The National Transportation Safety Board traveled to the scene of this accident.
Additional Participating Entities: Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona Lycoming Engines; Williamsport, Pennsylvania Textron Aviation; Wichita, Kansas Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Location: Perkinsville, AZ Accident Number: WPR17FA213 Date & Time: 09/22/2017, 1635 MST Registration: N7070Q Aircraft: CESSNA 172L Aircraft Damage: Destroyed Defining Event: Turbulence encounter Injuries: 2 Fatal Flight Conducted Under: Part 91: General Aviation - Personal On September 22, 2017, about 1635 mountain standard time, a Cessna 172L, N7070Q, collided with mountainous terrain near Perkinsville, Arizona. The private pilot and passenger sustained fatal injuries, and the airplane was destroyed by postimpact fire. The airplane was registered to Peach Flyers LLC and was operated by the pilot as a Title 14 Code of Federal Regulations (CFR) Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the flight, which departed Ernest A. Love Field Airport (PRC), Prescott, Arizona, at 1621 with an unknown destination. The pilot told family members that he was planning to fly with his friend, who was the passenger, and stay in the traffic pattern at PRC performing touch-and-go takeoffs and landings. The Federal Aviation Administration (FAA) provided data from an airport surveillance radar sensor located in Seligman, Arizona (about 57 miles northwest of PRC), and audio recordings from the PRC air traffic control tower. The data revealed that, on the day of the accident, after contacting ground controllers, the pilot switched to the tower frequency and requested a departure to the northeast. The clearance was granted, and after taking off from runway 21R, a radar target with a transponder beacon code of 1200 entered the right downwind leg of the airport traffic pattern and departed to the northeast. Over the next 2 1/2 minutes, the target climbed to a transponder-reported altitude of 7,175 ft mean sea level (msl), about 2,100 ft above field elevation, where it leveled off 2.75 miles northeast of the airport. For the next 8 minutes, the target began a gradual descent while maintaining the northeast track and a ground speed about 110 knots (See Figure 1). The last target was recorded at 1632:47 traveling at a ground speed of 95 knots just west of the entrance to the Verde River Canyon at an altitude of 4,550 ft msl (750 ft above the river). Beyond the canyon entrance, the Verde River followed a meandering path to the southeast, eventually reaching the town of Cottonwood, Arizona, 15 miles away. No radar data were available to indicate that the airplane ever emerged from the end of the canyon, nor was there any evidence that the airplane reached Cottonwood. The following morning, the pilot's family and friends became concerned when they had not heard from him since the previous night. They alerted the local sheriff's department, and at 1108, the FAA issued an Alert Notice. The sheriff's department initiated a helicopter search using radar data and network-based cell phone signal analysis, and the wreckage was discovered about 1300 within the Verde River Canyon, 1.8 miles east-southeast of the last recorded radar target and 19 miles northeast of PRC (see Figure 2).
Figure 1 - Radar track and accident site
Figure 2 – Last radar target and wreckage site
PERSONNEL INFORMATION The 19-year-old pilot held a private pilot certificate with an airplane single-engine land rating, issued February 25, 2017. No personal flight records were located; they were presumed to have been destroyed by the postimpact fire. According to his flight instructor, the pilot began flying in 2016, and had accrued about 120 hours total flight experience, including about 60 hours as pilot-in-command. The majority of his flight time was accrued in the accident airplane. The instructor last flew with the pilot 2 days before the accident for about 1.5 hours, providing training in preparation for the pilot's instrument rating. He stated that the pilot was one of the most conscientious and conservative students he had ever flown with, rating his skill level and competency in the top 20% of students he had worked with. The instructor was familiar with the Verde River Canyon and had flown through it with the accident pilot on one previous occasion. The reason for that flight was to teach the pilot the importance of maintaining coordinated flight with the correct use of the rudder pedals. They flew a Cessna 140 and entered the canyon near Cottonwood then flew the canyon from east to west. They flew just below the rim of the canyon walls, maintaining 500 ft separation from obstacles. About halfway through the passage, the river curve became too narrow and the canyon walls too tight to safely make a turn, so they climbed out of the canyon and over a ridge. The instructor stated that he flew the canyon after the accident and noticed that the wreckage was located at the outer radius of the river bend, in exactly the area they had avoided. The passenger was a high school friend of the pilot. They had both flown together in the accident airplane before, but the passenger was not a pilot. There was no evidence to suggest the pilot had flown the canyon with anyone other than his instructor. Pilot Information Certificate: Private Age: 19, 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: No Instructor Rating(s): None Toxicology Performed: Yes Medical Certification: Class 2 Without Waivers/Limitations Last FAA Medical Exam: 04/14/2014 Occupational Pilot: No Last Flight Review or Equivalent: 02/25/2017 Flight Time: (Estimated) 120 hours (Total, all aircraft), 100 hours (Total, this make and model)
Jeremiah Linnertz (left) and Spencer Kihlstrom during an earlier flight. The two died on September 22, 2017 after the plane they were flying in crashed east of Paulden.
Aircraft and Owner/Operator Information Aircraft Make: CESSNA Registration: N7070Q Model/Series: 172L Aircraft Category: Airplane Year of Manufacture: 1972 Amateur Built: No Airworthiness Certificate: Normal; Utility Serial Number: 17260370 Landing Gear Type: Tricycle Seats: 4 Date/Type of Last Inspection: 06/27/2017, Annual Certified Max Gross Wt.: 2400 lbs Time Since Last Inspection: 30 Hours Engines: 1 Reciprocating Airframe Total Time: 4064.7 Hours as of last inspection Engine Manufacturer: LYCOMING ELT: C91A installed, activated, did not aid in locating accident Engine Model/Series: O-360-A4M Registered Owner: PEACH FLYERS LLC Rated Power: 180 hp Operator: On file Operating Certificate(s) Held: None The airplane was manufactured in 1972 and was originally equipped with a 150-horsepower Lycoming O-320 engine. It was upgraded to a 180-horsepower Lycoming O-360 engine in 2005 in accordance with supplemental type certificate (STC) SA4428SW. The upgrade provided for an increase in maximum gross weight from 2,300 to 2,500 lbs, along with associated changes in flight performance and fuel consumption. The airplane's fuel capacity was 42 gallons, and its fuel consumption varied between 6.1 and 10.3 gallons per hour depending on the airplane's weight, engine power setting, and environmental conditions. The airplane's weight and balance information was not located; however, the airplane owner's manual (AOM) indicated a typical basic empty weight of 1,364 lbs. The airplane was owned by a limited liability corporation of which the pilot had been a member for about 1 year. The pilot was the predominant operator of the airplane during that period. The airplane was kept in a hangar. The last fueling records located indicated that the airplane was serviced to capacity with the addition of 25 gallons of 100 low-lead aviation gasoline at Cottonwood Airport (P52) on September 8, 2017. The pilot who flew the airplane and serviced it with fuel stated that the airplane flew well that day and that there were no maintenance discrepancies. He further stated that fuel was typically purchased in Cottonwood, where the fuel prices were lower, before returning to PRC. The accident pilot was the only pilot to fly the airplane since fueling, during the 1.5-hour instrument training flight that took place on September 20. Meteorological Information and Flight Plan Conditions at Accident Site: Visual Conditions Condition of Light: Day Observation Facility, Elevation: KPRC, 5052 ft msl Distance from Accident Site: 20 Nautical Miles Observation Time: 2353 UTC Direction from Accident Site: 223° Lowest Cloud Condition: Clear Visibility: 10 Miles Lowest Ceiling: None Visibility (RVR): Wind Speed/Gusts: 15 knots / 22 knots Turbulence Type Forecast/Actual: Wind Direction: 200° Turbulence Severity Forecast/Actual: Altimeter Setting: 29.86 inches Hg Temperature/Dew Point: 19°C / -9°C Precipitation and Obscuration: No Obscuration; No Precipitation Departure Point: PRESCOTT, AZ (PRC) Type of Flight Plan Filed: None Destination: Type of Clearance: None Departure Time: 1621 MST Type of Airspace: Class G Surface Observations PRC (elevation 5,045 ft msl) was equipped with an Automated Surface Observation System (ASOS) augmented by the local tower controllers. The observation issued at 1653 indicated wind from 200° at 15 knots gusting to 22 knots, 10 miles visibility, clear sky below 12,000 ft, temperature 19°C, dew point -9° C, altimeter setting of 29.86 inches of mercury (Hg). Gusting wind conditions existed throughout the hottest parts of the afternoon, generally from 180° to 200°, sustained at 12 to 17 knots with gusts to 27 knots. Similar conditions existed at Sedona Airport (SEZ), 18 miles east of the accident site at an elevation of 4,830 ft msl. The automated weather observation at 1635 indicated wind from 210° at 16 knots gusting to 24 knots, 10 miles visibility or greater, clear skies below 12,000 ft, temperature 21°C, dew point 3°C, altimeter 29.84 inches of Hg. Sounding A High-Resolution Rapid Refresh (HRRR) numerical model was obtained from archived data from the National Oceanic and Atmospheric Administration Air Resource Laboratory database for the approximate location of the accident at 1700. The HRRR model depicted a surface temperature of 23.2°C, a dew point of -3.9°C, relative humidity 16%, density altitude of 6,255 ft, and a surface wind from 210° at 11 knots. The sounding supported strong thermals from the surface to 9,000 ft. The wind profile indicated south-southwesterly winds from 10 to 20 knots through 10,000 ft. Calculated conditions at the airplane's last radar-observed altitude of 4,550 ft included wind from 210° at 14 knots, a temperature of 21°C, and density altitude near 6,343 ft. The National Weather Service Flagstaff 1700 sounding, which was launched 28 miles northeast of the accident location, showed similar temperature structures, but with a temperature inversion at 6,240 ft above ground level (agl) and strong thermals from the surface to this level. The wind profile showed wind at the surface from 190° at 10 knots gusting to 26 knots, with wind speeds through to 1,000 ft increasing to 24 knots. The observed sounding indicated a moderate potential for low-level wind shear and a moderate and greater potential for turbulence below 1,000 ft agl. Pilot Reports and Local Observations There were no significant pilot reports (PIREPs) of turbulence below 8,000 ft surrounding the period of the accident. A flight instructor operating in the immediate vicinity of the accident at the time of the accident provided a statement of the conditions that he encountered. He reported south-southwesterly winds near 25 knots, with light turbulence through 9,000 ft. He stated that he did not encounter any significant weather, and indicated that it was an ordinary windy day for the area. Weather Research and Forecasting Model Simulation A Weather Research and Forecasting (WRF) numerical model was run to simulate the weather conditions during the period from 1600 through 1700 with regard to wind, vertical motion, and the Richardson number (Ri) for turbulence determination surrounding the time of the accident. The results of the model supported moderate turbulence over the area, with wind speeds of 18 to 20 knots at the accident site about 1630, with vertical velocities ranging between 300 fpm down to 500 fpm up. Wreckage and Impact Information Crew Injuries: 1 Fatal Aircraft Damage: Destroyed Passenger Injuries: 1 Fatal Aircraft Fire: On-Ground Ground Injuries: N/A Aircraft Explosion: None Total Injuries: 2 Fatal Latitude, Longitude: 34.884167, -112.156389 The airplane came to rest at an elevation of 4,290 ft msl on 45° sloping walls at a river turn on the north cut bank of the canyon (See Figures 3, 4). The airplane was located about 200 ft below the canyon rim and 500 ft above the river. The area was strewn with sandstone slabs, rocks, and boulders up to 8 ft in size.
Figure 3 – View of the wreckage site (circled) toward the northwest
Figure 4 – Wreckage site
The airplane cabin and wings came to rest inverted on a heading of about 030° true. The aft fuselage and empennage had rotated 90° to the airplane's right, and the outboard right wing had folded underneath itself about midspan. Fire had consumed the main cabin and most of the right wing inboard of the aileron. The empennage and the left wing outboard of the pitot tube remained largely undamaged. The engine and firewall came to rest wedged between a set of boulders on the upsloping side of the wreckage (See Figure 5).
Figure 5 – Wreckage site viewed downhill toward turn in river
The wreckage was tightly contained within the immediate vicinity of the accident site, there was no damage to any of the surrounding terrain, and all control surfaces were accounted for. An examination of the engine and airframe was performed following recovery from the accident site. A complete report is contained in the public docket; the following is a summary of findings. Fuselage The fuselage from the firewall to the baggage door frame was consumed by fire. Remnants included the main landing gear, which was still attached to the lower box assembly. The left door had detached from the airframe and the right door was consumed by fire with only the window frame remaining. The forward seats, with the exception of the steel seat adjustment components, were consumed by fire. Both the left and right front seat lap buckles were found in the latched configuration and the belts were consumed by fire. Tail The empennage remained attached to the aft fuselage. The left side of the aft fuselage was largely undamaged, and the right side sustained thermal damage along its entire length. The elevator remained attached to the horizontal stabilizer by its hinges; the elevator trim tab was in place and its control rod had extended 1.25 inches out of the actuator, consistent with a 5° trim tab-down (elevator up) position. Left Wing The left wing was intact except for thermal damage to the inboard leading edge at the fuel tank. The flap remained attached at its rails and the aileron remained attached by its hinges. The stall warning horn at the wing root was consumed by fire. Right Wing The inboard section of the wing was consumed by fire, with only remnants of the fuel tank, flap actuator assembly, outboard flap and rail, and wing spar remaining. The wing sustained accordion-like crush damage to the underside, outboard of the lift strut attach point. The flap actuator jack screw exhibited an extension of about 1/8 inch, consistent with fully-retracted flaps. Engine The engine remained attached to its mount, which was still attached to the crushed firewall. The engine sustained thermal damage, consuming the right magneto, the spark plug harness, oil sump, alternator, and the right side of the accessory case. The carburetor sustained extensive thermal damage, melting the float and destroying all gaskets. The fuel inlet line fitting was in place, and the inlet screen was free of obstructions. Visual inspection of the combustion chambers was accomplished through the spark plug bores utilizing a borescope; there was no evidence of foreign object ingestion or valve damage and all combustion surfaces were coated in grey deposits. The crankcase did not exhibit any breaches indicative of internal catastrophic failure. Drive train continuity was established and the camshaft and magneto drive idler gears were intact. The camshaft lobes and corresponding tappet contact areas appeared undamaged. The propeller remained attached at the crankshaft flange. The tip of one blade had melted away about 24 inches from the root; the remaining section of the blade exhibited one-inch-deep leading-edge gouges midspan. The second blade was bent about 15° aft midspan, and its tip separated about 28 inches from the root. Medical And Pathological Information According to the autopsy performed by the Yavapai County Office of the Medical Examiner, Prescott Valley, Arizona, the cause of death for both the pilot and passenger was thermal injury with smoke and soot inhalation, along with multiple blunt force trauma. Toxicology testing of both occupants was performed by the FAA Forensic Sciences Laboratory. Testing was negative for carbon monoxide and all screened drug substances and ingested alcohol. Refer to the toxicology report included in the public docket for specific test parameters and results. Tests And Research Airplane Performance The approximate radius of the bend in the river at the base of the canyon was 300 ft. The radius of the river canyon at the elevation of the wreckage was about 1,050 ft, and the radius at the canyon rim was 1,400 ft. Airplane turning performance from Aerodynamics for Naval Aviators (NAVWEPS 00-80T-80), Figure 2.29, General Turning Performance (Constant Altitude, Steady Turn) indicated that an airplane with a true airspeed of 79 mph would have to bank 61° in order to fly a turn with a radius of 300 ft. At the same airspeed, an airplane would have to bank 27° in order to fly a turn with a radius of 1,050 ft. The supplemental flight manual provided with the upgraded engine STC indicated that, at a gross weight of 2,500 lbs, with flaps up, the stall speed was 59 mph (calibrated airspeed). At bank angles of 20°, 40°, and 60°, the stall speed increased to 62, 68, and 84 mph, respectively. The AOM provided maximum rate-of-climb data indicating that, with the airplane at a gross weight of 2,000 lbs, zero flaps, full throttle, and an indicated airspeed of 79 mph, the rate of climb at 5,000 ft and 20°C would be about 570 ft per minute. Additional Information The airplane was equipped with an ACK Technologies emergency locator transmitter (ELT), model E-01. It was manufactured in accordance with Technical Standard Order (TSO) C91a and transmitted on the 121.5 MHz and 243.0 MHz frequencies. Maintenance records revealed that the ELT was checked at the last annual inspection in accordance with 14 CFR 91.207d, and a label on the ELT indicated a battery expiration date of December 2022. The Air Force Rescue Coordination Center (AFRCC), which is responsible for coordinating inland search and rescue activities, receives ELT distress alerts via the Cospas-Sarsat program. The Cospas-Sarsat satellite system ceased processing signals from 121.5 MHz and 243.0 MHz ELTs in February 2009 and now only processes signals from 406 MHz ELTs built in accordance with TSO-C126a. The ELT was found at the accident site in the "armed" mode. It remained attached to its mount in the tail and was still connected to the antenna, which was undamaged and remained mounted on the top of the aft fuselage. Because the fuselage was inverted, the antenna was resting upside-down against the ground, with its view of the sky obscured. The pilot from the sheriff's department who located the airplane stated that, although he was performing grid searches just southwest of the accident site, the ELT signal did not aid in the discovery of the airplane, as he did not hear the signal until he was almost directly over the wreckage.
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 Lycoming Engines; Williamsport, Pennsylvania Aviation Accident Factual Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Location: Tahlequah, OK Accident Number: CEN17LA292 Date & Time: 07/30/2017, 1859 CDT Registration: N786MD Aircraft: PIPER PA 46 350P Aircraft Damage: Substantial Defining Event: Loss of engine power (total) Injuries: 4 Minor Flight Conducted Under: Part 91: General Aviation - Personal On July 30, 2017, about 1859 central daylight time, a Piper PA-46-350P, N786MD, sustained substantial damage during a forced landing to a field near the Tahlequah Municipal Airport (TQH), Tahlequah Oklahoma, after a complete loss of engine power. The pilot and three passengers received minor injuries. The airplane was owned by ALP Air LLC and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions existed near the accident site at the time of the flight, and a visual flight rules (VFR) flight plan had been filed. The flight departed from the Joplin Regional Airport (JLN), Joplin, Missouri, about 1800, and was en route to Addison Airport (ADS), Addison, Texas. The pilot reported he was receiving VFR flight following at 12,500 ft above mean sea level (msl) when the engine started to lose power. The pilot turned toward TQH since it was the nearest airport, and he flew about 6 to 8 nautical miles before the engine stopped producing power. Oil covered the windshield and smoke filled the cockpit, making it difficult to see out of the airplane. The pilot maintained communications with the Fort Worth Center as he glided toward TQH. Once over the airport, he made about 1 1/2 left circles as he prepared to land on the runway 35. However, the landing gear indicator lights indicated that the nose landing gear was not in the fully extended position during the landing approach. He attempted to manually lower the landing gear but without success. While attempting to lower the nose landing gear, he determined that there was insufficient altitude to make it to the runway, so he executed a forced landing to a field about 300 ft short of the runway. During the landing, the right wing struck a hay bale which separated the wing from the fuselage. The engine was sent to an engine overhaul facility for an engine teardown and examination. The examination revealed that there was a large hole in the engine case near the No. 2 cylinder. The examination of the pistons, piston connecting rods and bearings, and main bearings revealed heat distress signatures consistent with a lack of lubrication. The cylinder attachment flange of the No. 2 cylinder to the engine case exhibited fretting and a metal ridge buildup on the surface of the flange. All 8 through bolts, including 2 through bolts which were fractured, and 2 pieces of the No. 2 cylinder attachment flange with 2 fractured cylinder attachment studs, were sent to the National Transportation Safety Board's (NTSB) Material Laboratory for examination. The NTSB Materials Laboratory examination of the No. 2 cylinder attachment studs revealed that there were crack arrest lines and ratchet marks on the stud fracture surface, features consistent with fatigue. The fracture features in the fatigue regions had a relatively rough appearance consistent with relatively high cyclic stress. The examination of the fracture surfaces of the through bolts revealed that there were relatively smooth areas-oriented transverse to the bolt axis observed on one side of the thread consistent with fatigue fracture. The fatigue regions transitioned to rougher matte gray features with a shear lip opposite from the fatigue region, features consistent with overstress fracture across the majority of the cross section. The machined surfaces of the crank case pieces, including the cylinder attachment flange, the crank case split line, and the cam shaft bore surfaces, all had a gritty or frosted visual appearance. When viewed under an optical stereoscope, the surfaces were rough with generally semispherical pits or craters. Crater-like features were also observed on the cylinder flange stud threads. The thread of the through bolts were free of pit or crater-like features. The Lycoming Engines Overhaul Manual – Avco Lycoming Direct Drive Aircraft Engines, Revision 14, (July 2011), in the section relating to the cleaning of the crankcase, states the following: "When grit-blasting parts[,] do not use sand or any metallic abrasives. It is recommended instead that mildly abrasive organic substances such as rice, baked wheat, plastic pellets, or crushed walnut shells be used. All machined surfaces must, of course, be adequately masked…" The engine maintenance records indicated that the engine had been overhauled on June 5, 2009, and the logbook entry stated that the total engine time was 627.2 hours with 000.0 hours since major overhaul (SMOH). (The maintenance records did not indicate the reason why the engine was overhauled) The logbook entry indicated that the company who performed the engine overhaul had sent the crankcase to another company to be repaired. The company that repaired the crankcase indicated that the work order for the repair of the case halves was no longer available, but the receiving and shipping documents indicated that the billing was for inspection and dimension checks only, and that they had shipped the crankcase back to the customer in 2007. The facility indicated that it used glass bead media to grit blast engine cases. The engine maintenance records indicated that following maintenance was performed on July 1, 2016: "Removed all 6 cylinders. Installed 6 new Lycoming cylinder kit assemblies P/N 05K21262. Checked all ring gaps and valve clearances. Reassembled with all new gaskets and seals…" The engine total time was 1,452.2 hours with 825 hours SMOH. The engine failure occurred about 198 hours after the cylinders were replaced. Pilot Information Certificate: Private Age: 50, Male Airplane Rating(s): Single-engine Land Seat Occupied: Left Other Aircraft Rating(s): None Restraint Used: 3-point Instrument Rating(s): Airplane Second Pilot Present: No Instructor Rating(s): None Toxicology Performed:No Medical Certification: Class 3 Without Waivers/Limitations Last FAA Medical Exam: 08/10/2016 Occupational Pilot: No Last Flight Review or Equivalent: Flight Time: 559 hours (Total, all aircraft), 140 hours (Total, this make and model) Aircraft and Owner/Operator Information Aircraft Make: PIPER Registration: N786MD Model/Series: PA 46 350P Aircraft Category: Airplane Year of Manufacture: 1998 Amateur Built: No Airworthiness Certificate: Normal Serial Number: 4636156 Landing Gear Type: Retractable - Tricycle Seats: 6 Date/Type of Last Inspection: 07/01/2016, Annual Certified Max Gross Wt.: 4299 lbs Time Since Last Inspection: Engines: 1 Reciprocating Airframe Total Time: 4103 Hours as of last inspection Engine Manufacturer: LYCOMING ELT: C91A installed, activated, did not aid in locating accident Engine Model/Series: TI0-540-AE2A Registered Owner: ALP AIR LLC Rated Power: 350 hp Operator: On file Operating Certificate(s) Held: None Meteorological Information and Flight Plan Conditions at Accident Site: Visual Conditions Condition of Light: Dusk Observation Facility, Elevation: TQH, 874 ft msl Distance from Accident Site: 0 Nautical Miles Observation Time: 1855 CDT Direction from Accident Site: 0° Lowest Cloud Condition: Clear Visibility: 10 Miles Lowest Ceiling: None Visibility (RVR): Wind Speed/Gusts: 5 knots / Turbulence Type Forecast/Actual: Wind Direction: 50° Turbulence Severity Forecast/Actual: Altimeter Setting: 30.06 inches Hg Temperature/Dew Point: 30°C / 15°C Precipitation and Obscuration: No Precipitation Departure Point: Joplin, MO (JLN) Type of Flight Plan Filed: VFR Destination: Dallas, TX (ADS) Type of Clearance: VFR Flight Following Departure Time: 1800 CDT Type of Airspace: Airport Information Airport: Tahlequah Municipal Airport (TQH) Runway Surface Type: Asphalt Airport Elevation: 874 ft Runway Surface Condition: Dry Runway Used: 35 IFR Approach: None Runway Length/Width: 5001 ft / 75 ft VFR Approach/Landing: Forced Landing Wreckage and Impact Information Crew Injuries: 1 Minor Aircraft Damage: Substantial Passenger Injuries: 3 Minor Aircraft Fire: None Ground Injuries: N/A Aircraft Explosion: None Total Injuries: 4 Minor Latitude, Longitude: 35.930278, -95.004444 (est)
The National Transportation Safety Board did not travel to the scene of this accident. Additional Participating Entity: Federal Aviation Administration / Flight Standards District Office; Long Beach, California 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/N7535G Location: Santa Ana, CA Accident Number: WPR17LA167 Date & Time: 07/26/2017, 1945 PDT Registration: N7535G Aircraft: ROBINSON HELICOPTER COMPANY R44 II Aircraft Damage: Substantial Defining Event: Loss of control in flight Injuries: 1 None Flight Conducted Under: Part 91: General Aviation - Positioning On July 26, 2017, about 1945 Pacific daylight time, a Robinson Helicopter R44, N7535G, was substantially damaged following takeoff at John Wayne-Orange County Airport (SNA), Santa Ana, California. The commercial pilot was not injured. The helicopter was registered to and operated by RS Aviation Services as a Title 14 Code of Federal Regulations Part 91 flight. Visual meteorological conditions prevailed for the flight, which operated on a company flight plan. The flight originated from SNA with an intended destination of Bob Hope Airport (BUR), Burbank, California. The pilot reported that during takeoff, he experienced a sudden right roll which was uncorrectable with the cyclic input. Video that captured the accident sequence revealed that shortly after takeoff, the helicopter rolled to the right, and the right skid and main rotor blades struck the ground. The helicopter then spun 360° before it came to rest upright with the tailrotor assembly severed from the tailboom. Postaccident examination of the wreckage at the accident site by a Federal Aviation Administration inspector revealed that flight control continuity was established with no evidence of a preimpact mechanical malfunction or failure that would have precluded normal operation. The pilot reported no mechanical malfunctions or failures with the helicopter. Pilot Information Certificate: Flight Instructor; Commercial Age: 30, Male Airplane Rating(s): None Seat Occupied: Right Other Aircraft Rating(s): Helicopter Restraint Used: 3-point Instrument Rating(s): Helicopter Second Pilot Present: No Instructor Rating(s): Helicopter; Instrument Helicopter Toxicology Performed: No Medical Certification: Class 2 Without Waivers/Limitations Last FAA Medical Exam: 03/01/2017 Occupational Pilot: Yes Last Flight Review or Equivalent: 04/11/2017 Flight Time: (Estimated) 1298 hours (Total, all aircraft), 657 hours (Total, this make and model), 1231 hours (Pilot In Command, all aircraft), 148 hours (Last 90 days, all aircraft), 39 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft) Aircraft and Owner/Operator Information Aircraft Make: ROBINSON HELICOPTER COMPANY Registration: N7535G Model/Series: R44 II II Aircraft Category: Helicopter Year of Manufacture: 2006 Amateur Built: No Airworthiness Certificate: Normal Serial Number: 11181 Landing Gear Type: Skid; Seats: 4 Date/Type of Last Inspection: 07/11/2017, Annual Certified Max Gross Wt.: 2500 lbs Time Since Last Inspection: 38 Hours Engines: 1 Reciprocating Airframe Total Time: 1808.3 Hours Engine Manufacturer: LYCOMING ELT: C91A installed, not activated Engine Model/Series: IO-540-AE1A5 Registered Owner: RS AVIATION SERVICES Rated Power: 245 hp Operator: Orbic Air LLC Operating Certificate(s) Held: On-demand Air Taxi (135) Operator Does Business As: Operator Designator Code: 1OBA Meteorological Information and Flight Plan Conditions at Accident Site: Visual Conditions Condition of Light: Dusk Observation Facility, Elevation: SNA Distance from Accident Site: Observation Time: 0253 UTC Direction from Accident Site: Lowest Cloud Condition: Few / 1500 ft agl Visibility: 10 Miles Lowest Ceiling: Visibility (RVR): Wind Speed/Gusts: 6 knots / Turbulence Type Forecast/Actual: Wind Direction: 220° Turbulence Severity Forecast/Actual: Altimeter Setting: 29.95 inches Hg Temperature/Dew Point: 21°C / 18°C Precipitation and Obscuration: No Obscuration; No Precipitation Departure Point: Santa Ana, CA (SNA) Type of Flight Plan Filed: Company VFR Destination: Burbank, CA (BUR) Type of Clearance: VFR Departure Time: 1945 PDT Type of Airspace: Class C Airport Information Airport: JOHN WAYNE AIRPORT-ORANGE COUN (SNA) Runway Surface Type: Asphalt Airport Elevation: 56 ft Runway Surface Condition: Dry Runway Used: N/A IFR Approach: None Runway Length/Width: VFR Approach/Landing: None 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: 33.675556, -117.868333 (est)
The National Transportation Safety Board did not travel to the scene of this accident. Additional Participating Entity: Federal Aviation Administration / Flight Standards District Office; College Park, Georgia Aviation Accident Preliminary Report - National Transportation Safety Board: https://app.ntsb.gov/pdf Location: MONROE, GA Accident Number: ERA19LA221 Date & Time: 07/09/2019, 1730 EDT Registration: UNREG Aircraft: HI-MAX HI-MAX Injuries: 1 Fatal Flight Conducted Under: Part 91: General Aviation - Personal On July 9, 2019, about 1730 eastern daylight time, an unregistered experimental, amateur built Hi-Max airplane, was destroyed when it collided with terrain shortly after takeoff from Monroe-Walton County Airport (D73), Monroe, Georgia. The commercial pilot was fatally injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. The flight originated from D73 at 1725. According to the owner, he purchased the airplane about 1 month before the accident and stored it at D73. The owner subsequently asked the pilot if he would be willing to inspect and test fly the airplane. The pilot agreed and performed a brief inspection of the airplane before a test flight that lasted about 10 minutes. Since the owner was not a licensed pilot, he inquired about obtaining some flight training. The airplane remained parked for about 3 weeks before the owner attempted to start the airplane again; but the engine did not start. After multiple attempts to start the engine the accident pilot offered to have his mechanic troubleshoot the issue. The owner gave the keys to the accident pilot, and on the following day was notified that the airplane was involved in an accident. According to the mechanic that assisted the pilot prior to the flight, he performed a routine oil change on the airplane prior to the accident. He witnessed the pilot install a new battery, and helped the pilot start the engine. After the engine was started the mechanic assisted the pilot with reinstalling the engine cowing and watched as the pilot taxied the airplane around the taxiway and runway. He continued to watch as the airplane took off and made a normal left turn to return to airport. During the left turn, the airplane went out of his sight due to the terrain and he heard the airplane impact the ground. A witness reported that he saw a low flying airplane at a high rate of speed over a house make a "hard" left banking turn before it disappeared behind the trees. He heard a loud "boom" and subsequently drove to the airport, where he discovered the airplane positioned sideways between the fence and a dirt pile. The pilot held a commercial pilot certificate with ratings for airplane single, multi-engine land and rotorcraft-helicopter. He held a Federal Aviation Administration (FAA) second-class medical certificate, issued June 14, 2018. At the time of the medical examination, the pilot reported 3,000 total hours of flight experience and 200 hours of flight experience within the 6 months prior to the medical application. The experimental airplane was constructed from wood truss with plywood gussets and covered with doped aircraft fabric. It was equipped with a Subaru EA 81 automotive engine. During an interview, a representative of the kit manufacturer stated that the Subaru EA 81 engine was "too heavy" for the HI-MAX model and required the use of 20-30 pounds of ballast in the back to offset the extra weight of the EA 81 engine. During the examination of the fuselage no ballast were discovered. The pilot performed the most recent maintenance on the airplane which occurred on July 8 and 9, 2019. Review of the pilot's notes revealed a list of parts that were replaced, which included, "battery, oil filter, air filter, fuel filter, and four quarts of 10W-40 oil." In addition, he cleaned and gapped spark plugs, inspected and lubed all flight control points and connections, packed wheel bearings, and adjusted the rudder control. Examination of the airplane by an FAA inspector revealed that it came to rest on the airport field next to the perimeter fence. All four corners of the airplane were located at the accident site and flight control continuity was established to all flight controls and surfaces. Examination of the engine and the propeller revealed that they were impact damaged. Examination of the carburetor revealed no debris and no residual fuel found. Impact damage was observed on the throttle assembly. The sparkplugs were removed and were labeled autolite 3923; no damage or fouling was observed. The engine was hand cranked to check for compression on all four cylinders. All four cylinders attained thumb compression and no anomalies were noted. Examination of the propeller revealed all three composite blades were fragmented and sheared from the propeller hub. The aluminum spinner was impact damaged and crushed. Aircraft and Owner/Operator Information Aircraft Make: HI-MAX Registration: UNREG Model/Series: HI-MAX Aircraft Category: Airplane Amateur Built: Yes 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: D73, 875 ft msl Observation Time: 1730 EDT Distance from Accident Site: 0 Nautical Miles Temperature/Dew Point: 30°C / 23°C Lowest Cloud Condition: Clear Wind Speed/Gusts, Direction: 7 knots / , 70° Lowest Ceiling: Overcast / 110 ft agl Visibility: Altimeter Setting: 29.99 inches Hg Type of Flight Plan Filed: None Departure Point: Monroe, GA (D73) Destination: Monroe, GA (D73) 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: 33.782500, -83.692778 (est) Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email eyewitnessreport@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov.
MONROE, Georgia — The pilot who died in a plane crash at the Monroe-Walton County Airport was a pillar of the local aviation community. Multiple sources have identified the victim as Jason Cyrus “Cy” Nunnally, who owned fixed-base operator Fair Weather Flights. The company handled fuel sales, hangar leasing, flight training and other services at the Monroe-Walton County Airport. Nunnally was injured late Tuesday afternoon when the single-engine plane he was flying crashed yards from the runway at the airport. He was transported to Piedmont Walton Hospital, where he died. Kathleen Bergen, a spokeswoman for the Federal Aviation Administration in Atlanta, confirmed the FAA is investigating the crash. “The National Transportation Safety Board will determine the probable cause of the accident, which can take a year or longer,” Bergen said. The company started in 2004 as a commercial helicopter flight service, according to its website, and expanded with the fixed-wing maintenance facility at the airport. Police Chief R.V. Watts said Nunnally had been working on a plane that belonged to someone else. Nunnally taxied down the runway and circled back to land when the plane came to earth against a bank between the runway and the fence that separates airport property from Richard Parsons Drive. Coroner Joe Page said the FAA remained on scene Wednesday after the plane was moved to a hangar at the airport. Page said the Georgia Bureau of Investigation would be conducting an autopsy. Nunnally also operated Fair Weather Farms, an event space on Mount Paran Church Road in Walton County. In a Facebook post, the business issued a statement Wednesday: “This morning we woke with broken hearts, unanswered questions and an emptiness we could have never expected. We know the pain everyone is feeling and know how many lives are affected by our tragic loss.” Original article ➤ http://www.waltontribune.com
MONROE, Georgia (FOX 5 Atlanta) - Police in Monroe, Georgia said the pilot whose plane crashed near the airport Tuesday afternoon has died.
It happened near the Monroe-Walton County Airport at around 5:27 p.m. According to the Monroe police chief, the pilot had been working on the single-engine plane and had just done a test flight when it crashed during an attempted landed. Rescue crews rushed the pilot to Piedmont Walton Hospital, trying to revive him on the way, but police said he was dead upon arrival. Monroe-Walton County Airport is a public-use airport located about 35 miles east of Atlanta. The crash remains under investigation. Story and video ➤ http://www.fox5atlanta.com
Jason Cyrus "Cy" Nunnally, age 38 of Monroe, passed away on July 9th, 2019. He was born in Atlanta on December 22, 1980. Surviving members of Cy's family are, wife, Nichole Hanson Nunnally of Monroe; father and mother, John and Nancy Nunnally of Monroe; sister and brother-in-law, Jessica and Paul Rosenthal of Monroe; brother, Lee Nunnally of Social Circle, grandmother, Nannette Davis of Loganville; nieces, Bella and Emma Rosenthal; nephew, Peyton Hanson; father-in-law and mother-in-law, Jerome and Elaine Hanson of Monroe; sister-in-law, Tracy Hanson of Monroe; beloved companions, Dora, Diego, George and Smith; and numerous aunts and uncles. Cy had a servant's heart and was giving and helpful to all he met. He was passionate about his family, his pets, his flying, his brothers at Fergus Masonic Lodge #135 and his cooking. He was also excited that he had recently become a Shriner. He was the owner and operator of Fair Weather Flights which served as the FBO at the Monroe-Walton County Airport (D73). All who knew him loved him and will miss him dearly. Those interested are asked to make donations in Cy's honor to the Shriners Hospitals for Children. Funeral Services will be held on Sunday July 14th, 2019 at 3:00 PM at 1025 Church, 1025 E. Spring St, Monroe, with the Rev. Brian Krawczyk and the Rev. Brant Callaway officiating. A private interment will follow at a later date. Meadows Funeral Home was in charge of the arrangements. Visitation July 13, 2019 From 5:00 pm to 8:00 pm Meadows Funeral Home Funeral Service July 14, 2019 at 3:00 pm 1025 Church 1025 East Spring Street Monroe, Georgia
The pilot who was killed in Tuesday’s single-engine plane crash in Monroe has been identified as Cy Nunnally, a native son and much-beloved member of the community. Generous Warren Lodge No. 20, shared the news on it’s Facebook page and asked for prayers for the family. He also was currently the Worshipful at Master Fergus Lodge No. 135. Walton County Sheriff’s Office also asked for prayers for the family, noting, “Our hearts are broken for this family who are our friends and are huge supporters of public safety. Please keep this family in your every thought and your continued prayers.” An emotional Monroe Police Chief R.V. Watts, who refrained from giving the name of the pilot, said it had shaken up the police department as he was close to the department. “One of our officers is actually related to him, so you can imagine how it’s affecting us. The majority of the law enforcement community knows him.” The Nunnally family is well known in the community and condolences and prayers began pouring in on social media as soon as the word got out. The FAA (Federal Aviation Administration) and NTSB (National Transportation Safety Board) had been notified immediately and had investigators on the way. Watts said it appeared that the pilot was working on the plane for somebody else, and appeared to have taken off and was returning to land when the plane went down, crashing into a mound just before the runway. Watts said Monroe emergency personnel were dispatched after someone called 911 and arrived on scene at about 5:41 p.m. Life-saving steps began immediately and a life-flight helicopter was called. However, at 6:09 p.m. when paramedics were unable to stabilize him at the scene, he was transported to Piedmont Walton with hopes he could be stabilized there before being flown to a trauma center. Sadly, he did not survive. Update: Monroe Police Chief R.V Watts confirmed that the pilot of the small aircraft did not survive his injuries. His name is not being released at this time until all next of kin has been notified. Watts said the FFA and NTSB has been notified and is on route to investigate. He said the single-engine plane did not belong to the pilot.
Update: One person has been transported to Piedmont Walton in a critical condition following a single-engine airplane crash at Monroe Airport. There were no other passengers on board. The FAA has been called in and is on route to investigate.
Monroe first responders were on the scene of a plane crash near Monroe Airport just before 6 p.m. on Tuesday, July 9, 2019. Monroe Police Fire and EMS are on the scene and the road has been closed off at Richard Parsons Dr. on Pannell Road. Original article ➤ http://news.monroelocal.org
Spencer Allan Kihlstrom
Figure 1 - Radar track and accident site
Figure 2 – Last radar target and wreckage site
Jeremiah Linnertz (left) and Spencer Kihlstrom during an earlier flight. The two died on September 22, 2017 after the plane they were flying in crashed east of Paulden.
Figure 3 – View of the wreckage site (circled) toward the northwest
Figure 4 – Wreckage site
Figure 5 – Wreckage site viewed downhill toward turn in river
