Monday, May 27, 2019

Loss of Control in Flight: Swearingen SX-300, N42SX, fatal accident occurred July 05, 2018 at Spruce Creek Airport (7FL6), Daytona Beach, Volusia County, Florida


John D. Wilson
September 15th, 1956 - July 11th, 2018

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Orlando, Florida
Lycoming Engines; Atlanta, Georgia

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/N42SX



Location: Daytona Beach, FL
Accident Number: ERA18LA184
Date & Time: 07/05/2018, 1345 EDT
Registration: N42SX
Aircraft: Swearingen SX300
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 1 Fatal, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis

The private pilot and pilot-rated passenger were landing at the conclusion of a personal flight. The passenger stated that, during the landing approach, he noted that the wing flaps were down, and three green landing gear lights were illuminated; the airspeed was about 90 knots on final approach. Just before landing, he heard the angle of attack indicator alarm and knew that the airplane had stalled. The airplane landed hard and the left main landing gear collapsed. The pilot initially applied full power to take off again; however, he then reduced the throttle to idle and applied full braking. The airplane slid off the left side of the runway and collided with the precision approach path indicator lights. The airplane continued across the grass until the right wing dug into the ground; it then cartwheeled, came to rest upright, and caught fire. Bystanders assisted the pilot and passenger in opening the canopy and egressing the airplane; the pilot succumbed to burn injuries about one week after the accident. The passenger stated that there were no preimpact mechanical malfunctions with the airplane, and examination of the wreckage revealed no anomalies.

The circumstances of the accident are consistent with the pilot's failure to maintain adequate airspeed during the landing flare, which resulted in exceedance of the airplane's critical angle of attack and an aerodynamic stall. The subsequent hard landing resulted in a landing gear collapse and loss of directional control.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain adequate airspeed during landing, which led to the airplane exceeding its critical angle-of-attack, experiencing an aerodynamic stall and hard landing, which resulted in a landing gear collapse, loss of directional control, and runway excursion. 

Findings

Aircraft
Airspeed - Not attained/maintained (Cause)
Angle of attack - Not attained/maintained (Cause)
Directional control - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)

Factual Information

History of Flight

Landing-flare/touchdown
Loss of control in flight (Defining event)
Hard landing
Landing gear collapse

Landing-landing roll
Loss of control on ground
Collision with terr/obj (non-CFIT) 

On July 5, 2018, about 1345 eastern daylight time, an experimental, amateur-built Swearingen SX-300, N42SX, was destroyed during a runway excursion while landing at Spruce Creek Airport (7FL6), Daytona Beach, Florida. The private pilot was fatally injured, and the pilot-rated passenger sustained minor injuries. The airplane was owned by the pilot who was operating it as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which originated from Flagler Executive Airport (FIN), Palm Coast, Florida.

The passenger stated that he and the pilot flew to FIN about 1130 for lunch. They purchased fuel at FIN and departed for 7FL6 about 1330. The passenger stated that the return flight was normal, and that, during the approach for landing, he noted that the wing flaps were down and three green landing gear lights were illuminated in the cockpit. He added that the airspeed indicator showed 90 knots while on final approach. Just before landing, he heard the angle of attack indicator alarm and "knew they stalled the airplane." The airplane landed hard and he heard a loud pop and felt the left main landing gear fracture. He told the pilot that the left main landing gear had broken, and the pilot initially applied full power to take off again; however, he then reduced the throttle to idle and applied full braking. The airplane slid off the left side of the runway and collided with the precision approach path indicator lights. The airplane continued to slide across the grass until the right wing dug into the ground; the airplane then flipped over and caught fire. Both occupants tried to open the canopy, but it was jammed. The passenger then tried to kick out the canopy but could not break the glass. Several bystanders ran to the airplane, helped open the canopy, and helped the two occupants egress. The passenger stated that there were no mechanical defects with the airplane before the accident.

A witness stated that he saw the airplane "touch down." He was not sure if it was the initial landing or after it had bounced once. He further stated that the airplane's left main landing gear was "trailing behind," and after it landed, the airplane slid off the left side of the runway, spun around, and caught fire.

An airport security video showed the airplane after it touched down on the runway. The video showed the airplane sliding down the runway with the left main landing gear collapsed. The airplane slid off the left side of the runway, cartwheeled before coming to rest upright, and subsequently caught fire. 



Pilot Information

Certificate: Private
Age: 61, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Restraint Used: 5-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 07/03/2018
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 1650 hours (Total, all aircraft)



Pilot-Rated Passenger Information

Certificate: Private
Age: 35, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: 5-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 01/27/2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 950 hours (Total, all aircraft) 

The pilot held a private pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, instrument airplane, and glider. He held a third-class medical certificate, issued July 3, 2018. At the time of the medical examination, the pilot reported 1,650 total hours of flight experience. His pilot logbook was not recovered. 



Aircraft and Owner/Operator Information

Aircraft Make: Swearingen
Registration: N42SX
Model/Series: SX300 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1993
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 42
Landing Gear Type: Retractable - Tricycle
Seats: 2
Date/Type of Last Inspection: 05/03/2018, Condition
Certified Max Gross Wt.: 2200 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 660 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: IO-540-L1C5
Registered Owner: On file
Rated Power: 300 hp
Operator: On file
Operating Certificate(s) Held: None

The two seat, low-wing, retractable gear airplane was built in 1993. It was powered by a Lycoming IO-540-L1C5, 300-horsepower engine, equipped with a three-bladed Hartzell propeller.



Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KEVB, 10 ft msl
Distance from Accident Site: 5 Nautical Miles
Observation Time: 1750 UTC
Direction from Accident Site: 106°
Lowest Cloud Condition: Scattered / 1800 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 10 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 120°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.17 inches Hg
Temperature/Dew Point: 30°C / 24°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Palm Coast, FL (FIN)
Type of Flight Plan Filed: None
Destination: Daytona Beach, FL (7FL6)
Type of Clearance: None
Departure Time: 1330 EDT
Type of Airspace:

At 1350, the recorded weather at New Smyrna Beach Municipal Airport, located 5 miles southeast of the accident site, included wind from 120° at 10 knots; 10 statute miles visibility; temperature 30°C; dew point 24°C; altimeter 30.17 inches of mercury. 

Airport Information

Airport: Spruce Creek (7FL6)
Runway Surface Type: Asphalt
Airport Elevation: 24 ft
Runway Surface Condition: Dry
Runway Used: 06
IFR Approach: None
Runway Length/Width: 4002 ft / 176 ft
VFR Approach/Landing: Full Stop

Wreckage and Impact Information

Crew Injuries: 1 Fatal, 1 Minor
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Minor
Latitude, Longitude: 29.079722, -81.048333 (est) 

The wreckage was located about midfield and 60 ft from the left side of runway 6 and was consumed by a postcrash fire. The main wreckage came to rest upright on a heading of 320°. The instrument panel was consumed by fire and no readable instruments were recovered. Both wings separated from the fuselage; the left wing was located beside the fuselage with about 4 ft of the inboard section remaining. The rest of the wing was consumed by fire. The right wing was located under the fuselage and completely consumed by fire. All major components of the airplane were accounted for at the scene. Control cable continuity was confirmed.

The engine remained attached to the airframe. The engine, propeller, and accessories were fire-damaged. The spinner dome was melted on one side. The top spark plugs were removed, and the propeller was rotated by hand. Thumb compression was established on all cylinders. Valve train continuity was established by visual confirmation of rocker arm movement and movement of the accessory gears. A lighted borescope was used to observe the pistons and valves inside the cylinders; no anomalies were noted.

Medical And Pathological Information

An autopsy was performed on the pilot by the Office of the Medical Examiner, Orlando, Florida. The report listed the cause of death as complications of 50.5% total body surface area burns and inhalation injury.

The pilot succumbed to his injuries in the hospital 1 week after the accident and toxicology testing was not performed.

Sys/Comp malf/fail (non-power): Cessna 180, N2469C, accident occurred July 01, 2018 at Rusty Allen Airport (KRYW), Lago Vista, Travis County, Texas

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas

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/N2469C


Location: Lago Vista, TX
Accident Number: CEN18LA250
Date & Time: 07/01/2018, 2010 CDT
Registration: N2469C
Aircraft: Cessna 180
Aircraft Damage: Substantial
Defining Event: Sys/Comp malf/fail (non-power)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 1, 2018, about 2010 central daylight time, a Cessna 180 single-engine airplane, N2469C, was substantially damaged while landing at Rusty Allen Airport (RYW), Lago Vista, Texas. The airline transport pilot and passenger were not injured. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Day visual meteorological conditions prevailed for the personal flight that departed Childress Municipal Airport (CDS), Childress, Texas, about 1740 with RYW as the intended destination.

According to the pilot, the surface wind was from 120° magnetic at 7 knots, gusting 17 knots, when he entered the traffic pattern for runway 15 at RYW. He noted that the wind direction became variable between 090° magnetic and 170° magnetic while the airplane was on the downwind leg. The pilot made a normal approach for three-point landing with a left crosswind correction; however, the airplane rolled left during the landing flare and landed hard on the left main landing gear. The pilot reported that the airplane bounced and that he was unable to regain roll control before the airplane landed hard again on the left main landing gear. The airplane bounced a second time and the left main landing gear spring separated from the fuselage on the third contact with the runway. The airplane subsequently ground-looped to the left and came to rest heading about 180° from the original runway direction. The left main wing spar was substantially damaged when the left wingtip impacted the runway.

The fractured left main landing gear spring was examined by the National Transportation Safety Board Materials Laboratory to determine if preexisting damage had contributed to its separation during the accident. The laboratory examination revealed a fracture surface that exhibited a relatively flat surface with a distinct shear lip along the periphery. Further examination of the fracture surface revealed a chevron pattern indicating the direction of crack propagation from a thumbnail shaped initiation point. The location of the fatigue crack was adjacent to where the landing gear fixation hardware contacted the landing gear spring. The initiation point exhibited features consistent with a multiple-origin fatigue crack. The approximate dimension of the fatigue crack was 0.14 inch wide and 0.04 inch deep.

The pilot stated that the airplane logbooks are not complete; however, there was no documented work on the left landing gear since the logbooks began in 1993. Based on the available information, the pilot estimated that the airplane had accumulated a total service time of about 4,101 hours. Based on a lack of complete maintenance documentation, it is unknown if the left main landing gear spring had been replaced or overhauled since new.

Pilot Information

Certificate: Airline Transport
Age: 73, 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 2 With Waivers/Limitations
Last FAA Medical Exam: 05/21/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 01/29/2018
Flight Time:  (Estimated) 16267 hours (Total, all aircraft), 270 hours (Total, this make and model), 14749 hours (Pilot In Command, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N2469C 
Model/Series: 180
Aircraft Category: Airplane
Year of Manufacture: 1954
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 30769
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 04/23/2018, Annual
Certified Max Gross Wt.: 2550 lbs
Time Since Last Inspection: 37 Hours
Engines: 1 Reciprocating
Airframe Total Time: 4101 Hours at time of accident
Engine Manufacturer: Continental
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: O-470-J
Registered Owner: On file
Rated Power: 225 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: RYW, 1230 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 2015 CDT
Direction from Accident Site:
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 9 knots / 16 knots
Turbulence Type Forecast/Actual: None / None
Wind Direction: 150°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.95 inches Hg
Temperature/Dew Point: 33°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Childress, TX (CDS)
Type of Flight Plan Filed: None
Destination: Lago Vista, TX (RYW)
Type of Clearance: None
Departure Time: 1740 CDT
Type of Airspace: Class G

Airport Information

Airport: Rusty Allen Airport (RYW)
Runway Surface Type: Asphalt
Airport Elevation: 1230 ft
Runway Surface Condition: Dry
Runway Used: 15
IFR Approach: None
Runway Length/Width: 3808 ft / 50 ft
VFR Approach/Landing: Traffic Pattern 

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: 30.498611, -97.969444 (est)

Champion 7GCAA Citabria, registered to and operated by Last Pass Aviation as a Title 14 Code of Federal Regulations Part 91 personal flight, N9026L: Fatal accident occurred June 29, 2018 in Arthur County, Nebraska

Nicholas Kinsey “Nick” Hanson


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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Lincoln, Nebraska
Lycoming Engines; Williamsport, Pennsylvania 

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


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 
 
http://registry.faa.gov/N9026L




Location: Arthur, NE
Accident Number: CEN18FA242
Date & Time: 06/29/2018, 1245 MDT
Registration: N9026L
Aircraft: Champion 7GCAA
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

On June 29, 2018, about 1245 mountain daylight time, a Champion 7GCAA airplane, N9026L, impacted terrain while maneuvering near Arthur, Nebraska. The commercial pilot was fatally injured, and the airplane was substantially damaged. The airplane was registered to and was being operated by Last Pass Aviation as a Title 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions existed in the area of the accident, which departed without a flight plan from Thomas County Airport (TIF), Thedford, Nebraska, about 1115. 

The pilot was performing aerobatic maneuvers at a cattle branding event. A witness reported that, following a loop and rolling maneuver, the airplane began to climb in a vertical attitude. The airplane subsequently rolled left and made a series of left-turning spins as it descended to ground contact.

Pilot Information

Certificate: Commercial
Age: 28, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 06/26/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 02/15/2018
Flight Time: 3200 hours (Total, all aircraft), 1100 hours (Total, this make and model) 

The pilot, age 28, held a commercial pilot certificate with airplane single- and multi-engine land and instrument ratings, and a flight instructor certificate with airplane single- and multi-engine and instrument ratings. On June 26, 2018, the pilot was issued a Federal Aviation Administration (FAA) second-class medical certificate with a restriction for corrective lenses. The pilot had recently started training for agricultural application operations and had flown about 30 hours in an Air Tractor AT502 airplane.

According to an insurance application from March 2018, the pilot reported that he had 1,100 hours of aerobatic flight experience in the accident airplane make and model. Most of this experience occurred while instructing spin, aerobatic, and upset recovery training at a flight school in California. The pilot's logbook was not available for review.

Before departing on the accident flight, the pilot informed his father that he had been feeling very ill and nauseated during the previous flight that day due to significant in-flight turbulence. Because of this issue, the pilot informed a friend at the cattle branding event that he might not be able to perform the flyover. 

Aircraft and Owner/Operator Information

Aircraft Make: Champion
Registration: N9026L
Model/Series: 7GCAA
Aircraft Category: Airplane
Year of Manufacture: 1970
Amateur Built: No
Airworthiness Certificate: Aerobatic; Normal
Serial Number: 215-70
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 10/02/2017, Annual
Certified Max Gross Wt.: 1650 lbs
Time Since Last Inspection: 26 Hours
Engines: 1 Reciprocating
Airframe Total Time: 6517 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C91  installed, not activated
Engine Model/Series: O-320-A2B
Registered Owner: On file
Rated Power: 150 hp
Operator: On file
Operating Certificate(s) Held:None  

The two-seat, high-wing, fixed-gear airplane was manufactured in 1970 and was equipped with a Lycoming O-320-A2B engine and a McCauley two-blade, all-metal, fixed pitch propeller. On October 2, 2017, the airplane underwent an annual inspection at an airframe total time of 6,507 hours and 2,194 hours since engine overhaul. The accident occurred about 26 hours after this inspection.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KOGA, 3250 ft msl
Distance from Accident Site: 28 Nautical Miles
Observation Time: 1235 MDT
Direction from Accident Site: 196°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 10 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 330°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.77 inches Hg
Temperature/Dew Point: 30°C / 20°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Thedford, NE (TIF)
Type of Flight Plan Filed: None
Destination: Alliance, NE (AIA)
Type of Clearance: None
Departure Time: 1115 MDT
Type of Airspace: Class G

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: 41.562222, -101.599722 

The airplane impacted a grassy meadow with no evidence of postimpact ground fire. Both wings were upright and exhibited significant crushing and deformation. The empennage was twisted to the left, with the outer edge of the left elevator resting near the left aileron. The engine was partially buried at an approximate 30° angle in relation to the surrounding terrain. The left gear strut was significantly deformed.

The propeller remained attached to the engine. One of the propeller blades, which was buried into the ground, was nearly straight with minimal damage or polishing. The other propeller blade, which was out of the ground, was twisted aft about 180° and displayed polishing and chordwise gouges. 

The flight control surfaces remained attached to their respective airframe attach points and the horizontal and vertical stabilizers were not damaged. Flight control cable continuity was confirmed to all flight control surfaces with no anomalies noted.

Examination of the engine revealed normal power train continuity. Thumb compression and suction were observed on all four cylinders and a borescope inspection revealed no anomalies with the pistons, cylinder barrels, cylinder heads, valves, or valve seats. The spark plugs exhibited a dark gray color and the electrodes exhibited normal wear patterns.

The magnetos sparked normally at all leads during rotation. The carburetor bowl was impact damaged with no fuel present. The fuel gascolator screen, carburetor screen, and oil pickup were clear of contaminants. The engine exhaust system was impact damaged; the heat muff was intact with no cracks or exhaust erosion.

Examination of the airframe and engine revealed no evidence of mechanical malfunctions or failures that would have precluded normal operation.

Medical And Pathological Information

The Regional West Medical Center Pathology Department, Scottsbluff, Nebraska, performed an autopsy on the pilot. The cause of death was blunt force injuries. Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for drugs and alcohol.

Loss of Lift: Cessna 180K, N2957K; accident occurred June 15, 2018 in Ambler, Alaska

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska

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/N2957K


Location: Ambler, AK
Accident Number: ANC18LA046
Date & Time: 06/15/2018, 1538 AKD
Registration: N2957K
Aircraft: CESSNA 180K
Aircraft Damage: Substantial
Defining Event: Loss of lift
Injuries: 1 Serious, 1 Minor, 1 None
Flight Conducted Under: Part 135: Air Taxi & Commuter - Non-scheduled 

On June 15, 2018, about 1538 Alaska daylight time, a tailwheel-equipped Cessna 180K airplane, N2957K, sustained substantial damage when it collided with hilly, sand covered-terrain after takeoff from a remote off airport site, about 26 miles southeast of Ambler, Alaska. The airplane was registered to Airframe Innovations Incorporated and operated by Northstar Aero LLC as a 14 Code of Federal Regulations (CFR) Part 135 visual flight rules flight when the accident occurred. Of the three occupants, the airline transport pilot sustained no injuries, one passenger sustained minor injuries, and the remaining passenger sustained serious injuries. Visual meteorological conditions prevailed, and company flight following procedures were in place. The flight departed the Fairbanks International Airport (PAFA), Fairbanks, Alaska, about 1024, and it was returning at the time of the accident.

In the pilot's written statement provided to the National Transportation Safety Board, he reported, in part, that after landing on a hilly sand dune, the wind at the top of the sand dune increased to 10 to 20 knots over a two-hour time period. After considering and reviewing several downhill departure routes, the pilot said he marked off the most favorable departure route that was into the wind.

The pilot reported that, after loading his two passengers into the airplane, and in preparation for takeoff, he ensured both passengers were wearing their BAS shoulder harness system, then he began the downhill takeoff run. He described the takeoff run as a typical sand dunes departure, with some rocking and bouncing, but the airplane accelerated rapidly downhill, and into the wind. He said that, as the airplane became airborne near the bottom of the dune, he made a slight right turn towards lower terrain, and the airspeed initially increased. He said that, as the airspeed increased to near Vx (Best angle of climb airspeed), the headwind diminished, and the airplane began losing altitude and the stall warning horn sounded. To avoid a collision with a sharp wall of hard packed sand ahead, the pilot said that he continued the slight right turn towards the down sloping terrain, but the airplane continued to descend towards a 60° sloped sand dune. The airplane subsequently collided with the sand dune, sustaining substantial damage to the forward fuselage and serious injuries to the passenger seated in the right front seat.

The pilot stated to the National Transportation Safety Board investigator-in-charge that he credited the lack of more serious injuries to a recently installed BAS, Inc., four-point shoulder harness and lap belt restraint system.

The pilot reported no mechanical malfunctions or anomalies that would have precluded normal operation. 

Pilot Information

Certificate: Airline Transport
Age: 51, Male
Airplane Rating(s): Multi-engine Land; Multi-engine Sea; Single-engine Land; Single-engine Sea
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: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 01/10/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 10/03/2017
Flight Time:  17000 hours (Total, all aircraft), 1000 hours (Total, this make and model), 17000 hours (Pilot In Command, all aircraft), 56 hours (Last 90 days, all aircraft), 19 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N2957K
Model/Series: 180K
Aircraft Category: Airplane
Year of Manufacture: 1980
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 18053138
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 05/02/2018, Annual
Certified Max Gross Wt.: 3190 lbs
Time Since Last Inspection: 8 Hours
Engines: 1 Reciprocating
Airframe Total Time: 28488.6 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: O-470 SERIES
Registered Owner: AIRFRAME INNOVATIONS INC
Rated Power: 230 hp
Operator: NORTHSTAR AERO LLC
Operating Certificate(s) Held: On-demand Air Taxi (135)
Operator Does Business As:
Operator Designator Code: J1OC

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: PAFM, 289 ft msl
Distance from Accident Site: 23 Nautical Miles
Observation Time: 2253 UTC
Direction from Accident Site: 77°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 12 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 330°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.85 inches Hg
Temperature/Dew Point: 8°C / -3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Ambler, AK
Type of Flight Plan Filed: Company VFR
Destination: Fairbanks, AK (FAI)
Type of Clearance: None
Departure Time: 1024 AKD
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious, 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor, 1 None
Latitude, Longitude:  67.020556, -158.795278

Piper PA-34-200, N56213: Accident occurred June 14, 2018 at Umatilla Municipal Airport (X23), Lake 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/N56213


Location: Umatilla, FL
Accident Number: ERA18LA178
Date & Time: 06/14/2018, 0950 EDT
Registration: N56213
Aircraft: PIPER PA 34-200
Aircraft Damage: Substantial
Defining Event: Miscellaneous/other
Injuries: 1 Minor, 1 None
Flight Conducted Under: Part 91: General Aviation - Instructional 

On June 14, 2018, about 0950 eastern daylight time, a Piper PA-34-200, N56213, was substantially damaged during a runway excursion while landing at Umatilla Municipal Airport (X23), Umatilla, Florida. The flight instructor was not injured while the pilot undergoing instruction (PUI) sustained a minor injury. The airplane was owned by Elite Florida AC LLC, and operated by Spaceport Aviation under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the instructional flight, which originated from Space Coast Regional Airport (TIX), Titusville, Florida, about 0845, and was destined for X23.

The PUI and/or the flight instructor stated that the flight proceeded to X23 where the downwind leg of the airport traffic pattern was extended, and the required before landing checks were performed. The PUI stated that he extended the landing gear, and the flight instructor confirmed there were 3 green lights displayed indicating all landing gears were down and locked. After touchdown on runway 01 at 80 miles-per-hour, the airplane suddenly began an uncommanded and violent swerve to the right, which the PUI could not correct with full left brake, rudder, and aileron inputs. The airplane departed the runway and impacted a drainage ditch. The PUI stated that while assessing the airplane with the mechanic from X23, they noticed the securing hardware for the upper and lower torque links of the right main landing gear was not in place.

According to a Federal Aviation Administration inspector who responded to the accident site, a search was made for the missing right main landing gear hardware and it was not located. He inspected both disconnected torque links and did not see damage to either, nor did he see scoring damage to the inner diameter of the right main landing gear torque link brass sleeve that the attachment bolt passes through to secure the torque links together. The brass sleeve was measured and found to be round and not elongated. He also inspected the left main landing gear and found its torque link secured with the bolt, washer and castellated nut, but the cotter pin was missing.

A review of the airframe maintenance records revealed during the airplane's last annual inspection which was signed off as being completed on May 16, 2018, new hardware was installed in both main landing gear torque links.The mechanic who signed off the inspection stated that as part of the new hardware at the torque links, cotter pins were installed, but because of clearance issues during subsequent gear retraction testing, the hardware at both torque links was loosened to adjust each brake hose, then the hardware was tightened after adjustment, but the cotter pins at both gear torque links were not installed.

A review of the airplane's Pilot's Operating Handbook revealed that as part of the preflight inspection, it specified a visual inspection of the right main landing gear for leaks, the tires for inflation and wear, and the landing gear strut piston for proper extension. There was no direct mention to inspect the torque links for security.

Flight Instructor Information

Certificate: Airline Transport; Flight Instructor; Commercial
Age: 54, 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): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 08/30/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 09/01/2016
Flight Time:   6922 hours (Total, all aircraft), 84 hours (Total, this make and model), 5339 hours (Pilot In Command, all aircraft), 154 hours (Last 90 days, all aircraft), 47 hours (Last 30 days, all aircraft), 5.3 hours (Last 24 hours, all aircraft)

Student Pilot Information

Certificate: Commercial
Age: 56, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: Unknown
Instrument Rating(s): Helicopter
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 03/28/2018
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:   9307 hours (Total, all aircraft), 20 hours (Total, this make and model), 8015 hours (Pilot In Command, all aircraft), 20 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N56213
Model/Series: PA 34-200 200
Aircraft Category: Airplane
Year of Manufacture: 1973
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 347350304
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 05/16/2018, Annual
Certified Max Gross Wt.: 4000 lbs
Time Since Last Inspection:
Engines: 2 Reciprocating
Airframe Total Time: 4031.44 Hours as of last inspection
Engine Manufacturer: LYCOMING
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: LIO-360-C1E6
Registered Owner: Elite Florida AC LLC
Rated Power: 200 hp
Operator: Spaceport Aviation
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KLEE, 76 ft msl
Distance from Accident Site: 10 Nautical Miles
Observation Time: 0953 EDT
Direction from Accident Site: 234°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts:  3 knots /
Turbulence Type Forecast/Actual: Unknown / Unknown
Wind Direction: 140°
Turbulence Severity Forecast/Actual: Unknown / Unknown
Altimeter Setting: 30.12 inches Hg
Temperature/Dew Point: 27°C / 24°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Titusville, FL (TIX)
Type of Flight Plan Filed: None
Destination: Umatilla, FL (X23)
Type of Clearance: None
Departure Time: 0845 EDT
Type of Airspace:

Airport Information

Airport: Umatilla Municipal Airport (X23)
Runway Surface Type: Asphalt
Airport Elevation: 107 ft
Runway Surface Condition: Dry
Runway Used: 01
IFR Approach: None
Runway Length/Width: 2500 ft / 60 ft
VFR Approach/Landing: Full Stop; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 Minor, 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor, 1 None
Latitude, Longitude:  28.924167, -81.651389 (est)

Loss of Engine Power (Total): Robinson R44 II, N755KT, accident occurred June 07, 2018 in Fort Morgan, Alabama



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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Vestavia Hills, 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/N755KT




Location: FORT MORGAN, AL
Accident Number: ERA18LA161
Date & Time: 06/07/2018, 1340 CDT
Registration: N755KT
Aircraft: ROBINSON HELICOPTER COMPANY R44 II
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Ferry 

On June 7, 2018, at 1340 central daylight time, a Robinson R44 II helicopter, N755KT, was substantially damaged during a forced landing to salt water after a loss of engine power near Fort Morgan, Alabama. The commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the flight which departed Gac Waterfront Heliport (FD32), Navarre, Florida and was destined for Baton Rouge Metropolitan Airport (BTR), Baton Rouge, Louisiana. The ferry flight was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to the pilot, he was delivering the helicopter to a Robinson factory service center at BTR. The pilot stated, "We were having trouble with the idle power of the helicopter. It was stumbling at idle power, but we had no trouble at the high-power settings. [A local] mechanic couldn't quite figure out what was going on with it, so we were going to have Robinson look at it."

The pilot said he departed FD32 and the engine idled smoothly at engine start. It then accelerated smoothly and ran continuously without interruption until the loss of engine power in cruise flight.

While in cruise flight at 400 feet along the beach at 110 knots, the pilot felt "violent shaking" and thought he had flown through turbulence. He added aft cyclic, lowered the collective, scanned the instruments, the shaking stopped, and he noted zero oil pressure, the oil pressure light illuminated, rotor rpm decaying, and he then entered autorotation.

The beach was "full of people" and he selected an unoccupied area in the water just off the beach for the forced landing.

The pilot held a commercial pilot's certificate and a flight instructor certificate, each with ratings for rotorcraft-helicopter and instrument helicopter. His Federal Aviation Administration (FAA) second-class medical certificate was issued March 27, 2018. He reported 811 total hours of flight experience, of which 747 hours were in the Robinson R44.

According to Federal Aviation Administration (FAA) records, the helicopter was manufactured in 2004. Its most recent annual inspection was completed April 25, 2018 at 1,395.1 total airframe hours. At that time, the Lycoming IO-540-AE1A5 engine was reinstalled after an overhauled crankshaft and counterweights were installed and other work was performed. The helicopter had accrued 29 hours since the inspection.

At 1335, the weather recorded at Sonny Callahan Airport (CQF), 16 miles north of the accident site included scattered clouds at 6,000 feet and winds from 270°at 3 knots. The temperature was 30°C, and the dew point was 19°C. The altimeter setting was 30.00 inches of mercury.

The wreckage was examined at the site by an FAA aviation safety inspector. The tail rotor and its associated gearbox were separated from the helicopter and recovered from the water.

An NTSB air safety investigator examined the helicopter's engine about 1 week after its recovery, and he provided a summary of the exam. As found, the magnetos had been removed from the engine, opened, and lying by the pilot's seat. Several wire bundles were cut, and electrical system continuity could not be verified. The spark plugs were removed and the interior of the engine was examined with a lighted borescope.

All pistons and valves appeared intact, in "good condition," and displayed evidence of salt water corrosion. The engine's crankshaft was rotated by hand utilizing the fan at the engine's front. Thumb compression was obtained on all cylinders. Continuity was confirmed through the powertrain and valvetrain to the accessory section.

The mechanical fuel pump was removed and pumped fluid when actuated by hand. The auxiliary pump did not operate when electrical power was applied. The electric motor was disassembled and the brushes, wiring, and some windings were burnt. The pump was dry and did not display evidence of water contamination.

According to the helicopter manufacturer, engine operation can be sustained by the engine-driven pump only.

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 31, Male
Airplane Rating(s): None
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): Helicopter
Second Pilot Present: No
Instructor Rating(s): Instrument Helicopter
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 03/27/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  811 hours (Total, all aircraft), 747 hours (Total, this make and model), 193 hours (Last 90 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: ROBINSON HELICOPTER COMPANY
Registration: N755KT
Model/Series: R44 II II
Aircraft Category: Helicopter
Year of Manufacture: 2004
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 10294
Landing Gear Type: Skid;
Seats: 4
Date/Type of Last Inspection: 04/25/2018, Annual
Certified Max Gross Wt.: 2500 lbs
Time Since Last Inspection: 29 Hours
Engines: 1 Reciprocating
Airframe Total Time: 1425 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT: Installed, not activated
Engine Model/Series: IO-540-AE1A5
Registered Owner: LHP WEST INVESTMENTS LLC
Rated Power: 245 hp
Operator: On file
Operating Certificate(s) Held: Commercial Air Tour (136)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KCQF, 92 ft msl
Distance from Accident Site: 16 Nautical Miles
Observation Time: 1835 UTC
Direction from Accident Site: 27°
Lowest Cloud Condition: Scattered / 6000 ft agl
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 270°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30 inches Hg
Temperature/Dew Point: 30°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Navarre, FL (FD32)
Type of Flight Plan Filed: None
Destination: Baton Rouge, LA (BTR)
Type of Clearance: None
Departure Time: 1130 CDT
Type of Airspace: Class G

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: 30.222222, -88.018056 (est)