The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Denver, Colorado
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
http://registry.faa.gov/N117BE
Location: Erie, CO
Accident Number: CEN17LA327
Date & Time: 08/21/2017, 1845 MDT
Registration: N117BE
Aircraft: GREENE R/GREENE S RANS S 17
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal
Analysis
The noncertificated pilot of the experimental amateur-built airplane reported that, during the initial climb, the engine did not seem to be producing full power, so he attempted to reject the takeoff and land back on the runway. During the landing, the wind pushed the airplane to the right, the left wing rose, and the right wing contacted the ground. The airplane spun around and came to rest upright. The pilot had not flown since 2010 and had no more than 2 hours of recent flight experience. The pilot stated that he had checked the spark plugs before the accident flight and thought that he did not properly install the plugs; however, following the accident, the pilot ran the engine several times and the engine appeared to produce power.
The wind conditions at the time of the accident would have resulted in a left quartering tailwind during landing. This, coupled with the density altitude of about 7,300 ft, would have significantly decreased the airplane's performance and could have given the perception to the noncertificated, inexperienced pilot that the engine had experienced a partial loss of power.
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 control following a rejected takeoff for a perceived loss of engine power. Contributing to the accident was the pilot's lack of training and experience in the airplane.
Findings
Personnel issues
Aircraft control - Pilot (Cause)
Total experience - Pilot (Factor)
Training with equipment - Pilot (Factor)
Qualification/certification - Pilot
Environmental issues
Tailwind - Effect on operation (Cause)
High density altitude - Effect on operation (Cause)
Factual Information
On August 21, 2017, about 1845 mountain daylight time, a Rans S-17 airplane, N117BE, ground looped at the Erie Municipal Airport (KEIK), Erie, Colorado. The uncertificated pilot sustained minor injuries and the airplane was substantially damaged. The airplane was registered to and operated by the pilot under the provisions of 14 Code of Federals Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight was originating at the time of the accident.
According to information provided by the pilot, after departing on runway 15, during the initial climb, the engine did not seem to be producing full power. The pilot reduced engine power, attempted to reject the takeoff, and land back on the runway. Wind pushed the airplane to the right, the left wing rose, and the right wing contacted the ground. The airplane spun around on the ground and came to rest upright. Substantial damage was sustained to the fuselage and right wing.
Information, gathered by the responding Federal Aviation Administration Inspector, revealed that the pilot did not possess a pilot certificate. In addition, the pilot had not flown since 2010, and had no more than 2 hours of recent flight experience.
The pilot stated that he had checked the spark plugs before the accident flight. He felt that he did not properly install the plugs. Following the accident, the pilot ran the engine several times and the engine appeared to produce power. A review of meteorological data revealed that the density altitude at the time of the accident was about 7,300 ft.
At the accident time, the automated weather reporting facility at KEIK reported a wind from 040° at 3 knots. The wind would have been a left quartering tailwind.
History of Flight
Takeoff
Loss of engine power (partial)
Takeoff-rejected takeoff
Other weather encounter
Loss of control in flight (Defining event)
Collision with terr/obj (non-CFIT)
Pilot Information
Certificate: None
Age: 80, Male
Airplane Rating(s): None
Seat Occupied: Single
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed:
Medical Certification: None
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 2 hours (Total, this make and model)
Aircraft and Owner/Operator Information
Aircraft Manufacturer: GREENE R/GREENE S
Registration: N117BE
Model/Series: RANS S 17 NO SERIES
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Experimental
Serial Number: 1202040
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection:
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: ROTAX
ELT:
Engine Model/Series: 447
Registered Owner: SALE REPORTED
Rated Power: 416 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: KEIK, 5132 ft msl
Observation Time: 1845 MDT
Distance from Accident Site: 0 Nautical Miles
Direction from Accident Site: 348°
Lowest Cloud Condition: Clear
Temperature/Dew Point: 28°C / 3°C
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 3 knots, 40°
Visibility (RVR):
Altimeter Setting: 30.22 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Erie, CO (EIK)
Type of Flight Plan Filed: None
Destination: Erie, CO (EIK)
Type of Clearance: None
Departure Time: MDT
Type of Airspace:
Airport Information
Airport: ERIE MUNI (EIK)
Runway Surface Type: Concrete
Airport Elevation: 5119 ft
Runway Surface Condition: Dry
Runway Used: 15
IFR Approach: None
Runway Length/Width: 4700 ft / 60 ft
VFR Approach/Landing: None
Wreckage and Impact Information
Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 40.010278, -105.048056 (est)
The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Baton Rouge, Louisiana
Continental Motors; Mobile, Alabama
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
http://registry.faa.gov/N48TZ
Location: Gonzales, LA
Accident Number: CEN17LA328
Date & Time: 08/17/2017, 0927 CDT
Registration: N48TZ
Aircraft: BEECH A36
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional
Analysis
During the initial climb on an instructional flight, the private pilot and instructor noticed a partial loss of engine power. The pilot performed a forced landing into a hay field and the airplane nosed over. Following the accident, the mechanic who normally performed maintenance removed and discarded all twelve spark plugs, as several were worn. A subsequent examination and test run of the engine revealed a leaking fuel hose due to a loose B-nut. The loss of engine power was consistent with an inadequate fuel supply due to a fuel line leak. Further, it is likely that the worn spark plugs would also have contributed to the loss of engine power.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A partial loss of engine power due to inadequate maintenance, including worn spark plugs and a leaking fuel hose fitting.
Findings
Aircraft
Engine (reciprocating) - Incorrect service/maintenance (Cause)
Spark plugs/igniters - Fatigue/wear/corrosion (Cause)
Fuel system - Damaged/degraded (Cause)
Personnel issues
Maintenance - Maintenance personnel (Cause)
Factual Information
On August 17, 2017, about 0927 central daylight time, a Beech A36 airplane, N48TZ, was substantially damaged during a forced landing after departing from the Louisiana Regional Airport (REG), Gonzales, Louisiana. The pilot and flight instructor were not injured. The airplane was registered to and operated by Gulf Central Aviation LLC under the provisions of Title 14 Code of Federal Regulations Part 91 as an instructional flight. Day visual meteorological conditions prevailed for the local flight, which departed without a flight plan about 0926.
According to the pilot, he departed from Runway 17, following a normal engine run up and takeoff roll. After reaching about 150 ft agl, the pilot noticed the airplane was no longer climbing and lowered the airplane's nose. Based on his perceptions of a partial engine power loss, the pilot checked the throttle and mixture lever positions, both of which were full forward. After maneuvering to avoid trees, the pilot initiated a forced landing into a hay field. During the landing roll, the airplane impacted a small ridge and nosed over, which damaged the engine firewall.
Examination at the recovery location revealed the ignition harness connecting the magnetos to each of the top sparkplugs had been disconnected from the sparkplugs. All twelve sparkplugs appeared new, with no combustion deposits noted. Without authorization, a mechanic who normally performed maintenance on the airplane stated he had removed and discarded the spark plugs due to several having a worn-out condition. Not realizing the airplane should not be disturbed during the investigation, the mechanic had also removed the fuel screen.
Examination of the throttle and mixture control cables revealed proper attachment to their respective control arms. Borescope inspection of piston domes, cylinder wall surfaces, and intake and exhaust valves revealed normal wear patterns and combustion signatures, except for the No. 5 cylinder exhaust valve, which had a green crescent-shaped discoloration on the bottom of the valve face.
After the fuel screen was returned by the mechanic, an engine test run was performed. The engine rotated and ran on the first attempt but stopped after several seconds. A fuel leak was observed adjacent to the fuel pump, with a flexible fuel hose leaking at a B-nut. The nut was tightened about ¼ turn, which seated the nut onto the fitting. The engine driven fuel pump and the adjacent oil filter adapter were stained with a blue color.
A second fuel leak was observed at the throttle body/metering unit, with the fuel mixture arm and shaft bent in a manner consistent with impact damage. A second engine test run was conducted, during which power was not increased above 1,100 rpm, due to a damaged propeller. The engine was operated at varying speeds and a magneto check was accomplished, with no anomalies. The throttle was reduced to idle power and the engine ran smoothly.
The oil on the oil rod was very dark in color. A logbook review revealed the engine had accumulated 163.7 hours since the last oil and oil filter change. The manufacturer recommends oil change intervals of 50 hours for an engine equipped with external filters installed.
History of Flight
Initial climb
Loss of engine power (partial) (Defining event)
Landing
Hard landing
Pilot Information
Certificate: Private
Age: 43, 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: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 08/28/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 09/19/2016
Flight Time: 302 hours (Total, all aircraft), 165 hours (Total, this make and model), 148 hours (Pilot In Command, all aircraft), 18 hours (Last 90 days, all aircraft), 11 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)
Flight Instructor Information
Certificate: Airline Transport; Flight Instructor
Age: 58, 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 Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 02/21/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 05/12/2017
Flight Time: (Estimated) 18100 hours (Total, all aircraft), 3000 hours (Total, this make and model), 17200 hours (Pilot In Command, all aircraft), 100 hours (Last 90 days, all aircraft), 25 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Make: BEECH
Registration: N48TZ
Model/Series: A36
Aircraft Category: Airplane
Year of Manufacture: 1980
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: E-1804
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 08/08/2016, Annual
Certified Max Gross Wt.: 3651 lbs
Time Since Last Inspection: 163 Hours
Engines: 1 Reciprocating
Airframe Total Time: 6184 Hours at time of accident
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: IO-520
Registered Owner: GULF CENTRAL AVIATION LLC
Rated Power: 285 hp
Operator: GULF CENTRAL AVIATION LLC
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KREG, 14 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 0935 CDT
Direction from Accident Site: 17°
Lowest Cloud Condition: Scattered / 300 ft agl
Visibility: 10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 230°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.09 inches Hg
Temperature/Dew Point: 30°C / 26°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: GONZALES, LA (REG)
Type of Flight Plan Filed: None
Destination: GONZALES, LA (REG)
Type of Clearance: None
Departure Time: 0926 CDT
Type of Airspace: Class G
Airport Information
Airport: LOUISIANA RGNL (REG)
Runway Surface Type: Asphalt
Airport Elevation: 14 ft
Runway Surface Condition: Dry
Runway Used: 17
IFR Approach: None
Runway Length/Width: 5003 ft / 100 ft
VFR Approach/Landing: Forced Landing
Wreckage and Impact Information
Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 30.153889, -90.937778 (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; Indianapolis, Indiana
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
http://registry.faa.gov/N6862K
Location: Rochester, IN
Accident Number: CEN17LA318
Date & Time: 08/14/2017, 1920 EDT
Registration: N6862K
Aircraft: Knapp Easy Raider
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal
Analysis
The student pilot, who was the builder of the experimental, amateur-built airplane, reported that the engine had recently been rebuilt and installed on the airplane. The engine had a "couple" of hours of ground run-up time, and the accident occurred on the first flight. The pilot was "crow-hopping" the airplane on the runway when he decided to take off. Upon reaching about 500 ft above the ground, the engine stopped responding to throttle control movements and the propeller continued to rotate. The pilot was unable to maintain altitude, and he landed the airplane in a factory parking lot, where it hit a steel handrail. A postaccident examination of the airplane and engine did not reveal any reason for the loss of engine response. A review of the weather conditions revealed that carburetor ice was unlikely at takeoff engine power settings.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A partial loss of engine power for reasons that could not be determined because postaccident examination of the airframe and engine did not reveal any anomalies that would have precluded normal operation.
Findings
Not determined
Not determined - Unknown/Not determined (Cause)
Factual Information
On August 14, 2017, at 1920 eastern daylight time, an amateur built Knapp Easy Raider airplane, N6862K, collided with a steel handrail during a forced landing in Rochester, Indiana, following a partial loss of engine power. The student pilot received minor injuries and the airplane was substantially damaged. The airplane was registered to and operated by the pilot as a 14 Code of Federal Regulations Part 91 personal flight. Visual flight rules conditions existed near the accident site at the time of the accident, and a flight plan had not been filed. The local flight was departing from the Fulton County Airport, (RCR), Rochester, Indiana, at the time of the accident.
The pilot reported that the engine had recently been rebuilt and that he installed it in the airplane himself. The engine had a "couple" of hours of ground run-up time on it and the accident occurred on the first flight. The pilot was "crow-hopping" the airplane on the runway when he decided to takeoff. The pilot reported that upon reaching an altitude about 500 ft above the ground, the engine stopped responding to throttle control movements and the propeller continued to turn. Unable to maintain altitude, the pilot landed the airplane in a factory parking lot where it hit a steel handrail.
A postaccident examination of the airframe and engine by a Federal Aviation Administration inspector did not reveal any reason for the loss of engine response.
The temperature and dewpoint recorded at the Fort Wayne International Airport (FWA), Fort Wayne, Indiana, at 1954, was 79°C and 62.9°C respectively. According to the Federal Aviation Administration Special Airworthiness Information Bulletin (SAIB) CE-09-35 "Carburetor Icing Prevention" chart, the conditions were conducive for serious carburetor icing at glide power.
History of Flight
Initial climb
Loss of engine power (partial) (Defining event)
Landing
Off-field or emergency landing
Collision with terr/obj (non-CFIT)
Aircraft and Owner/Operator Information
Aircraft Manufacturer: Knapp
Registration: N6862K
Model/Series: Easy Raider
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: ER012
Landing Gear Type:
Seats:
Date/Type of Last Inspection:
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: Reciprocating
Airframe Total Time:
Engine Manufacturer: Rotax
ELT:
Engine Model/Series: 582
Registered Owner: On file
Rated Power:
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: RCR, 789 ft msl
Observation Time: 1915 EDT
Distance from Accident Site: 0 Nautical Miles
Direction from Accident Site: 0°
Lowest Cloud Condition: Clear
Temperature/Dew Point:
Lowest Ceiling: None
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 3 knots, 250°
Visibility (RVR):
Altimeter Setting: 29.85 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: ROCHESTER, IN (RCR)
Type of Flight Plan Filed: None
Destination: ROCHESTER, IN (RCR)
Type of Clearance: None
Departure Time: 1920 EDT
Type of Airspace: Class E
Airport Information
Airport: FULTON COUNTY (RCR)
Runway Surface Type: Asphalt
Airport Elevation: 789 ft
Runway Surface Condition: Dry
Runway Used: 29
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: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 41.067500, -86.194167 (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; Cleveland; North Olmsted, Ohio
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
http://registry.faa.gov/N243CC
Location: Ashland, OH
Accident Number: CEN17LA323
Date & Time: 08/12/2017, 1117 EDT
Registration: N243CC
Aircraft: NORTH AMERICAN SNJ-4
Aircraft Damage: Substantial
Defining Event: Abnormal runway contact
Injuries: 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal
Analysis
The private pilot of the tailwheel-equipped airplane stated that, during a "wheel landing," the airplane bounced twice upon touchdown then veered off the runway into a grass area. The pilot was unable to return the airplane to the runway surface because the airplane was "slipping on the grass" while the pilot applied left rudder and left wheel brake. The airplane nosed over when it came to a stop in the grass area and came to rest inverted. The pilot stated that there were no mechanical malfunctions or failures with the airplane. According to the Airplane Flying Handbook, corrective action from a bounced landing is dependent upon its severity, and such action can range from an application of power to cushion a subsequent landing to performance of a go-around.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper recovery from a bounced landing, which resulted in a loss of directional control.
Findings
Aircraft
Landing flare - Not attained/maintained (Cause)
Personnel issues
Incorrect action performance - Pilot (Cause)
Factual Information
On August 12, 2017, at 1117 eastern daylight time, a North American SNJ-4, N243CC, experienced a bounced landing and veered off runway 19 at Ashland County Airport (3G4), Ashland, Ohio. The airplane nosed-over, impacted terrain, and received substantial damage. The private pilot sustained serious injuries, and a passenger sustained minor injuries. The airplane was registered to and operated by the pilot under 14 Code of Federal Regulations Part 91 as a personal flight that was not operating on a flight plan. Visual meteorological conditions prevailed at the time of the accident. The flight originated from Akron Fulton International Airport (AKR), Akron, Ohio, about 1100 and was destined to 3G4.
The pilot stated that during a "wheel landing" on runway 19, the airplane bounced on touch down and during the second bounce veered off the runway into a grass area. The pilot was unable to return airplane to the runway surface because the airplane was "slipping on the grass" while he applied left rudder and left wheel brake. The airplane nosed-over when it came to a stop in the grass area and impacted the ground.
The pilot stated there was structural damage to the airframe, left wing, and empennage. He stated there was no mechanical malfunction/failure with the airplane.
The Airplane Flying Handbook (FAA-H-8083-3B) stated in part:
"Since a bounce occurs when the airplane makes contact with the ground before the proper touchdown attitude is attained, it is almost invariably accompanied by the application of excessive back-elevator pressure. This is usually the result of the pilot realizing too late that the airplane is not in the proper attitude and attempting to establish it just as the second touchdown occurs.
The corrective action for a bounce is the same as for ballooning and similarly depends on its severity. When it is very slight and there is no extreme change in the airplane's pitch attitude, a follow-up landing may be executed by applying sufficient power to cushion the subsequent touchdown and smoothly adjusting the pitch to the proper touchdown attitude."
"…When a bounce is severe, the safest procedure is to execute a go-around immediately. Do not attempt to salvage the landing. Apply full power while simultaneously maintaining directional control and lowering the nose to a safe climb attitude. The go-around procedure should be continued even though the airplane may descend and another bounce may be encountered. It is extremely foolish to attempt a landing from a bad bounce since airspeed diminishes very rapidly in the nose-high attitude, and a stall may occur before a subsequent touchdown could be made."
History of Flight
Landing-flare/touchdown
Abnormal runway contact (Defining event)
Landing-landing roll
Loss of control on ground
Runway excursion
Attempted remediation/recovery
Nose over/nose down
Pilot Information
Certificate: Private
Age: 67, Male
Airplane Rating(s): 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): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 08/10/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 04/25/2017
Flight Time: 1565 hours (Total, all aircraft), 71 hours (Total, this make and model), 1463 hours (Pilot In Command, all aircraft), 14 hours (Last 90 days, all aircraft), 6 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Make: NORTH AMERICAN
Registration: N243CC
Model/Series: SNJ-4
Aircraft Category: Airplane
Year of Manufacture: 1943
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 88-13243
Landing Gear Type: Retractable - Tailwheel
Seats: 2
Date/Type of Last Inspection: 05/16/2017, Annual
Certified Max Gross Wt.: 5265 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 14658.7 Hours as of last inspection
Engine Manufacturer: Pratt & Whitney
ELT: Installed, not activated
Engine Model/Series: R1340 AN-1
Registered Owner: Pilot
Rated Power: 600 hp
Operator: Pilot
Operating Certificate(s) Held: None
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: MFD, 1297 ft msl
Distance from Accident Site: 13 Nautical Miles
Observation Time: 1207 EDT
Direction from Accident Site: 145°
Lowest Cloud Condition: Scattered / 2400 ft agl
Visibility: 10 Miles
Lowest Ceiling: Broken / 3100 ft agl
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 300°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.01 inches Hg
Temperature/Dew Point: 22°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Akron, OH (AKR)
Type of Flight Plan Filed: None
Destination: Ashland, OH (3G4)
Type of Clearance: None
Departure Time: 1100 EDT
Type of Airspace: Class E
Airport Information
Airport: Ashland County Airport (3G4)
Runway Surface Type: Asphalt
Airport Elevation: 1206 ft
Runway Surface Condition: Dry
Runway Used: 19
IFR Approach: None
Runway Length/Width: 3501 ft / 75 ft
VFR Approach/Landing: Full Stop; Traffic Pattern
Wreckage and Impact Information
Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor
Latitude, Longitude: 40.900000, 82.260000 (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; Minneapolis, Minnesota
Aviation Accident Final Report - National Transportation Safety Board: https://app.ntsb.gov/pdf
Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms
Aviation Accident Data Summary - National Transportation Safety Board: https://app.ntsb.gov/pdf
http://registry.faa.gov/N952RA
Location: Hector, MN
Accident Number: CEN17LA304
Date & Time: 08/06/2017, 1551 CDT
Registration: N952RA
Aircraft: ROGER M ALLEN RA2
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 2 Serious
Flight Conducted Under: Part 91: General Aviation - Personal
Analysis
The private pilot and passenger were departing on a local flight in the experimental, amateur-built airplane. The pilot reported that, during the takeoff roll, he pulled back on the control stick, but instead of rotating off the runway, the airplane bounced, then pitched straight up. Once airborne, the airplane did not respond to the pilot's control inputs. The pilot reduced the engine power and the airplane stalled. The nose dropped, and the airplane subsequently impacted terrain. Examination found that the control stick was not connected to the elevator bracket. A search of the wreckage did not locate any nut that would have secured the bolt. The pilot reported that he would have used a castellated nut with a cotter pin to secure the bolt; however, he could not remember installing the nut. The airplane had been flown 6 or 7 times before the accident flight and it is likely that the nut backed off during that time. The accident is consistent with a loss of elevator control due to the pilot's failure to properly secure the control stick to the elevator bracket.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper installation of the control stick hardware, which resulted in a loss of elevator control in flight.
Findings
Aircraft
Control column section - Incorrect service/maintenance (Cause)
Pitch control - Attain/maintain not possible (Cause)
Personnel issues
Installation - Pilot (Cause)
Factual Information
On August 6, 2017, at 1551 central daylight time, an amateur-built RA2 airplane, N952RA, impacted terrain near Hector, Minnesota. The commercial pilot and passenger were seriously injured, and the airplane was substantially damaged. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight was originating from the Hector Municipal Airport (1D6), at the time of the accident.
In an interview with the responding Federal Aviation Administration inspector, the pilot reported that on the takeoff roll, he pulled back on the control stick and the airplane did not take off. It bounced a couple of times and then pitched straight up. The airplane did not respond to the pilot's control inputs; he pushed the control stick forward and did not feel as though he had any elevator control. The pilot added that he reduced the engine power and felt the airplane stall. The nose of the airplane dropped, and the airplane impacted the terrain. Substantial damage was sustained to the fuselage.
Examination of the airplane found that the control stick was not connected to the elevator bracket. A search of the wreckage did not locate any nut that would have secured the bolt. The airplane was recently acquired by the pilot. It was transported in three parts, so the pilot assembled the airplane. When the pilot was queried about how he would have secured the bolt for the control stick, he reported that he would use a castellated nut with a cotter pin. However, he could not remember installing the nut. The airplane had flown 6 or 7 times prior to the accident.
An NTSB Form 6120 was not submitted by the pilot.
History of Flight
Prior to flight
Aircraft maintenance event
Takeoff
Loss of control in flight (Defining event)
Aerodynamic stall/spin
Pilot Information
Certificate: Commercial
Age: 75, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied:
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed:
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 11/10/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 08/19/2016
Flight Time: 9200 hours (Total, all aircraft), 500 hours (Total, this make and model), 38 hours (Last 90 days, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Manufacturer: ROGER M ALLEN
Registration: N952RA
Model/Series: RA2 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2011
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 599
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection:
Certified Max Gross Wt.: 820 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Rotax
ELT: Not installed
Engine Model/Series: 503
Registered Owner: ANDERSON TED E
Rated Power: 50 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: KOVL, 1076 ft msl
Observation Time: 1553 CDT
Distance from Accident Site: 14 Nautical Miles
Direction from Accident Site: 282°
Lowest Cloud Condition: Thin Broken / 10000 ft agl
Temperature/Dew Point: 23°C / 15°C
Lowest Ceiling: Broken / 10000 ft agl
Visibility: 10 Miles
Wind Speed/Gusts, Direction: 4 knots, 60°
Visibility (RVR):
Altimeter Setting: 30.04 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Hector, MN (1D6)
Type of Flight Plan Filed: None
Destination: Hector, MN (1D6)
Type of Clearance: None
Departure Time: 1551 CDT
Type of Airspace:
Airport Information
Airport: HECTOR MUNI (1D6)
Runway Surface Type: Grass/turf
Airport Elevation: 1077 ft
Runway Surface Condition: Unknown
Runway Used: 05
IFR Approach: None
Runway Length/Width: 2580 ft / 165 ft
VFR Approach/Landing: None
Wreckage and Impact Information
Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Serious
Latitude, Longitude: 44.731111, -94.711944 (est)
