Wednesday, June 05, 2019

Part(s) Separation From Aircraft: Piper PA-28-161, N8132X; accident occurred October 28, 2018 at Simsbury Airport (4B9), Hartford County, Connecticut

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Enfield, Connecticut

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

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

https://registry.faa.gov/N8132X

Location: Simsbury, CT
Accident Number: ERA19LA030
Date & Time: 10/28/2018, 1645 EDT
Registration: N8132X
Aircraft: Piper PA28
Aircraft Damage: Substantial
Defining Event: Part(s) separation from AC
Injuries: 1 Minor, 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 28, 2018, about 1645 eastern daylight time, a Piper PA-28-161, N8132X, was substantially damaged after a runway excursion and collision with a ditch at Simsbury Airport (4B9) Simsbury, Connecticut. The commercial pilot and pilot-rated passenger were not injured. The airplane was operated by Interstate Aviation, Inc. under the provisions of 14 Code of Federal Regulations part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the flight that originated at Bradley International Airport (BDL), Windsor Locks, Connecticut, about 1635.

According to pilot, he was in the traffic pattern at 4B9 practicing approaches and touch-and-go landings. After touchdown on runway 21 for a full stop landing, the brakes "failed." He elected to steer the airplane to the right in an effort to avoid a fence and slow the airplane in the grass. The airplane departed the runway surface and collided with a ditch. The pilots exited the airplane and were met by first responders. The pilot also reported that, during taxi out for takeoff, the wheel brakes were "sluggish."

An inspector with the Federal Aviation Administration responded to the accident site and examined the wreckage. He reported that the left wing sustained structural damage during the landing. The left main landing gear separated and was found adjacent to the wreckage. The inboard and outboard brake pads exhibited normal wear. The brake assembly was attached in its normal position by two AN bolts. The brake assembly puck to brake pad and the brake supply hydraulic line also showed evidence of leaking hydraulic fluid.

An examination of the right main landing gear wheel brake assembly revealed that it was missing from its proper mounting position on the right gear trunnion. The assembly was not installed onto the main wheel brake rotor with the required AN bolts. The hydraulic fluid line and elbow fitting were also not attached to the brake assembly.

A review of the airplane maintenance records revealed that a 100-hr inspection was completed on October 10, 2018, or 18 days before the accident. The inspection entry included the following: "Serviced all tires, wheels, brakes, brake reservoir fluid." The main landing gear tires were also replaced during this inspection. The last maintenance entry where brake parts were replaced was on October 16, 2017.

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 70, Male
Airplane Rating(s): 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 Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 06/25/2018
Occupational Pilot:
Last Flight Review or Equivalent: 05/26/2017
Flight Time:   (Estimated) 2866 hours (Total, all aircraft), 83 hours (Total, this make and model), 2725 hours (Pilot In Command, all aircraft) 

Pilot-Rated Passenger Information

Certificate: Private
Age: 55, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s):None 
Second Pilot Present: Yes
Instructor Rating(s):None 
Toxicology Performed: No
Medical Certification: BasicMed With Waivers/Limitations
Last FAA Medical Exam: 11/23/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 700 hours (Total, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N8132X
Model/Series: PA28 161
Aircraft Category: Airplane
Year of Manufacture: 1979
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28-8016162
Landing Gear Type: Tricycle
Seats:4 
Date/Type of Last Inspection: 10/10/2018, 100 Hour
Certified Max Gross Wt.: 2326 lbs
Time Since Last Inspection: 32 Hours
Engines: 1 Reciprocating
Airframe Total Time: 3198 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C91  installed, not activated
Engine Model/Series: O-320-D3G
Registered Owner: On file
Rated Power: 161 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: BDL, 195 ft msl
Distance from Accident Site: 4 Nautical Miles
Observation Time: 1651 EDT
Direction from Accident Site: 90°
Lowest Cloud Condition:
Visibility:   10 Miles
Lowest Ceiling: Broken / 3500 ft agl
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 210°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.75 inches Hg
Temperature/Dew Point: 10°C / 4°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Windsor Locks, CT (BDL)
Type of Flight Plan Filed: None
Destination: Simsbury, CT (4B9)
Type of Clearance: VFR Flight Following
Departure Time: 1635 EDT
Type of Airspace: Class G

Airport Information

Airport: Simsbury Airport (4B9)
Runway Surface Type: Asphalt
Airport Elevation: 195 ft
Runway Surface Condition: Dry
Runway Used: 21
IFR Approach: None
Runway Length/Width: 2205 ft / 50 ft
VFR Approach/Landing: Full Stop; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor, 1 None
Latitude, Longitude:  41.916111, -72.776944 (est)

Loss of Control in Flight: Beech V35 Bonanza, N5624S; accident occurred October 28, 2018 at Murfreesboro Municipal Airport (KMBT), Rutherford County, Tennessee



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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Nashville, Tennessee

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


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

https://registry.faa.gov/N5624S



Location: Murfreesboro, TN
Accident Number: ERA19LA028
Date & Time: 10/28/2018, 1210 CDT
Registration: N5624S
Aircraft: Beech V35
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal

On October 28, 2018, about 1210 central daylight time, a Beech V35, N5624S, was substantially damaged when it impacted trees while maneuvering at low altitude near Murfreesboro Municipal Airport (MBT), Murfreesboro, Tennessee. The private pilot was seriously injured. The airplane was privately owned and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed and no flight plan was filed for the personal flight that originated from Gatlinburg-Pigeon Forge Airport (GKT), Sevierville, Tennessee, about 1000.

The pilot reported that he attempted to extend the landing gear while in the airport traffic pattern at MBT. He then noticed that the green cockpit indicator was not illuminated and manually extended the landing gear. The pilot subsequently requested that personnel on the ground confirm that the landing gear was extended and he performed a low pass over runway 18. The pilot was told that the landing gear were not extended, so he attempted a go-around, but was "sucked down" into trees by a very strong wind. Other than a possible electrical issue, the pilot reported that there were no other preimpact mechanical malfunctions with the airframe or engine.

A witness stated that he and a friend were in the MBT airport terminal building when they heard the pilot announce on the common traffic advisory frequency that his airplane was having "amperage" issues and he might be performing a landing with no radios. The pilot then asked if the witness could visually confirm that the landing gear was extended. The witness agreed and went to a taxiway with a handheld radio while the pilot performed a low pass over runway 18. The witness reported to the pilot that the landing gear was only partially extended. The airplane then proceeded beyond the departure end of the runway, losing altitude, looked like it stalled and descended into trees.

Examination of the wreckage by a Federal Aviation Administration inspector revealed damage to both wings and the fuselage. The inspector noted that the alternator switch was in the off position.

The recorded weather at MBT, at 1215, included wind from 210° at 14 knots, gusting to 19 knots, and a clear sky.



Pilot Information

Certificate: Private
Age: 79, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 12/07/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 11/01/2017
Flight Time:  2208 hours (Total, all aircraft), ____ hours (Total, this make and model), 7 hours (Last 90 days, all aircraft), 6 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)



Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N5624S
Model/Series: V35 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1966
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: D-8168
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 10/27/2018, Annual
Certified Max Gross Wt.: 3400 lbs
Time Since Last Inspection: 2 Hours
Engines: 1 Reciprocating
Airframe Total Time: 4603 Hours as of last inspection
Engine Manufacturer: Continental
ELT: C91  installed, activated, did not aid in locating accident
Engine Model/Series: IO-520
Registered Owner: Kin-Air Inc
Rated Power: 285 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: MBT, 614 ft msl
Distance from Accident Site: 5 Nautical Miles
Observation Time: 1215 CDT
Direction from Accident Site: 360°
Lowest Cloud Condition: Clear
Visibility:  9 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 14 knots / 19 knots
Turbulence Type Forecast/Actual: None / None
Wind Direction: 210°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.92 inches Hg
Temperature/Dew Point: 21°C / 13°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Sevierville, TN (GKT)
Type of Flight Plan Filed: None
Destination: Murfreesboro, TN (MBT)
Type of Clearance: None
Departure Time: 1000 CDT
Type of Airspace:

Airport Information

Airport: Murfreesboro Municipal Airport (MBT)
Runway Surface Type: Asphalt
Airport Elevation: 614 ft
Runway Surface Condition: Dry
Runway Used: 18
IFR Approach: None
Runway Length/Width: 4753 ft / 100 ft
VFR Approach/Landing: None

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:  35.878611, -86.377500 (est)

Diamond DA40 Diamond Star, N537MA: Accident occurred October 27, 2018 at Marana Regional Airport (KAVQ), Pima County, Arizona

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona

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


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


https://registry.faa.gov/N537MA

Location: Marana, AZ

Accident Number: GAA19CA038
Date & Time: 10/27/2018, 1440 MST
Registration: N537MA
Aircraft: Diamond DA 40
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under:  Part 91: General Aviation - Instructional 

The solo student pilot reported that, while en route to the non-towered airport, she obtained local weather and reported on the common traffic advisory frequency that she would be entering the downwind for runway 30. Another pilot in the traffic pattern reported that they were using runway 12, so the student performed a 180° turn to enter the downwind for runway 12. She added that during the landing roll, she applied brakes and attempted to turn right off the runway, but her "speed was still high." She realized she would not be able to make the turn, so she attempted to turn left back onto the runway. The airplane skidded off the runway to the right and impacted a taxiway sign.

The airplane sustained substantial damage to the right wing.

The deputy safety officer of the flight school reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

The automated weather observation station located on the airport reported that, about 5 minutes before the accident, the wind was from 350° at 4 knots. The student pilot landed the airplane on runway 12.

Student Pilot Information

Certificate: Student
Age: 23, Female
Airplane Rating(s): None
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 2 Without Waivers/Limitations
Last FAA Medical Exam: 06/07/2018
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 87 hours (Total, all aircraft), 87 hours (Total, this make and model), 8 hours (Pilot In Command, all aircraft), 47 hours (Last 90 days, all aircraft), 17 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Diamond
Registration: N537MA
Model/Series: DA 40 Undesignated
Aircraft Category: Airplane
Year of Manufacture: 2005
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 40.463
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 10/09/2018, AAIP
Certified Max Gross Wt.: 2535 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 5905.9 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C91A installed, not activated
Engine Model/Series: IO-360-M1A
Registered Owner: K2 Aviation Llc
Rated Power: 180 hp
Operator: CAE Oxford Aviation Academy
Operating Certificate(s) Held: Pilot School (141)
Operator Does Business As: CAE Oxford Aviation Academy
Operator Designator Code: B4VS

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KMZJ, 1892 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 2135 UTC
Direction from Accident Site: 317°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 350°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30 inches Hg
Temperature/Dew Point: 31°C / 4°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Mesa, AZ (FFZ)
Type of Flight Plan Filed: VFR
Destination: Marana, AZ (AVQ)
Type of Clearance: VFR Flight Following
Departure Time: 1336 MST
Type of Airspace: Class G

Airport Information

Airport: MARANA RGNL (AVQ)
Runway Surface Type: Asphalt
Airport Elevation: 2031 ft
Runway Surface Condition: Dry
Runway Used: 12
IFR Approach: None
Runway Length/Width: 6901 ft / 100 ft
VFR Approach/Landing: Full Stop

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:  32.412778, -111.220833 (est)

Loss of Engine Power (Total): Cessna 172G Skyhawk, N3973L; accident occurred October 27, 2018 in Houston, Texas

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Houston, Texas
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


https://registry.faa.gov/N3973L

Location: Houston, TX
Accident Number: CEN19LA015
Date & Time: 10/27/2018, 0915 CDT
Registration: N3973L
Aircraft: CESSNA 172
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 3 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 27, 2018, about 0915 central daylight time, a Cessna 172 G airplane, N3973L, impacted a creek near Houston, Texas, during a forced landing following a loss of engine power. The commercial pilot and two passengers were uninjured. The airplane sustained substantial wing damage during the forced landing. The airplane was registered to IFR Flyers LLC and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed in the area about the time of the accident, and the flight was not operated on a flight plan. The local flight originated from the West Houston Airport (IWS), near Houston, Texas.

According to the pilot's accident report, the purpose of the flight was an orientation flight for two Young Eagles passengers. After departing from runway 15, the pilot followed interstate highway 10 to highway 99, and then flew north about 5 miles. He then flew east and entered a final for runway 15. On short final the pilot added power, but the engine did not respond. He checked the fuel valve, mixture, and engaged the starter with no engine response. He stated, "I saw the aircraft was headed directly to the concrete revetment on the south bank of Bear Creek. I banked the aircraft left, striking the water nose down and with a left bank."

A representative of the recovery company forwarded pictures of the airplane during recovery. The fuel selector was positioned on the both position and the throttle, mixture, and carburetor heat controls were in their forward positions.

A National Transportation Safety Board investigator and a technical representative from the engine manufacturer examined the wreckage at a salvage yard. The airplane was at the salvage yard for several weeks before the examination.

The engine oil dip stick was removed, and water flowed from the dip stick tube. A visual inspection of the motor was conducted, other than evidence of water submersion, no obvious abnormalities were noted. The engine was not free to rotate. However, after removing water from the cylinders, the engine rotated freely. The sound of the magneto impulse couplings were noted. The engine oil was drained from the sump and appeared to be a mixture of oil and water. The removed sparkplugs appeared wet from water. A thumb compression test was completed on each cylinder; suction and compression were present on each cylinder. Each cylinder was inspected via borescope and no preimpact abnormalities were observed. Both left and right magnetos, and the carburetor were removed from the engine. The magnetos were rotated by an impact driver; spark was observed on each terminal, for both magnetos. The carburetor finger screen was not contaminated. The carburetor bowl contained a dirty-brown liquid and when tested with water-detecting pasted; tested positive for water. A small amount of liquid, consistent with aviation fuel, was present in the accelerator pump section of the carburetor.

No preimpact mechanical anomalies were found during the engine examination.

At 0915, the recorded weather at the Houston Executive Airport, near Houston, Texas, was: Wind calm; visibility 10 statute miles; sky condition clear; temperature 18° C; dew point 16° C; altimeter 30.10 inches of mercury.

At 0853, the recorded weather at the David Wayne Hooks Memorial Airport, near Houston, Texas, was: Wind calm; visibility 9 statute miles; sky condition clear; temperature 15° C; dew point 15° C; altimeter 30.08 inches of mercury.

At 0853, the recorded weather at the Sugar Land Regional Airport, near Houston, Texas, was: Wind calm; visibility 10 statute miles; sky condition clear; temperature 16° C; dew point 14° C; altimeter 30.08 inches of mercury.

The recorded local temperature and dew point data near the time of the engine power loss was plotted on a carburetor icing chart. The charted data showed that the weather in the area was conducive to serious icing at any power to moderate icing at cruise power/serious icing at descent power.

The Pilot's Handbook of Aeronautical Knowledge, in part, states:

When conditions are conducive to carburetor icing during flight, periodic checks should be made to detect its presence. If detected, full carburetor heat should be applied immediately, and it should be left in the ON position until you are certain that all the ice has been removed. If ice is present, applying partial heat or leaving heat on for an insufficient time might aggravate the situation. In extreme cases of carburetor icing, even after the ice has been removed, full carburetor heat should be used to prevent further ice formation. A carburetor temperature gauge, if installed, is very useful in determining when to use carburetor heat.

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 83, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: 3-point
Instrument Rating(s): Airplane; Helicopter
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 01/18/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 01/29/2017
Flight Time:   6300 hours (Total, all aircraft), 1500 hours (Total, this make and model), 5500 hours (Pilot In Command, all aircraft), 17 hours (Last 90 days, all aircraft), 2 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N3973L
Model/Series: 172 G
Aircraft Category: Airplane
Year of Manufacture: 1966
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 17254142
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 07/20/2018, Annual
Certified Max Gross Wt.: 2300 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3006.8 Hours as of last inspection
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: O-300-D
Registered Owner: IFR Flyers LLC
Rated Power: 150 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: KTME, 168 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 0915 CDT
Direction from Accident Site: 263°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: /
Wind Direction:
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.1 inches Hg
Temperature/Dew Point: 18°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Houston, TX (IWS)
Type of Flight Plan Filed: None
Destination: Houston, TX (IWS)
Type of Clearance: None
Departure Time:  CDT
Type of Airspace:

Airport Information


Airport: WEST HOUSTON (IWS)
Runway Surface Type: Asphalt
Airport Elevation: 111 ft
Runway Surface Condition: Unknown
Runway Used: 15
IFR Approach: None
Runway Length/Width: 3953 ft / 75 ft
VFR Approach/Landing: Forced Landing 

Wreckage and Impact Information


Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 2 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 None
Latitude, Longitude:  29.823611, -95.675556 (est)

Runway Incursion Vehicle / Aircraft / Person: Piper PA-16 Clipper, N49WV, accident occurred October 07, 2018 at Herron Airport (7G1), New Cumberland, Hancock County, West Virginia

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Charleston, West Virginia

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


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


https://registry.faa.gov/N49WV


Location: Manchester, WV
Accident Number: GAA19CA018
Date & Time: 10/07/2018, 1411 EDT
Registration: N49WV
Aircraft: Piper PA 16
Aircraft Damage: Substantial
Defining Event: Runway incursion veh/AC/person
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

The pilot of the tailwheel equipped airplane reported that, while on final approach, he noticed a vehicle stopped short of the runway, on a road that intersects the runway. After touchdown, while taxiing, about 40 feet from the intersection, the vehicle slowly drove on the runway and, to avoid the vehicle, the pilot veered the airplane left and the airplane exited the runway to the left on the adjacent field.

The airplane sustained substantial damage to the left wing and firewall.

The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

The pilot added that he assumed that the driver had visual of the landing airplane. 

Pilot Information

Certificate: Private
Age: 58, Male
Airplane Rating(s): Single-engine Land; Single-engine Sea
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 03/28/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 03/11/2018
Flight Time:  (Estimated) 201 hours (Total, all aircraft), 33 hours (Total, this make and model), 201 hours (Pilot In Command, all aircraft), 46 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N49WV
Model/Series: PA 16 No Series
Aircraft Category: Airplane
Year of Manufacture: 1949
Amateur Built: No
Airworthiness Certificate: Normal; Utility
Serial Number: 16-723
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 12/06/2017, Annual
Certified Max Gross Wt.: 1650 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 4741 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C91  installed, not activated
Engine Model/Series: O-290-C2A
Registered Owner: On file
Rated Power: 150 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Day
Observation Facility, Elevation: KPIT, 1203 ft msl
Distance from Accident Site:  15 Nautical Miles
Observation Time: 1751 UTC
Direction from Accident Site: 101°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 3200 ft agl
Visibility (RVR): 
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 220°
Turbulence Severity Forecast/Actual:N/A / N/A 
Altimeter Setting: 30.21 inches Hg
Temperature/Dew Point: 28°C / 20°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Manchester, WV (7G1)
Type of Flight Plan Filed: None
Destination: Manchester, WV (7G1)
Type of Clearance: None
Departure Time:  EDT
Type of Airspace: Class G

Airport Information

Airport: Herron (7G1)
Runway Surface Type: Asphalt
Airport Elevation: 1226 ft
Runway Surface Condition: Dry
Runway Used: 22
IFR Approach: None
Runway Length/Width: 2030 ft / 20 ft
VFR Approach/Landing: Full Stop; Straight-in; Traffic Pattern 

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: 40.533056, -80.541111 (est)

Loss of Control in Flight: Enstrom F-28C, N5691Y; accident occurred October 07, 2018 in Bridgeville, Sussex County, Delaware

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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Philadelphia, Pennsylvania

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


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


https://registry.faa.gov/N5691Y




Location: Bridgeville, DE
Accident Number: ERA19TA005
Date & Time: 10/07/2018, 1340 EDT
Registration: N5691Y
Aircraft: Enstrom F28
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 4 None
Flight Conducted Under: Part 91: General Aviation - Aerial Observation - Sightseeing 

On October 7, 2018, at 1340 eastern daylight time, an Enstrom F-28C helicopter, N5691Y, was substantially damaged when it impacted terrain shortly after takeoff from a field in Bridgeville, Delaware. The commercial pilot and three passengers were not injured. The helicopter was operated by J&J Shop HeliAir LLC as a local sightseeing flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight.

According to the pilot, during takeoff with power lines and farm equipment nearby, he increased the throttle to the maximum engine and rotor rpm, and began a climbing left turn, where he subsequently noticed a "slight decaying of rotor rpm." While headed toward the power lines, he "slightly" reduced the collective, while increasing the throttle, in effort to increase rotor rpm, but his corrections did not increase the rotor rpm. Nearing the power lines, he reported that he "pulled collective" which "further degraded" the low rotor rpm state, as the helicopter cleared the power lines. After clearing the power lines, the helicopter was about 50 to 75 ft above ground level, and the engine and rotor rpms were "well below minimums." With the helicopter sinking, the pilot pulled "full collective" just prior to impact with terrain, and the helicopter touched down hard.

The pilot reported that he had previously flown 12 flights with passengers prior to the accident flight and did not notice any abnormalities with the helicopter, nor was he aware of any "mechanical issues" with the helicopter during the accident flight.

According to a Federal Aviation Administration (FAA) inspector who examined the helicopter at the accident site, it impacted terrain about 1,000 ft northeast of the departure point in an upright configuration. The tail boom had separated from the fuselage, which resulted in substantial damage to the tail rotor drive shaft, tail boom, and tail rotors. Control continuity was established for the throttle, cyclic, and collective controls. A subsequent engine examination and test run did not reveal evidence of any preimpact mechanical malfunctions or failures that would have precluded normal operation.

The operator held an FAA Letter of Authorization to conduct commercial air tour operations under Title 14 CFR Part 91.147. The operator reported that their policy was to conduct flights with a maximum of two passengers, however, the accident flight commenced with three passengers. Following the accident, the operator reiterated to all company pilots and staff that flights cannot have more than two passengers.

According to FAA airman records, the pilot held a commercial pilot certificate with ratings for helicopter and instrument helicopter. His most recent second-class medical certificate was issued in September 2018. He reported a total of 1,864 flight hours, 74 hours of which were in the accident helicopter make and model.

According to FAA airworthiness records, the helicopter was powered by a Lycoming HIO-360-E1AD, 205-horsepower engine, and had 3 seats. The most recent annual inspection was completed in August 2018.

At 1332, the weather conditions reported at Dover Air Force Base, Dover, Delaware, about 25 miles from the accident site, included wind from 240° at 6 knots, visibility 10 statute miles, scattered clouds at 2,400 ft above ground, temperature 28°C, and dew point 22°C.

The pilot's operating handbook stated in part:

MAXIMUM POWER TAKEOFF FROM CONFINED AREAS

Conditions may occur in which the helicopter must be operated from confined areas in which take-off distances (from hover to best rate of climb speed) are not sufficient to clear obstacles that may be in the flight path (trees, buildings, wires, etc.). In order to clear such obstacles safely, the climb portion of the take-off must utilize the best angle of climb airspeed (30 MPH safe side of height velocity curve). This angle of climb will substantially shorten the distance required to clear obstacles. To accomplish this type of take-off, hover helicopter at 3 to 5 feet altitude and 2900 RPM. Apply forward cyclic smoothly. As the helicopter begins to accelerate forward, apply collective and throttle until 36.5 inches of manifold pressure is obtained at 2900 engine RPM. Do not increase collective beyond this point (over pitching) as this will cause engine and rotor RPM to decrease. Maintain 3 to 5 feet altitude by use of cyclic control. As translational speed is reached (15-20 MPH) apply aft cyclic to seek climb angle that will maintain 30-35 MPH (refer to height ~ velocity diagram in flight manual). After clearing all obstacles at this airspeed, apply forward cyclic and readjust collective and throttle as desired for further flight.



Pilot Information

Certificate: Commercial
Age: 62, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): Helicopter
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 09/20/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 08/14/2018
Flight Time:   1864 hours (Total, all aircraft), 74 hours (Total, this make and model), 939 hours (Pilot In Command, all aircraft), 44 hours (Last 90 days, all aircraft), 27 hours (Last 30 days, all aircraft), 5 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Enstrom
Registration: N5691Y
Model/Series: F28 C
Aircraft Category: Helicopter
Year of Manufacture: 1979
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 479-2
Landing Gear Type: Skid
Seats: 3
Date/Type of Last Inspection: 08/14/2018, Annual
Certified Max Gross Wt.: 2350 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 5462.8 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: Not installed
Engine Model/Series: HIO-360-E1AD
Registered Owner: J&J Shop Heliair LLC.
Rated Power: 205 hp
Operator: J&J Shop Heliair LLC.
Operating Certificate(s) Held: Certificate of Authorization or Waiver (COA)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KDOV, 28 ft msl
Distance from Accident Site: 25 Nautical Miles
Observation Time: 1332 EDT
Direction from Accident Site: 10°
Lowest Cloud Condition: Scattered / 2400 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 240°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.19 inches Hg
Temperature/Dew Point: 28°C / 22°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Bridgeville, DE
Type of Flight Plan Filed: None 
Destination: Bridgeville, DE
Type of Clearance: None
Departure Time: 1337 EDT
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 3 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 4 None
Latitude, Longitude: 38.715278, -75.570556