Sunday, September 01, 2019

Fuel Related: Zenith STOL CH750, N946JY; accident occurred September 10, 2018 near Draughon-Miller Central Texas Regional Airport (KTPL), Temple, Bell County, Texas

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

Additional Participating Entity:

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

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


Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 
 
https://registry.faa.gov/N946JY



Location: Temple, TX
Accident Number: CEN18LA385
Date & Time: 09/10/2018, 0845 CDT
Registration: N946JY
Aircraft: Zenair ZENITH CH 750
Aircraft Damage: Substantial
Defining Event: Fuel related
Injuries: 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 10, 2018, about 0845 central daylight time, a Lynch Zenith 750 experimental amateur-built airplane, N946JY, impacted soft terrain during a forced landing following a partial loss of engine power during initial climb near Temple, Texas. The private pilot sustained minor injuries, and the airplane sustained substantial damage to the fuselage. The airplane was registered to and operated by a private individual under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Day visual meteorological conditions prevailed at the time of the accident, and no flight plan had been filed. The local flight departed the Draughon-Miller Central Texas Regional Airport, Temple, Texas.

According to the pilot, he had recently completed the building of the airplane and was operating under the phase 1 flight test experimental operating limitations. Prior to takeoff, he completed a preflight, engine start, and two engine run-ups. No abnormal engine indications or anomalies were noted during those tasks. Shortly after takeoff about 400 ft above ground level, the engine began to vibrate, and a partial loss of power was noticed by the pilot. The pilot suspected carburetor icing and applied carburetor heat. No change to the engine power was observed. Due to the low altitude, the pilot elected not to make a turn back to the runway and to execute a forced landing to a field that was in front of him. The airplane touched down in a soft field, and the nose gear collapsed. The airplane skidded about 20 yards and came to rest upright.

The pilot departed with about 24 gallons of fuel in the fuel tanks. After the accident, no fuel was found to be leaking from the airplane. The pilot reported that he should have applied carburetor heat prior to takeoff to clear any potential icing buildup during taxi from ramp and subsequent engine run-ups.

The pilot stated the Federal Aviation Administration (FAA) inspector examined the airplane and did not find any anomalies that would have precluded normal operation.

The carburetor icing probability chart included in Federal Aviation Administration Special Airworthiness Information Bulletin No. CE-09-35, Carburetor Icing Prevention, indicated that the airplane was operating in an area that was associated with a serious risk of carburetor ice accumulation at glide power settings (Figure 1).


Figure 1 - FAA Carburetor Icing Probability Chart 

Pilot Information

Certificate: Private
Age: 71, 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: No
Medical Certification: Sport Pilot With Waivers/Limitations
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent: 07/05/2017
Flight Time:  294 hours (Total, all aircraft), 8 hours (Total, this make and model), 282 hours (Pilot In Command, all aircraft), 3 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Zenair
Registration: N946JY
Model/Series: ZENITH CH 750 No Series
Aircraft Category: Airplane
Year of Manufacture: 2018
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 75-10010
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 04/30/2018, Condition
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection: 3 Hours
Engines: 1 Reciprocating
Airframe Total Time:  3.4 Hours as of last inspection
Engine Manufacturer: General Motors
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: Corvair
Registered Owner: Harold David Lynch
Rated Power: 100 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: TPL, 682 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 0851 CDT
Direction from Accident Site: 200°
Lowest Cloud Condition: Scattered / 3500 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 20°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.99 inches Hg
Temperature/Dew Point: 21°C / 19°C
Precipitation and Obscuration: No Precipitation
Departure Point: Temple, TX (TPL)
Type of Flight Plan Filed: None
Destination: Temple, TX (TPL)
Type of Clearance: None
Departure Time: 0840 CDT
Type of Airspace: Class E 

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: 31.173056, -97.413333 (est)

Loss of Engine Power (Total): Piper PA-32-300, N33354; accident occurred September 07, 2018 at Northwest Regional Airport (52F), Roanoke, Denton County, Texas


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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; North Texas

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

https://registry.faa.gov/N33354

Location: Roanoke, TX
Accident Number: CEN18LA377
Date & Time: 09/07/2018, 2103 CDT
Registration: N33354
Aircraft: Piper PA32
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 Serious, 3 Minor, 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 7, 2018, about 2103 central daylight time, a Piper PA-32 airplane, N33354, was substantially damaged during a forced landing near Roanoke, Texas. The pilot and two passenger sustained minor injuries, two passengers were not injured, and one passenger sustained serious injuries. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Night visual meteorological conditions prevailed and no Federal Aviation Administration (FAA) flight plan had been filed for the flight. The flight was originating at the time of the accident and was en route to Gulfport-Biloxi International Airport (GPT), Gulfport, Mississippi.

According to the pilot, the airplane's engine started without hesitation or issue and the engine run-up, prior to takeoff was normal with no discrepancy in the magneto drop or instrument indications. Shortly after takeoff from runway 35 "the engine failed" and the pilot was not able to maintain altitude. He stated that the stall horn sounded, and he elected to land straight ahead. The airplane impacted the ground and came to rest at the base of several trees and bushes; both wings separated from the airplane and the fuselage came to rest on its left side.

The pilot stated that after the accident he turned the fuel selector valve, the fuel pump, and the ignition switch to the "off" position.

An examination of the engine revealed that the lower set of spark plugs and the upper right set of spark plugs exhibited worn out – severe signatures and normal to worn out signatures respectively when compared to the Champion Check-a-Plug chart. An engine test run was conducted. With the wings separated, the fuselage was strapped down to a trailer. The damaged propeller was removed, and a replacement propeller was installed. Additionally, a fuel can was connected to the electric driven fuel pump and a fuel line was then run to the engine driven fuel pump. Several attempts were made at starting the engine; however, after the lower spark plugs were replaced, the engine started without hesitation and ran at various power settings. The engine would not run when the right magneto was selected. An examination of the right magneto revealed that the coil had failed.

The airplane was equipped with a JPI 900. Engine parameters downloaded from the unit illustrated expected exhaust gas temperatures and cylinder head temperatures consistent with the engine start, an engine run-up, and the increase in power for takeoff. The data also illustrated the increase in oil temperature, manifold pressure, rpm, and fuel flow, also consistent with the engine start, an engine run-up, and the increase in power for takeoff. The engine rpm and fuel flow drop off about 20 seconds before the end of the recording.



Pilot Information

Certificate: Commercial
Age: 42, 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: 03/01/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 08/31/2018
Flight Time:  441 hours (Total, all aircraft), 115 hours (Total, this make and model), 34 hours (Last 90 days, all aircraft)



Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N33354
Model/Series: PA32 300
Aircraft Category: Airplane
Year of Manufacture: 1975
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 32-7540095
Landing Gear Type: Tricycle
Seats: 6
Date/Type of Last Inspection: 03/11/2018, Annual
Certified Max Gross Wt.: 3400 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 6985.45 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: Installed
Engine Model/Series: IO-540-K-1AS
Registered Owner: On file
Rated Power: 310 hp
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: AFW, 723 ft msl
Distance from Accident Site:
Observation Time: 0153 UTC
Direction from Accident Site:
Lowest Cloud Condition: Few / 6500 ft agl
Visibility:  10 Miles
Lowest Ceiling: Overcast / 14000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 360°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.96 inches Hg
Temperature/Dew Point: 24°C / 23°
Precipitation and Obscuration: Light - Rain
Departure Point: Roanoke, TX (52F)
Type of Flight Plan Filed: None
Destination: Glufport, MS (GPT)
Type of Clearance: None
Departure Time: 2100 CDT
Type of Airspace: Class E 

Airport Information

Airport: Aero Valley Airport (52F)
Runway Surface Type: Asphalt
Airport Elevation: 643 ft
Runway Surface Condition: Vegetation
Runway Used: 35
IFR Approach: None
Runway Length/Width: 3500 ft / 40 ft
VFR Approach/Landing: Forced Landing 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious, 2 Minor, 2 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 3 Minor, 2 None
Latitude, Longitude:  33.051111, -97.231944 (est)

Runway Excursion: Beech K35 Bonanza, N5321E; accident occurred September 01, 2018 at Harrisville Airport (5Y0), Alcona County, Michigan

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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Grand Rapids, Michigan

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/N5321E

Location: Harrisville, MI
Accident Number: CEN18TA374
Date & Time: 09/01/2018, 1400 EDT
Registration: N5321E
Aircraft: Beech 35
Aircraft Damage: Substantial
Defining Event: Runway excursion
Injuries: 1 Minor, 3 None
Flight Conducted Under: Part 91: General Aviation - Personal

On September 1, 2018, about 1400 eastern daylight time, a Beech K35 airplane, N5321E, overran the runway during an aborted takeoff at Harrisville Airport (5Y0), Harrisville, Michigan. The private rated pilot sustained minor injuries and the three passengers were not injured. The airplane sustained substantial damage. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed at the time of the accident and no flight plan was filed. The flight was departing at the time of the accident.

A 32 second video of the takeoff attempt was reviewed and showed the following. As the video began the airplane was already in the takeoff roll on the grass runway that was defined by large yellow cones. At 14 seconds the airplane veered toward the left side of the runway until 22 seconds when a loud noise was heard from the end of the runway. The airplane made a sharp right turn then slid on the runway toward the trees where it came to rest (figure 1).


Figure 1 – Accident site (Courtesy of FAA)

The Sheriff's deputy who responded to the scene reported that he spoke to the pilot after the accident. The pilot stated that he could not get the airplane up to speed because of the tall grass on the runway. The pilot added that the data he had for the airport showed an additional 600 ft available runway. The pilot also stated that he knew he did not have the speed or altitude to make it over the trees at the end of the runway so he put the airplane back on the ground before going into the woods.

The deputy's photos from the accident site revealed several lopped tree limbs and tire marks in the grass beyond the left side of the runway.

In a postaccident statement the pilot reported that he flew the same three passengers earlier that morning to an airport where he filled the left fuel tank with 25 gallons of fuel; the right fuel tank contained 2 to 3 gallons and the auxiliary fuel tank was empty. After fueling, the pilot proceeded to takeoff from a 2,952-ft-long asphalt runway and climbed to 50 ft above ground level before reaching 1,500 ft of runway distance. They landed at 5Y0, a 2,140 ft x 60 ft grass runway, without incident and consumed about 5 gallons of fuel during the flight.

About 1400 they returned to the airplane and the pilot completed a preflight inspection and an engine run-up with no anomalies noted. He taxied to runway 21 and extended 10° of flaps. He started the takeoff roll and noted that the first 200 ft of the runway was soft and consisted of long grass, while the rest of the runway consisted of sand and patches of weeds. The pilot stated that during the takeoff roll he was able to lift the nose wheel off the runway around 300 ft and the main landing gear lifted off near mid-field where he kept the airplane in ground effect. About three-fourths of the way down the runway, while still in ground effect, the airplane would not gain altitude and the left wing contacted the trees on the left side. The pilot stated that it felt like the airplane was being pulled into the trees. The pilot aborted the takeoff, attempted to stop the airplane in the grass, but collided with trees at the end of the runway.

The pilot reported that there were no mechanical malfunctions or anomalies with the engine or airframe that would have precluded normal operation.

The airplane's pilot operating handbook (POH) states that the maximum ramp weight is 2,960 lbs and the maximum takeoff weight is 2,950 lbs. The aft center of gravity (CG) limit at 2,950 lbs is 84.7 inches aft of datum.

The pilot provided a completed weight and balance loading form for the accident flight, which noted that the ramp weight was 2,948 lbs (2 lbs under the limitation) and the takeoff weight was 2,938 lbs (12 lbs under the limitation). The calculated CG was 84.77 inches aft of datum (0.07 inches over the limitation).

Using the same weight and balance information for the previous flight, except with 25 gallons of fuel, the ramp weight would have been 2,978 lbs and the takeoff weight 2,968 lbs; both of these weights exceeded the maximum ramp and takeoff weights, an exceedance of 18 lbs for both weight limitations as specified in the POH. Also, the calculated CG was 84.7 inches aft of datum.

At the request of the deputy the pilot submitted a blood sample while on scene. Forensic analysis of the sample was negative for alcohol. 

Pilot Information

Certificate: Private
Age: 50, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 08/13/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 09/24/2017
Flight Time:  242 hours (Total, all aircraft), 156 hours (Total, this make and model), 176 hours (Pilot In Command, all aircraft), 47 hours (Last 90 days, all aircraft), 14 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: Beech
Registration: N5321E
Model/Series: 35 K35
Aircraft Category: Airplane
Year of Manufacture: 1959
Amateur Built: No
Airworthiness Certificate: Utility
Serial Number: D-5801
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 01/02/2018, Annual
Certified Max Gross Wt.: 2950 lbs
Time Since Last Inspection: 76 Hours
Engines: 1 Reciprocating
Airframe Total Time: 6239 Hours as of last inspection
Engine Manufacturer: Continental Motors
ELT: Installed, not activated
Engine Model/Series: IO-470-C
Registered Owner: On file
Rated Power: 250 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: KOSC, 634 ft msl
Distance from Accident Site: 14 Nautical Miles
Observation Time: 1815 EDT
Direction from Accident Site: 197°
Lowest Cloud Condition: Scattered / 2100 ft agl
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 220°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.03 inches Hg
Temperature/Dew Point: 25°C / 21°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Harrisville, MI (5Y0)
Type of Flight Plan Filed: None
Destination: Detroit/Grosse Ile, MI (ONZ)
Type of Clearance: None
Departure Time: 1400 EDT
Type of Airspace: Class E

Airport Information

Airport: Harrisville (5Y0)
Runway Surface Type: Grass/turf
Airport Elevation: 675 ft
Runway Surface Condition: Vegetation
Runway Used: 21
IFR Approach: None
Runway Length/Width: 2140 ft / 60 ft
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 3 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor, 3 None
Latitude, Longitude: 44.665556, -83.307222 (est)

System / Component Malfunction / Failure (non-power): Boeing A75N1 (PT17), N64604; accident occurred August 31, 2018 at Kenosha Regional Airport (KENW), Wisconsin

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin

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/N64604


Location: Kenosha, WI
Accident Number: CEN18LA360
Date & Time: 08/30/2018, 1900 CDT
Registration: N64604
Aircraft: Stearman A75N1(PT17)
Aircraft Damage: Substantial
Defining Event: Sys/Comp malf/fail (non-power)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 30, 2018, about 1900 central daylight time, a Stearman A75N1 (PT17) airplane, sustained substantial damage when nosed over during the landing roll at the Kenosha Regional Airport (ENW), Kenosha, Wisconsin. The airline transport pilot, who was the sole occupant, was not injured, and the airplane sustained substantial damage to the rudder. The airplane was registered to and operated by a private individual as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident, and a flight plan was not filed. The local flight departed ENW about 1830.

According to the pilot, he had performed three touch and go maneuvers without the use of any braking. On the fourth and last planned landing roll out about 30 mph, the airplane experienced an excessive tail wheel shimmy due to a left brake assembly issue. About 25 mph, the airplane nosed over and came to rest inverted.

Postaccident examination of the airplane by a Federal Aviation Administration inspector revealed the left main wheel/brake assembly was locked, and the wheel/tire could not be rotated. Partial disassembly of the wheel/brake assembly revealed a failed retaining bolt for the brake backing plate, and a crack in the backing plate.

The pilot reported the specified brake lining to drum clearance was .008/.010 inches. The most recent annual inspection was completed on September 1, 2017, about 20 hours prior to the accident.

Pilot Information

Certificate: Airline Transport; Flight Instructor; Flight Engineer
Age: 58, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Rear
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s):  Airplane Multi-engine; Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 06/01/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 05/08/2018
Flight Time:   (Estimated) 22000 hours (Total, all aircraft), 100 hours (Total, this make and model), 16000 hours (Pilot In Command, all aircraft), 220 hours (Last 90 days, all aircraft), 80 hours (Last 30 days, all aircraft), 0.5 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Stearman
Registration: N64604
Model/Series: A75N1(PT17) 3
Aircraft Category: Airplane
Year of Manufacture: 1942
Amateur Built: No
Airworthiness Certificate: Aerobatic
Serial Number: 75-6811
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 09/01/2017, Annual
Certified Max Gross Wt.: 2950 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 5561 Hours at time of accident
Engine Manufacturer: Continental
ELT: C91 installed, activated, did not aid in locating accident
Engine Model/Series: W670-6A
Registered Owner: Sievers Raymond
Rated Power: 220 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: ENW, 742 ft msl
Distance from Accident Site: 5 Nautical Miles
Observation Time: 1800 CDT
Direction from Accident Site: 170°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 70°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.98 inches Hg
Temperature/Dew Point: 24°C / 10°C
Precipitation and Obscuration: No Precipitation
Departure Point: Kenosha, WI (ENW)
Type of Flight Plan Filed: None
Destination: Kenosha, WI (ENW)
Type of Clearance: VFR
Departure Time: 1830 CDT
Type of Airspace: Class D 

Airport Information

Airport: Kenosha Regional Airport (ENW)
Runway Surface Type: Asphalt
Airport Elevation: 742 ft
Runway Surface Condition: Dry
Runway Used: 07R
IFR Approach: None
Runway Length/Width: 3302 ft / 75 ft
VFR Approach/Landing: 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:  42.597222, -87.929444 (est)

Loss of Engine Power (Total): Grumman G-164A Ag Cat, N956X; accident occurred August 29, 2018 in Opelousas, St. Landry Parish, Louisiana

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Baton Rouge, Louisiana

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/N956X

Location: Opelousas, LA
Accident Number: CEN18LA357
Date & Time: 08/29/2018, 1130 CDT
Registration: N956X
Aircraft: Grumman G164
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 None
Flight Conducted Under:  Part 91: General Aviation - Personal 

On August 29, 2018, about 1130 central daylight time, a Grumman G-164A airplane, N956X, experienced a total loss of engine power while maneuvering over an open field near Opelousas, Louisiana. The pilot subsequently made an off-airport forced landing in the field. The private pilot was not injured. The airplane sustained substantial damage to the top wings and vertical stabilizer. The airplane was registered to Acadian Dusters LLC, Church Point, Louisiana, and operated by the pilot under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions were reported at the accident site about the time of the accident, and no flight plan had been filed. The local flight originated from Church Point about 1100.

According to the pilot's accident report, he was practicing crop dusting maneuvers when the engine lost all power. Being at low altitude, the pilot made a forced landing in an open muddy rice field, and the airplane nosed over. Post-accident examination of the engine revealed that two bolts that secure the left magneto had come loose and were missing. This disrupted the spark timing, resulting in a complete power loss. The magneto was identified as an American Bosh SB9RU-3 magneto, serial number BB3829, that was installed on January 13, 1998.

A Federal Aviation Administration inspector examined the airplane. In his e-mail, he reported finding two of the three bolts for the left magneto had come out. The safety wire was also broken. He stated the left magneto was barely holding on. The Sims coupling was heavily damaged as well. He could easily move the magneto around. 

Pilot Information

Certificate: Private
Age: 35, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Single
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 Without Waivers/Limitations
Last FAA Medical Exam: 10/31/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 04/14/2017
Flight Time:   208 hours (Total, all aircraft), 15 hours (Total, this make and model), 208 hours (Pilot In Command, all aircraft), 55 hours (Last 90 days, all aircraft), 35 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: Grumman
Registration: N956X
Model/Series: G164 A
Aircraft Category: Airplane
Year of Manufacture: 1968
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 507
Landing Gear Type: Tailwheel
Seats: 1
Date/Type of Last Inspection: 08/08/2018, Annual
Certified Max Gross Wt.: 4497 lbs
Time Since Last Inspection: Engines: 1 Reciprocating
Airframe Total Time: 12058 Hours as of last inspection
Engine Manufacturer: Pratt & Whitney
ELT: Not installed
Engine Model/Series: R985-14B
Registered Owner: Acadian Dusters LLC
Rated Power: 450 hp
Operator: On file
Operating Certificate(s) Held: Agricultural Aircraft (137)
Operator Does Business As:
Operator Designator Code: 3ZKG 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KOPL, 75 ft msl
Distance from Accident Site: 10 Nautical Miles
Observation Time: 1135 CDT
Direction from Accident Site: 45°
Lowest Cloud Condition: Scattered / 2800 ft agl
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 240°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.1 inches Hg
Temperature/Dew Point: 30°C / 21°C
Precipitation and Obscuration:
Departure Point: Church Point, LA (6LA5)
Type of Flight Plan Filed: None
Destination: Church Point, LA (6LA5)
Type of Clearance: None
Departure Time: 1100 CDT
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:  30.540833, -92.203611

Loss of Engine Power (Partial): Stoddard-Hamilton Glasair Super II RG, N8162H; accident occurred August 27, 2018 near Yuma Marine Corps Air Station/Yuma International Airport (KNYL), Arizona

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona
Superior Air Parts; Coppell, Texas

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


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

https://registry.faa.gov/N8162H

Location: Yuma, AZ
Accident Number: WPR18LA250
Date & Time: 08/27/2018, 1036 MST
Registration: N8162H
Aircraft:
Stoddard Hamilton GLASAIR SUPER IIS
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 27, 2018, at 1036 mountain standard time, an experimental amateur-built Stoddard Hamilton Glasair Super IIS RG airplane, N8162H, lost engine power and landed in a parking lot just short of Yuma Marine Corps Air Station/Yuma International Airport (NYL), Yuma, Arizona. The private pilot was not injured, and the airplane sustained substantial damage to the aft fuselage during the forced landing. The airplane was registered to Rich Airplanes LLC., and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed, and no flight plan had been filed. The cross-country flight originated from Montgomery-Gibbs Executive Airport, San Diego, California, at 0942 Pacific daylight time and destined for Marana Regional Airport, Marana, Arizona.

The pilot stated that he completed a preflight inspection prior to departure, and the airplane performed appropriately during the runup. The departure and climb were uneventful, and after reaching 9,500 ft mean sea level, he configured the airplane for cruise. About 35 minutes later the airplane's multifunction display indicated an "electrical problem, check voltage" alert. He noticed that the airplane's main battery was not charging, and that the alternator field toggle switch/circuit breaker had tripped off, but the alternator circuit breaker was still in. He reset the toggle switch, and the battery began to charge again, and all systems appeared normal. About 5 minutes later, the display indicated the same warning, and the toggle switch again tripped. He cycled the switch and the battery started to charge again.

About 2 minutes later he noticed that the engine manifold pressure was beginning to drop along with the airplane's airspeed. He stated that the fuel flow, fuel pressure, and oil pressure appeared normal, and he could not discern an appreciable reduction in cylinder head or exhaust gas temperatures (CHT, EGT). He selected an alternate fuel tank, turned on the auxiliary electrical fuel pump, and adjusted the throttle, with no change, and by now the multifunction displayed indicated the engine was producing 30% of its rated power.

The pilot declared an emergency with Yuma Radar Approach Control and was provided a local control frequency for NYL. He stated that the engine was still producing partial power when the local tower controller cleared him for an emergency landing on runway 17, and then changed the clearance to runway 21L, which was longer. The pilot stated that he was too high to land, so performed a 360° turn at the north end of the runway, but during the turn the engine lost all power, and the airplane landed short.

The airplane's multifunction display system was a Dynon SkyView Touch, which was configured to record an array of airframe and engine parameters, including main bus voltage. Examination of the recorded data revealed a voltage drop from 14.3 to 12.9 volts at 1017 and 1021, consistent with the pilot's recollection. The drops lasted 20 and 30 seconds respectively, after which normal voltage and current draw was restored. All other engine parameters remained unchanged during the excursions.

Forty seconds after the last voltage drop was restored, the manifold pressure decreased from 21 to 10 inches of mercury and the fuel flow from 10 to 4 gallons per hour (gph). A few seconds later the EGT and CHT's began to decrease. The manifold pressure and fuel flow remained steady for the next 9 minutes, following which they dropped to 7 inches of mercury and 0.7 gph respectively. The data ended about 3 minutes later.

The airplane was equipped with a fuel-injected XP series IO-361-J1HD2 engine, manufactured by Superior Air Parts. The engine was installed new on April 1, 2018, and a condition inspection was completed on April 24, 2018 before the first flight with the engine. At the time of the accident, the engine had accumulated about 91 hours of flight time since installation. Maintenance records indicated that during the period between the engine installation and accident, maintenance events were limited to routine oil changes, magneto timing adjustments, replacement of EGT and CHT probes, and the installation of a replacement alternator.

Postaccident examination of the engine revealed that the throttle linkage had detached from the throttle arm of the fuel injection servo. The rod end bearing (Heim joint) for the linkage, and the throttle arm were intact and undamaged, but the connecting bolt and its associated washers, castellated nut and cotter pin were not present (Photo 1). The butterfly valve within the throttle body was in the closed position, and the throttle lever in the cabin was in the full forward, "open" position.

Photo 1 – Throttle Linkage

Pilot Information

Certificate: Private
Age: 63, 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: 06/05/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 10/02/2017
Flight Time:  1598.4 hours (Total, all aircraft), 298.4 hours (Total, this make and model), 1598.4 hours (Pilot In Command, all aircraft), 74.4 hours (Last 90 days, all aircraft), 13.5 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Stoddard Hamilton
Registration: N8162H
Model/Series: GLASAIR SUPER IIS RG
Aircraft Category: Airplane
Year of Manufacture: 1995
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 2224
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 04/24/2018, Condition
Certified Max Gross Wt.: 2200 lbs
Time Since Last Inspection: 91 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2020.5 Hours as of last inspection
Engine Manufacturer: Superior Air Parts
ELT: C126 installed, not activated
Engine Model/Series: IO-361-J1HD2
Registered Owner: Rich Airplanes Llc
Rated Power: 200 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: KNYL, 213 ft msl
Distance from Accident Site: 2 Nautical Miles
Observation Time: 1757 UTC
Direction from Accident Site: 225°
Lowest Cloud Condition: Scattered / 20000 ft agl
Visibility:  7 Miles
Lowest Ceiling: None
Visibility (RVR): 
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: Variable
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.81 inches Hg
Temperature/Dew Point: 36°C / 14°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: San Diego, CA (MYF)
Type of Flight Plan Filed: None
Destination: Marana, AZ (AVQ)
Type of Clearance: VFR Flight Following
Departure Time: 0942 PDT
Type of Airspace: Class D

Airport Information

Airport: YUMA MCAS/YUMA INTL (NYL)
Runway Surface Type: Asphalt; Concrete
Airport Elevation: 213 ft
Runway Surface Condition: Dry
Runway Used: 21L
IFR Approach: None
Runway Length/Width: 9240 ft / 150 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:  32.670000, -114.593333