the accident airplane were recorded; his most recent flight review was recorded on September 14, 1992. 

Aircraft and Owner/Operator Information

Aircraft Make: BRYANT C CROSBY
Registration: N484HC
Model/Series: BC ULTRA PUP NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2013
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 002
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 09/22/2016, Condition
Certified Max Gross Wt.: 1000 lbs
Time Since Last Inspection: 2 Hours
Engines: 1 Reciprocating
Airframe Total Time: 54 Hours at time of accident
Engine Manufacturer: Revmaster
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: 2100-D
Registered Owner: On file
Rated Power: 65 hp
Operator: On file
Operating Certificate(s) Held: None 

The high-wing, single-engine, two-seat, tandem-cockpit airplane had a tailwheel landing gear. The airplane was equipped with a Revmaster 2100-D, 65-horsepower reciprocating engine, which was modified for aviation applications from a Volkswagen air-cooled engine core. The engine was fitted with a Tennessee Propellers fixed-pitch wooden propeller. The airplane was not equipped with wing flaps or a stall warning system. The airplane was built in 2013, and the pilot purchased it in May 2017 from its previous owner. The total airframe time was 54.3 hours. A condition inspection was completed on September 22, 2016, at 52.4 hours total time.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: EKX, 775 ft msl
Distance from Accident Site: 18 Nautical Miles
Observation Time: 1835 EDT
Direction from Accident Site: 270°
Lowest Cloud Condition: Scattered / 11000 ft agl
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: / None
Wind Direction:
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.13 inches Hg
Temperature/Dew Point: 25°C / 15°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Bardstown, KY (BRY)
Type of Flight Plan Filed: None
Destination: Bardstown, KY (BRY)
Type of Clearance: None
Departure Time: 1815 EDT
Type of Airspace: Class G 

At 1835, Addington Field Airport, Elizabethtown, Kentucky, located about 18 miles west of the accident site, recorded weather that included wind calm, visibility 10 statute miles, scattered clouds at 11,000 ft, temperature 25°C, dew point 15°C, and altimeter setting 30.13 inches of mercury. BRY was not equipped with weather measuring or recording equipment.

Airport Information

Airport: Samuels Field (BRY)
Runway Surface Type: Asphalt
Airport Elevation: 668 ft
Runway Surface Condition: Dry
Runway Used: 03
IFR Approach: None
Runway Length/Width: 5003 ft / 75 ft
VFR Approach/Landing: Go Around

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude:  37.824444, -85.493333 (est) 

The airplane crashed in a soybean field about 1,635 ft northeast of the departure end of runway 3. The airplane came to rest in a near vertical, nose-down attitude at the location of initial ground impact. All airplane components were accounted for at the accident site.

All primary flight control surfaces remained attached. Flight control cable continuity was confirmed to all flight controls. The elevator control cables were observed attached to the aft bell crank at the torque tube and at the forward push-pull tube under the floor. The rudder control cables were observed attached to the rudder bellcrank at the empennage and at the rudder pedals at the cockpit area. The right and left aileron control cables were connected to the attachment points on both ailerons. All cables were attached at the control sticks. The balance cable was intact.

The fuselage frame was buckled immediately aft of the aft cockpit seat. The forward fuselage frame was crushed against the engine, and the engine firewall was crushed against the engine and engine mount. The aft seat four-point harness straps were cut by rescue personnel. The seatbelt buckle remained connected.

The rudder was undamaged. The upper rudder hinge pin was in place; however, the cotter pin was missing. The vertical stabilizer was undamaged. The horizontal stabilizer and elevator were undamaged.

The left wing leading edge was twisted in an upward direction about 15°. The left wing tip fairing was broken and held on by wing skin. Forward-to-aft crushing signatures were noted on the left wing leading edge. The left wing fuel tank was intact, and no fuel was present. The left wing lift struts remained attached and were undamaged.

The right wing leading edge was twisted downward about 20°. Forward-to-aft crushing signatures were noted on the right wing leading edge. The right wing fuel tank was intact, and about 1 gallon of clean, blue fuel was recovered from the tank. The right wing lift struts remained attached and were undamaged.

The lines from both fuel tanks were found disconnected and were leaking fuel. The fuel shutoff valve had separated from the instrument panel and was found loose in the wreckage, and its preaccident position could not be determined. All fuel lines from the wing tanks to the engine were clear and unobstructed. The fuel tank vents were unobstructed. Clear, blue fuel was found in the fuel gascolator. Fuel was observed in the strainer bowl, and no water or debris were present. The fuel tank caps were securely attached and undamaged.

The elevator trim control cable was continuous from the trim lever at the rear cockpit seat position to the trim tab. The trim lever was full aft, and the tab was full down; however, there was deformation of the area due to impact.
The main landing gear (MLG) remained attached to the fuselage. The support struts on both MLG were bent and broken. The main tires remained attached. The main tire wheel brakes appeared normal. The tailwheel assembly was attached and operable.

Engine examination revealed that the carburetor remained secured to the engine. The intake system remained attached to the carburetor. The air filter was clean and unobstructed. The four spark plugs were removed for inspection. The fine wire electrodes were normal in wear and color when compared to a Champion Check-A-Plug chart. The engine crankshaft was rotated by hand-turning the propeller hub. No internal restrictions or unusual noises were noted. Compression and suction were observed on all cylinders, and valve action was correct. The ignition harness leads were intact and undamaged. The magneto was not removed or examined due to airframe damage. The engine case contained oil. The mixture and throttle cables remained attached. The wooden propeller blades had separated at the hub and were found in multiple pieces at the accident site. 

Medical And Pathological Information

The Office of the Chief Medical Examiner, Louisville, Kentucky performed the autopsy of the pilot. The cause of death of the pilot was attributed to "blunt force injuries of the head, torso, and extremities."

The FAA's Bioaeronautical Research Sciences Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on specimens from the pilot. Testing was negative for carbon monoxide and ethanol. Testing was positive for the antidepressant sertraline (0.118 µg/mL) and its metabolite desmethylsertraline (0.316 µg/mL) in the blood and liver.

According to personal medical records obtained from the Veterans Administration, the pilot had obsessive compulsive disorder, depression/anxiety (not further specified), paroxysmal atrial fibrillation/supraventricular tachycardia, and chronic obstructive pulmonary disease. He had also had a hernia and had undergone back surgery.

During the 8 months preceding the accident, the pilot had additional health issues. He had fallen in February 2017 and fractured a small area of the posterior wall of his acetabulum (hip socket), which was treated conservatively and resolved. He also struck his left elbow, which caused a tiny chip fracture, but the elbow developed an infection several months later, and surgery was required to remove the infected tissue. His prostate specific antigen rose significantly, and he required a biopsy that was complicated by significant bleeding (the result was negative). He developed a tear in his retina that required laser surgery, and because of persistent symptoms, he was scheduled to have a cataract removed in November 2017. As part of the evaluation of his eye symptoms, he underwent an ultrasound evaluation of his carotid arteries, which identified an early stenosis of his right carotid (when more severe, these stenoses can lead to strokes); he was considering additional medical treatment.

The pilot regularly visited a mental health counselor. At his last visit on September 5, 2017 (1 month before the accident), he told the counselor that things had gone "from bad to worse" in terms of his anxiety and stress, primarily due to his recent medical issues. His coping mechanism was to retreat to the "dark and quiet" of his basement when he was overwhelmed. The counselor found him anxious with logical thought content but rated his judgment and insight as "fair."

NTSB Identification: ERA18FA005
14 CFR Part 91: General Aviation
Accident occurred Thursday, October 05, 2017 in Bardstown, KY
Aircraft: BRYANT C CROSBY BC ULTRA PUP, registration: N484HC
Injuries: 1 Fatal.

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed. NTSB investigators either traveled in support of this investigation or conducted a significant amount of investigative work without any travel, and used data obtained from various sources to prepare this aircraft accident report.


On October 5, 2017, about 1830 eastern daylight time, an experimental, amateur-built BC Ultra Pup, N484HC, collided with terrain following a go-around at Samuels Field Airport (BRY), Bardstown, Kentucky. The airplane was substantially damaged. The private pilot was fatally injured. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91. Day, visual meteorological conditions prevailed, and no flight plan was filed for the local, personal flight. The flight originated about 1815.


A pilot-rated witness observed the airplane in the traffic pattern at BRY. He reported that the pilot flew a left-hand pattern for runway 3, and the first approach appeared normal. During the flare, the pilot appeared to be "over controlling the plane," and performed a go-around without touching down. The airplane remained in the traffic pattern for a second approach. The witness momentarily went inside the airport's fixed base operator (FBO), and when he returned to the ramp, he observed the airplane climbing. The airplane was about two-thirds of the way down the runway, and was not climbing at the same rate as the previous two departures. As the airplane passed the departure end of runway 3, the right wing dropped and the airplane appeared to "go straight down at a high rate of speed with the nose generally pointing east." The airplane descended below a stand of trees, then reappeared, with the nose slightly up and pointing generally north before it disappeared behind the trees for a second time and crashed. The witness reported that the engine sounded normal during the entire flight.


The airplane crashed in a soybean field, about 1,635 ft northeast of the departure end of runway 3. The airplane came to rest in a near vertical nose down attitude at the location of initial ground impact. There was no fire. All components of the airplane were accounted for at the accident site. Flight control continuity was confirmed from all flight control surfaces to the cockpit controls.


The pilot, age 68, held a private pilot certificate with a rating for airplane single engine land. He was seated in the aft cockpit seat. According to the Federal Aviation Administration (FAA), the pilot did not hold a current medical certificate; however, he reported 800 hours of total flight experience on an application for an FAA second class medical certificate on October 2, 2014.


The high-wing, single-engine, two-seat, tandem cockpit airplane incorporated a tailwheel landing gear. The airplane was equipped with a Revmaster 2100-D, 65-horsepower reciprocating engine, which was modified for aviation applications from a Volkswagen air-cooled engine core. The engine was fitted with a Tennessee Propellers fixed pitch wooden propeller. The airplane was built in 2013 and was purchased by the pilot in May 2017. The total airframe time was 54.3 hours. A condition inspection was completed on September 22, 2017, at 52.4 hours total time.

Experimental amateur-built Avid SW 65, N65SW: Accident occurred September 24, 2017 in Darlington, South Carolina

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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Columbia, South Carolina

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/N65SW



Location: Darlington, SC
Accident Number: ERA17LA334
Date & Time: 09/24/2017, 1410 EDT
Registration: N65SW
Aircraft: MCMILLAN JOEL L AVID SW 65
Aircraft Damage: Substantial
Defining Event: Fuel contamination
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 24, 2017, about 1410 eastern daylight time, an experimental, amateur-built Avid SW 65, N65SW, operated by the private pilot, was substantially damaged during a forced landing, following a total loss of engine power during initial climb from a private airstrip near Darlington, South Carolina. The private pilot was seriously injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the flight that originated from Lumberton Regional Airport (LBT), Lumberton, North Carolina, about 1315.

The pilot reported that he had planned on landing at an approximate 700-foot turf runway used by a radio-controlled airplane club. In preparation for the landing, he performed a low-pass to examine the runway condition and check for any obstacles. Following the low pass, he initiated a left climbing turn, during which the engine lost all power. The pilot switched fuel tanks, but the engine did not regain power. The pilot then intentionally slowed and stalled the airplane just above trees and it collided with the trees and ground, coming to rest inverted. The pilot further stated that the fuel tanks were constructed of fiberglass and he used automotive gasoline in the airplane.

Initial examination of the wreckage by a Federal Aviation Administration inspector revealed that the right wing had separated during impact and fuel had leaked from the right wing into the ground. The left wing remained attached to the fuselage and both were also substantially damaged. Subsequent examination of the wreckage by the pilot revealed that the fuel filter was clogged with dirt and fiberglass. 

Pilot Information

Certificate: Private
Age: 63, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Unknown
Other Aircraft Rating(s): None
Restraint Used: Unknown
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Sport Pilot
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 5000 hours (Total, all aircraft)



Aircraft and Owner/Operator Information

Aircraft Make: MCMILLAN JOEL L
Registration: N65SW
Model/Series: AVID SW 65 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1990
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 367
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.: 1151 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Rotax
ELT:  
Engine Model/Series: 532
Registered Owner: On file
Rated Power: 65 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: UDG, 192 ft msl
Distance from Accident Site: 3 Nautical Miles
Observation Time: 1456 EDT
Direction from Accident Site: 45°
Lowest Cloud Condition: Few / 5000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 50°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.01 inches Hg
Temperature/Dew Point: 29°C / 20°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Lumberton, NC (LBT)
Type of Flight Plan Filed: None
Destination: Darlington, SC (PVT)
Type of Clearance: None
Departure Time: 1315 EDT
Type of Airspace:

Airport Information

Airport: NONE (PVT)
Runway Surface Type: Grass/turf
Airport Elevation: 178 ft
Runway Surface Condition: Dry
Runway Used: 30
IFR Approach: None
Runway Length/Width: 700 ft / 100 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:  34.417500, -79.931389 (est)

NTSB Identification: ERA17LA334
14 CFR Part 91: General Aviation
Accident occurred Sunday, September 24, 2017 in Darlington, SC
Aircraft: MCMILLAN JOEL L AVID SW 65, registration: N65SW
Injuries: 1 Serious.

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

On September 24, 2017, about 1410 eastern daylight time, an experimental, amateur-built Avid SW 65, N65SW, operated by the private pilot, was substantially damaged during a forced landing, following a total loss of engine power during initial climb from a private airstrip near Darlington, South Carolina. The private pilot was seriously injured. The personal flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the flight that originated from Lumberton Regional Airport (LBT), Lumberton, North Carolina.

The pilot reported that he had planned on landing at an approximate 700-foot turf runway used by a radio-controlled airplane club. In preparation for the landing, he performed a low-pass to examine the runway condition and check for any obstacles. Following the low pass, he initiated a left climbing turn, during which the engine lost all power. The pilot switched fuel tanks, but the engine did not regain power. The pilot then intentionally slowed and stalled the airplane just above trees and it collided with the trees and ground, coming to rest inverted. The pilot further stated that the fuel tanks were constructed of fiberglass and he used automotive gasoline in the airplane.

Initial examination of the wreckage by a Federal Aviation Administration inspector revealed that the right wing had separated during impact and fuel had leaked from the right wing into the ground. The left wing remained attached to the fuselage and both were also substantially damaged. Subsequent examination of the wreckage by the pilot revealed that the fuel filter was clogged with dirt and fiberglass.

Beech A36, registered to Travel Air LLC and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight, N18403: Accident occurred September 15, 2017 near McAlester Regional Airport (KMLC), Pittsburg County, Oklahoma

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Oklahoma City, Oklahoma
Continental Motors; Mobile, Alabama

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/N18403



Location: McAlester, OK
Accident Number: CEN17LA357
Date & Time: 09/15/2017, 1620 CDT
Registration: N18403
Aircraft: BEECH A36
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 15, 2017, at 1615 central daylight time, a Beech A36 airplane, N18403, collided with a hay bale during a forced landing following a loss of engine power while on approach to the McAlester Regional Airport (MLC), McAlester, Oklahoma. The private pilot received minor injuries. The airplane was substantially damaged. The airplane was registered to Travel Air LLC and was being operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual flight rules conditions existed near the accident site at the time of the accident. The pilot had canceled his instrument flight rules flight plan when he had MLC in sight. The flight departed from the Garner file Airport (UVA), Uvalde, Texas, at 1357.

The pilot reported he purchased fuel prior to takeoff and that both main fuel tanks and both tip tanks were full. The pilot stated he selected the right fuel tank for takeoff and used a stop watch to switch the fuel tanks every 25 minutes during the flight. About 8 minutes after takeoff, while climbing through 5,000 ft, the pilot noticed fuel leaking from the left fuel tank filler cap for a short period. He continued the flight which was uneventful until he prepared to enter a downwind leg at MLC which was when the engine lost power. The pilot switched fuel tanks and attempted to restart the engine to no avail.

The pilot stated he touched down hard during the off airport forced landing. Both main landing gear were pushed up through the wings and the right wing contacted a hay bale. The left wing remained attached to the fuselage. The right tip tank was separated from the right wing which remained connected to the fuselage by the control cables and wiring. The fuel system was compromised due to impact damage.

A postaccident examination of the wreckage was conducted on October 24, 2017. Both wings were detached from the airframe and were stored outside. Both fuel caps were removed, inspected, and found to have cracks in the main O-ring seal. The left fuel cap was tested in place, by applying air pressure to the fuel outlet line and plugging the vent system and tip tank fuel inlet. A soap and water solution placed around the cap bubbled up indicating an air leak. Air could be felt escaping from around the fuel cap outer seal and the center seal. The right wing was not tested due to impact damage. The aircraft logbook shows that the fuel cap O-rings were replaced with new O-rings during the annual inspection on April 1, 2016.

The engine, which was not damaged, had been converted from an IO-520 per STC SE10746SC. A borescope was used to examine the piston domes, cylinder walls, and valve faces which exhibited normal wear and combustion deposits. The propeller was damaged during the accident. The extent of the damage precluded using the accident propeller during the engine run. The propeller was removed, and slave propeller was installed on the airplane. The top spark plugs appeared to be normal in wear and color. The plugs were then reinstalled in the engine.

The airframe was secured on a flatbed trailer. An alternate fuel system was rigged to the left fuel wing fuel inlet line at the fuselage. The fuel line going into the JPI fuel flow transducer was disconnected, power was applied to the airplane and the fuel system boost pump was turned on until positive fuel flow at the disconnected line was verified. The line was then reconnected. The engine started on the first attempt and was idled between 600 – 700 rpm to confirm oil pressure and fuel flow. The rpm was increased to 1,000 rpm. The engine power was then increased to 1,500 rpm and a magneto check was performed. The rpm drop for each magneto during the check was 60 to 80 rpm. The engine run was limited to 1,500 rpm due to the security of the fuselage on the trailer. The above process was repeated with an alternate fuel supply rigged to the right-wing fuel inlet line. The engine run results were the same. With the engine running 1,500 rpm, the fuel selector was switched to the off position. The engine ran for about 25 seconds prior to it shutting down. Examination of the engine revealed the engine started and ran smoothly as tested up to 1,500 rpm.

The airplane was equipped with a JPI FS-450 which monitored fuel flow, fuel used, and fuel remaining. The unit was removed from the airplane and shipped to the National Transportation Vehicle Recorder Division for examination. The device stores the last remaining record of fuel used and fuel remaining in gallons. It does not show which fuel tank contains the remaining fuel. A power supply was attached to the unit and the unit display showed 45.4 gallons of fuel used, and 66.6 gallons of fuel remaining. These amounts do not take into consideration the unknown amount of fuel that leaked from the left fuel tank filler cap. The pilot reported that at 1524, both fuel tanks were indicating about ¾ full. 

Pilot Information

Certificate: Private
Age: 42, 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: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 10/27/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 09/07/2017
Flight Time:  508 hours (Total, all aircraft), 72 hours (Total, this make and model), 326 hours (Pilot In Command, all aircraft), 47 hours (Last 90 days, all aircraft), 9 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N18403
Model/Series: A36
Aircraft Category: Airplane
Year of Manufacture: 1977
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: E-1120
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 08/16/2017, Annual
Certified Max Gross Wt.: 3651 lbs
Time Since Last Inspection: 15 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2515 Hours at time of accident
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: IO-520-BB
Registered Owner: TRAVEL AIR LLC
Rated Power: 300 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: MLC, 771 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 1653 ADT
Direction from Accident Site: 180°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 160°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.88 inches Hg
Temperature/Dew Point: 32°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Uvalde, TX (UVA)
Type of Flight Plan Filed: IFR
Destination: McAlister, OK (MLC)
Type of Clearance: None
Departure Time: 1357 CDT
Type of Airspace: Class G

Airport Information

Airport: McAlester Regional Airport (MLC)
Runway Surface Type: N/A
Airport Elevation: 771 ft
Runway Surface Condition: Unknown
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:  34.871944, -95.787778

NTSB Identification: CEN17LA357
14 CFR Part 91: General Aviation
Accident occurred Friday, September 15, 2017 in McAlister, OK
Aircraft: BEECH A36, registration: N18403
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 September 15, 2017, at 1620 central daylight time, a Beech A36, N18403, collided with a haybale during a forced landing following a loss of engine power while on approach to the McAlester Regional Airport (MLC), McAlester, Oklahoma. The private pilot received minor injuries. The airplane was substantially damaged. The airplane was registered to Travel Air LLC and was being operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual flight rules conditions existed near the accident site at the time of the accident. The pilot had canceled his instrument flight rules flight plan when he had MLC in sight. The flight departed from the Garner file Airport (UVA), Uvalde, Texas, at 1357.

Beech C23, operated by Maine Instrument Flight, N2120W: Accident occurred September 14, 2017 at Machias Valley Airport (KMVM), Washington County, Maine

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Portland, Maine

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/N2120W



Location: Machias, ME
Accident Number: ERA17LA325
Date & Time: 09/14/2017, 1130 EDT
Registration: N2120W
Aircraft: BEECH C23
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Instructional 

On September 14, 2017, about 1130 eastern daylight time, a Beech C23, N2120W, operated by Maine Instrument Flight, was substantially damaged during a forced landing, following a total loss of engine power while on approach to Machias Valley Airport (MVM), Machias, Maine. The private pilot was not injured. The instructional flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and a visual flight rules flight plan was filed for the flight that departed Augusta State Airport (AUG), Augusta, Maine, about 1015.

The pilot was accruing cross-country flight experience for his commercial license. The pilot reported that he and his flight instructor reviewed his flight planning for a three-leg cross-country flight and he departed with full fuel. During the first leg, about 10 miles from MVM, the pilot descended the airplane to the airport traffic pattern altitude. While in the traffic pattern, as the airplane was turning on to a left base leg for the runway, the engine began to run rough. The pilot verified that the mixture was full rich and the fuel boost pump was on. He also applied carburetor heat, but the engine lost all power about 15 to 20 seconds later.

The pilot then turned the airplane directly toward the runway, which resulted in a 45°-angle to the runway threshold. The pilot realized that the airplane was not going to glide all the way to the runway threshold and prepared to land in a grass area just prior to the runway. During the landing, the landing gear sank into soft ground and the nosewheel touched down hard, which collapsed the nose gear. The airplane spun 180° and came to rest upright in the grass area.

Examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed damage to the right wing spar. The inspector noted that 20 gallons of fuel per wing were removed from the airplane. The magnetos, fuel boost pump and engine driven fuel pump tested satisfactorily. The carburetor was intact and its screens were absent of debris. The fuel bowl was also absent of debris. The inspector rotated the propeller by hand and noted camshaft, crankshaft, and valve train continuity to the rear accessory section of the engine. Due to damage to the engine mounts and exhaust system, an engine test-run was not attempted. The inspector added that the engine had accumulated about 359 hours since major overhaul.

Hancock County-Bar Harbor Airport (BHB), Bar Harbor, Maine was located about 40 miles west of the accident site. The recorded weather at BHB, at 1156, was: wind from 180° at 5 knots; visibility 10 miles; sky clear; temperature 24° C; dew point 17° C; altimeter 29.83 inches of mercury. Review of an FAA Carburetor Icing Probability Chart for the given weather conditions revealed, "Serious icing (glide power)." Review of a descent checklist from a pilot operating handbook for the make and model airplane revealed, "2. Carburetor Heat - FULL ON or FULL OFF, AS REQUIRED." 

Pilot Information

Certificate: Private
Age: 21, Male
Airplane Rating(s): 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 2 Without Waivers/Limitations
Last FAA Medical Exam: 01/30/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 08/01/2017
Flight Time:   155 hours (Total, all aircraft), 91 hours (Total, this make and model), 87 hours (Pilot In Command, all aircraft), 8 hours (Last 90 days, all aircraft), 1 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N2120W
Model/Series: C23 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1973
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: M-1492
Landing Gear Type: Retractable -
Seats: 4
Date/Type of Last Inspection: 07/13/2017, 100 Hour
Certified Max Gross Wt.: 2450 lbs
Time Since Last Inspection: 11 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2550 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT: C91  installed, activated, did not aid in locating accident
Engine Model/Series: O-360
Registered Owner: MAINE INSTRUMENT FLIGHT
Rated Power: 180 hp
Operator: MAINE INSTRUMENT FLIGHT
Operating Certificate(s) Held: Pilot School (141)
Operator Does Business As:
Operator Designator Code: BFYA

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: BHB, 83 ft msl
Distance from Accident Site: 40 Nautical Miles
Observation Time: 1156 EDT
Direction from Accident Site: 270°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR): 
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 180°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.83 inches Hg
Temperature/Dew Point: 24°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Augusta, ME (AUG)
Type of Flight Plan Filed: VFR
Destination: Machias, ME (MVM)
Type of Clearance: None
Departure Time: 1015 EDT
Type of Airspace:

Airport Information

Airport: Machias Valley Airport (MVM)
Runway Surface Type: Asphalt
Airport Elevation: 96 ft
Runway Surface Condition: Dry
Runway Used: 36
IFR Approach: None
Runway Length/Width: 2909 ft / 60 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:  44.703056, -67.478611 (est)

NTSB Identification: ERA17LA325
14 CFR Part 91: General Aviation
Accident occurred Thursday, September 14, 2017 in Machias, ME
Aircraft: BEECH C23, registration: N2120W
Injuries: 1 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 September 14, 2017, about 1130 eastern daylight time, a Beech C23, N2120W, operated by Maine Instrument Flight, was substantially damaged during a forced landing, following a total loss of engine power while on approach to Machias Valley Airport (MVM), Machias, Maine. The private pilot was not injured. The instructional flight was conducted under the provisions of 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and a visual flight rules flight plan was filed for the flight that departed Augusta State Airport (AUG), Augusta, Maine, about 1015.

The pilot was accruing cross-country flight experience for his commercial license. The pilot reported that he and his flight instructor reviewed his flight planning for a three-leg cross-country flight and he departed with full fuel. During the first leg, about 10 miles from MVM, the pilot descended the airplane to the airport traffic pattern altitude. While in the traffic pattern, as the airplane was turning on to a left base leg for the runway, the engine began to run rough. The pilot verified that the mixture was full rich and the fuel boost pump was on. He also applied carburetor heat, but the engine lost all power about 15 to 20 seconds later.

The pilot then turned the airplane directly toward the runway, which resulted in a 45° angle to the runway threshold. The pilot realized that the airplane was not going to glide all the way to the runway threshold and prepared to land in a grass area just prior to the runway. During the landing, the landing gears sank into soft ground and the nosewheel touched down hard, which collapsed the nosegear. The airplane spun 180° and came to rest upright in the grass area.

Examination of the airplane by a Federal Aviation Administration inspector revealed damage to the right wing spar. The inspector noted that 20 gallons of fuel per wing were removed from the airplane. The magnetos, fuel boost pump and engine driven fuel pump tested satisfactorily. The carburetor was intact and its screens were absent of debris. The fuel bowl was also absent of debris. The inspector rotated the propeller by hand and noted camshaft, crankshaft, and valve train continuity to the rear accessory section of the engine. The engine was retained for a possible test run.

Hancock County-Bar Harbor Airport (BHB), Bar Harbor, Maine was located about 40 miles west of the accident site. The recorded weather at BHB, at 1156, was: wind from 180° at 5 knots; visibility 10 miles; sky clear; temperature 24° C; dew point 17° C; altimeter 29.83 inches of mercury.

Cessna 210G Centurion, registered to and operated by AWG Aviation LLC under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight, N5906F: Accident occurred September 13, 2017 in Hallsville, Boone County, Missouri

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Kansas City, Missouri
Continental Motors; Mobile, Alabama

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/N5906F

Location: Hallsville, MO
Accident Number: CEN17LA352
Date & Time: 09/13/2017, 1717 CDT
Registration: N5906F
Aircraft: CESSNA 210G
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 13, 2017, about 1717 central daylight time, a Cessna 210G airplane, N5906F, was substantially damaged during a forced landing following a loss of engine power near Hallsville, Missouri. The private pilot was not injured. The airplane was registered to and operated by AWG Aviation LLC under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed for the flight, which departed without a flight plan from Columbia Regional Airport (COU), Columbia, Missouri, about 1704, with a destination of Washington Municipal Airport (AWG), Washington, Iowa.

According to the pilot, after climbing to 3,500 ft above mean sea level, he leaned the engine's mixture. While in cruise flight, he observed a total loss of engine power and the propeller continuing to windmill. After unsuccessful attempts to restart the engine, the pilot landed, gear up, in a cornfield, damaging the fuselage.

Postaccident examination of the airplane by a Federal Aviation Administration inspector revealed the engine mixture control cable had fractured about nine inches from its attachment point at the engine. The cable was sent to the National Transportation Safety Board (NTSB) Materials Laboratory for further examination.

Digital microscope images of the wire strands indicated the fracture surfaces were flat and perpendicular to the axes of the strands. No necking or thinning of the individual strands consistent with overstress separation was observed.

Several wires were sectioned examined using a Zeiss Auriga 40 field emission scanning electron microscope (SEM). Post separation impact damage was observed around the outer circumference of the fracture surface. Feathery features consistent with fatigue were observed on the fracture surface. The full NTSB Materials Laboratory report is available in the official docket of this investigation.

Pilot Information

Certificate: Private
Age: 38, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/24/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 06/01/2017
Flight Time:   95 hours (Total, all aircraft), 40 hours (Total, this make and model), 60 hours (Pilot In Command, all aircraft), 38 hours (Last 90 days, all aircraft), 10 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N5906F
Model/Series: 210G
Aircraft Category: Airplane
Year of Manufacture: 1967
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 21058906
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 12/02/2016, 100 Hour
Certified Max Gross Wt.: 3395 lbs
Time Since Last Inspection: 58 Hours
Engines: 1 Reciprocating
Airframe Total Time: 3737 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: Installed, not activated
Engine Model/Series: IO 520 SERIES
Registered Owner: AWG Aviation LLC
Rated Power: 285 hp
Operator: AWG Aviation LLC
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: COU, 778 ft msl
Distance from Accident Site: 15 Nautical Miles
Observation Time: 1654 CDT
Direction from Accident Site: 231°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR): 
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 330°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.75 inches Hg
Temperature/Dew Point: 29°C / 8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Columbia, MO (COU)
Type of Flight Plan Filed: None
Destination: WASHINGTON, IA (AWG)
Type of Clearance: VFR Flight Following
Departure Time: 1704 CDT
Type of Airspace: Class E

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:  39.123056, -92.118056 (est)

NTSB Identification: CEN17LA352
14 CFR Part 91: General Aviation
Accident occurred Wednesday, September 13, 2017 in Hallsville, MO
Aircraft: CESSNA 210G, registration: N5906F
Injuries: 1 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 September 13, 2017, about 1717 central daylight time, a Cessna 210G airplane, N5906F, was substantially damaged during a forced landing near Hallsville, Missouri. The private pilot was not injured. The airplane was registered to and operated by AWG Aviation LLC under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed for the flight, which departed without a flight plan from Columbia Regional Airport (COU), Columbia, Missouri about 1704, with a destination of Washington Municipal Airport (AWG), Washington, Iowa. 

According to the pilot, after climbing to 3,500' ft msl, he leaned the engine's mixture and flew level for about 8 minutes. While in cruise flight, he observed a total loss of engine power, with the propeller continuing to windmill. After unsuccessful attempts to restart the engine, the pilot landed in a cornfield, which damaged the fuselage.