Sunday, October 20, 2019

Hard Landing: Eurocopter EC 135 P2+, N135LG; accident occurred February 07, 2017 in Beattyville, Lee County, Kentucky

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Louisville, Kentucky
 
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/N135LG



Location: Beattyville, KY
Accident Number: ERA17LA103
Date & Time: 02/07/2017, 0520 EST
Registration: N135LG
Aircraft: EUROCOPTER DEUTSCHLAND GMBH EC 135
Aircraft Damage: Substantial
Defining Event: Hard landing
Injuries: 3 None
Flight Conducted Under: Part 135: Air Taxi & Commuter - Non-scheduled - Air Medical (Medical Emergency) 

On February 7, 2017, about 0520 eastern standard time, a Eurocopter EC 135, N135LG, was substantially damaged following a hard landing near Beattyville, Kentucky. The pilot and two passengers were not injured. The helicopter departed from the Mt. Sterling base (IOB), Mt. Sterling, Kentucky, and was destined for St. Helens, Kentucky. Visual meteorological conditions prevailed and no flight plan was filed for the emergency medical flight conducted under the provisions of 14 Code of Federal Regulations Part 135.

According to the pilot, he was dispatched to an accident scene about 35 nautical miles from his base operations in Mt. Sterling. The pilot checked the weather and completed the risk assessment form. The forecast was for visual meteorological conditions and he departed for the scene sometime before 0500. He further stated that he climbed to 2,500 feet mean sea level and noted the winds to be from the south-west at 35 knots. He stated he was comfortable flying in these conditions, and had flown in these type winds several times before. Once he arrived at the landing zone, he was cautious of electrical wires that were next to the helipad, so he came over the wires at 100 feet to clear them and started to descend at a rate around 200 feet per minute. When he was just above the ground, he tried to increase collective but was unable to arrest the descent. He stated to the crew "this was going to be a hard landing". The helicopter bounced when it hit the ground and rolled over on the right side. The pilot told everyone to remain in the helicopter until the rotor stopped spinning to avoid injuries. After the rotor stopped spinning, all three occupants egressed the helicopter. The pilot stated there were no known mechanical deficiencies with the helicopter prior to the accident.

Examination of the wreckage by a Federal Aviation Administration inspector revealed that the helicopter came to rest on the right side. All four main rotor blades were destroyed during impact. All four main rotor pitch links were broken from impact as well as the rotating scissors. The tail boom was fractured at the horizontal stabilizer/fenestron mount. The tail rotor and vertical fin assembly were intact and the blades did not exhibit any damage. The upper left horizontal stabilizer vertical winglet exhibited impact damage from the main rotors. The pilot's windshield and skylight were broken out and the nose bow area was crushed.



Pilot Information

Certificate: Airline Transport
Age: 67, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): Airplane; Helicopter
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 06/08/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 04/29/2016
Flight Time:  12952 hours (Total, all aircraft), 1089 hours (Total, this make and model), 9908 hours (Pilot In Command, all aircraft), 25 hours (Last 90 days, all aircraft), 9 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: EUROCOPTER DEUTSCHLAND GMBH
Registration: N135LG
Model/Series: EC 135 P2+
Aircraft Category: Helicopter
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 0731
Landing Gear Type: Ski;
Seats: 5
Date/Type of Last Inspection: 01/23/2017, AAIP
Certified Max Gross Wt.: 6415 lbs
Time Since Last Inspection:
Engines: 2 Turbo Shaft
Airframe Total Time: 3665 Hours as of last inspection
Engine Manufacturer: P&W CANADA
ELT: C126 installed, not activated
Engine Model/Series: PW206B
Registered Owner: AIR METHODS CORP
Rated Power: 431 hp
Operator: AIR METHODS CORP
Operating Certificate(s) Held: Commuter Air Carrier (135) 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Dawn
Observation Facility, Elevation: JKL
Distance from Accident Site: 16 Nautical Miles
Observation Time: 0453 EST
Direction from Accident Site: 90°
Lowest Cloud Condition: Unknown
Visibility:  10 Miles
Lowest Ceiling: Broken
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual:
Wind Direction: Variable
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.82 inches Hg
Temperature/Dew Point: 14°C / 10°C
Precipitation and Obscuration:
Departure Point: MOUNT STERLING, KY (IOB)
Type of Flight Plan Filed: Company VFR
Destination: St. Helens, KY
Type of Clearance: None
Departure Time:
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 2 None
Aircraft Fire: None
Ground Injuries:N/A 
Aircraft Explosion: None
Total Injuries: 3 None
Latitude, Longitude: 37.557778, -83.706111 (est)

Loss of Engine Power (Total): Cessna 150H, N23473; accident occurred November 10, 2016 in Snow Hill, Greene County, North Carolina


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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Greensboro, North Carolina

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

Investigation Docket - National Transportation Safety Board: https://dms.ntsb.gov/pubdms 
 
http://registry.faa.gov/N23473




Location: Snow Hill, NC
Accident Number: ERA17LA045
Date & Time: 11/10/2016, 0540 EST
Registration: N23473
Aircraft: CESSNA 150
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal

On November 10, 2016, about 0540 eastern standard time, a privately owned and operated Cessna 150H, N23473, nosed over during a forced landing in a field near Snow Hill, North Carolina. The private pilot and one passenger were not injured, and the airplane was substantially damaged. Visual meteorological conditions prevailed at the time and no flight plan was filed for the personal flight that was conducted under the provisions of 14 Code of Federal Regulations Part 91. The flight originated about 35 minutes earlier from Raleigh East Airport (W17), Knightdale, North Carolina, and was destined for Kinston Regional Jetport at Stallings Field (ISO), Kinston, North Carolina.

The pilot stated that he performed a preflight inspection of the airplane and no discrepancies were reported. The flight departed with about 13 gallons of automotive fuel, and about 35 minutes after takeoff during cruise flight at 3,000 ft mean sea level, the engine suddenly lost power. He immediately applied carburetor heat which remained on, and about 1 to 2 times, the engine surged to full power but, "immediately died back off." Attempts to restore engine power were unsuccessful. He turned to fly to a nearby airport, but executed a forced landing in a field. While descending, he reported the propeller continued to windmill. After the nose landing gear contacted the ground, the airplane nosed over.

Examination of the inverted airplane was performed the same day by a Federal Aviation Administration (FAA) inspector. The examination revealed no visible fuel in the left fuel tank, while fuel was found in the right fuel tank. The carburetor bowl contained a normal amount of uncontaminated fuel, and the inlet screen was clean. The float assembly moved easily with no binding noted. There were no marks on the float indicating it had been rubbing against the interior surface of the carburetor bowl. The needle valve and seat operated normally with no contamination or binding, and the venturi of the carburetor appeared satisfactory. The fuel strainer also contained a normal amount of uncontaminated fuel, as did the flexible fuel hose from the fuel strainer to the carburetor. Examination of the air induction and exhaust systems revealed no evidence of blockage. Engine control continuity was confirmed from the cockpit to each respective control in the engine compartment; the controls were properly rigged. The carburetor heat door was in the position to apply carburetor heat with no discrepancies noted. The magnetos which were tightly secured to the accessory case, were operated by hand actuation and produced spark at all ignition leads; the magnetos were retained for further examination. Inspection of the ignition system revealed the spark plugs were "…dark charcoal around the outer perimeter and a light gray to whitish on the ground and center electrodes, very slight carbon buildup in the recessed center electrode area was observed…." Operational testing and disassembly inspection of the ignition switch revealed no discrepancies. Examination of the P-leads revealed the shielding of the left magneto was cracked, however, there was no path to ground for either p-lead. Crankshaft, camshaft, and valve train continuity was confirmed, and adequate oil supply remained.

According to the pilot who was present for recovery, after the airplane was uprighted the same day, fuel began leaking from the left fuel vent line. He estimated that the left fuel tank contained about 4 to 5 gallons of fuel.

Operational testing of the magnetos was performed at a FAA approved repair station; no evidence of preimpact failure or malfunction was noted.

A surface weather observation at Wayne Executive Jetport Airport (GWW) at 0545, indicated the temperature and dewpoint were 07° and 04°C, respectively. The accident site was located about 110°and 8 nautical miles from GWW.

According to Federal Aviation Administration (FAA) Special Airworthiness Information Bulletin (SAIB) CE-09-35 related to carburetor ice, the environmental conditions at the time were conducive for serious icing at cruise power.



Pilot Information

Certificate: Private
Age: 31, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
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: 01/22/2013
Occupational Pilot:No
Last Flight Review or Equivalent: 05/09/2016
Flight Time:  200.6 hours (Total, all aircraft), 172.7 hours (Total, this make and model), 145.9 hours (Pilot In Command, all aircraft), 83.5 hours (Last 90 days, all aircraft), 30 hours (Last 30 days, all aircraft), 2.3 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N23473
Model/Series: 150 H
Aircraft Category: Airplane
Year of Manufacture: 1968
Amateur Built: No
Airworthiness Certificate: Utility
Serial Number: 15068973
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 02/20/2016, Annual
Certified Max Gross Wt.: 1600 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 5556.57 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: Installed, not activated
Engine Model/Series:O-200-A 
Registered Owner: On file
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: Not Reported
Observation Facility, Elevation: GWW, 133 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 0545 EDT
Direction from Accident Site: 290°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 310°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.12 inches Hg
Temperature/Dew Point: 7°C / 4°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Knightdale, NC (W17)
Type of Flight Plan Filed: None
Destination: Kinston, NC (ISO)
Type of Clearance: None
Departure Time: 0505 EST
Type of Airspace: 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 35.416111, -77.813611

Loss of Engine Power (Total): Taylorcraft BC12-D, N94919; accident occurred October 17, 2016 at Brook Bridge Aerodrome (8GA9), Griffin, Spalding County, Georgia

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Atlanta, Georgia

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/N94919

Location: Vaughn, GA
Accident Number: ERA17LA020
Date & Time: 10/17/2016, 1100 EDT
Registration: N94919
Aircraft: TAYLORCRAFT BC12 D
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 Minor
Flight Conducted Under: Part 91: General Aviation - Instructional 

On October 17, 2016, about 1100 eastern daylight time, a Taylorcraft BC12-D, N94919, was substantially damaged following a total loss of engine power during takeoff and subsequent forced landing at Brook Bridge Aerodrome (8GA9), Vaughn, Georgia. The flight instructor and a student pilot incurred minor injuries. Visual meteorological conditions prevailed and no flight plan was filed for the local instructional flight. The airplane was operated under the provisions of 14 Code of Federal Regulations Part 91.

According to the flight instructor, their intention was to fly the airplane around the traffic pattern for a few touch-and-go landings prior to departing for North Carolina, where the airplane would be hangared. The flight instructor taxied the airplane up and down the runway three times to get himself and the student pilot comfortable with tail wheel handling before takeoff. The flight instructor then taxied to the end of the runway and performed the engine run-up. He stated that shortly after takeoff, approximately 30 feet above ground level, the engine started losing power and seconds later lost all power. The flight instructor tried to land the airplane on the runway, however he "landed hard" and the left main landing gear separated. The left wing tip struck the ground, and the engine compartment and propeller struck the runway before the airplane ground-looped and the right main landing gear separated.

Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that the left wing main spar was fractured mid-wing. Both main landing gear were separated. The propeller had one blade bent aft around the engine cowling and the other blade was straight. Examination of the engine did not reveal any obvious mechanical deficiencies.

Review of maintenance records revealed that the airplane's most recent annual inspection was completed on August 28, 2016, at a recorded total airframe time of 2911.3 hours. The engine time since major overhaul was recorded as 62.5 hours.

The recorded weather at Griffin-Spalding County Airport (6A2), located 7 miles to the southeast of 8GA9, at 1055 was, wind 170° at 4 knots, visibility 10 statute miles, temperature 24° Celsius (C), dew point temperature 18° C, altimeter 30.14 inches of mercury.

The temperature and dew point were plotted on the carburetor icing probability chart. Their intersection was within the serious icing range for glide power.

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 49, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine; Instrument Airplane
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 06/30/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 04/17/2015
Flight Time:  2000 hours (Total, all aircraft), 90 hours (Total, this make and model), 1900 hours (Pilot In Command, all aircraft)

Student Pilot Information

Certificate: Student
Age: 48, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s):None 
Restraint Used: Lap Only
Instrument Rating(s): None
Second Pilot Present:Yes 
Instructor Rating(s): None
Toxicology Performed:No 
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 03/17/2011
Occupational Pilot: No
Last Flight Review or Equivalent: 
Flight Time: 183 hours (Total, all aircraft), 1 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: TAYLORCRAFT
Registration: N94919
Model/Series: BC12 D D
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 9319
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 08/28/2016, Annual
Certified Max Gross Wt.: 1200 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 2911.3 Hours as of last inspection
Engine Manufacturer: Continental
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: A65-8F
Registered Owner: SKUNKWORKS III RESEARCH INC
Rated Power: 65 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: 6A2, 958 ft msl
Distance from Accident Site: 7 Nautical Miles
Observation Time: 1455 UTC
Direction from Accident Site: 115°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 170°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.14 inches Hg
Temperature/Dew Point: 24°C / 18°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Vaughn, GA (8GA9)
Type of Flight Plan Filed: None
Destination: Vaughn, GA (8GA9)
Type of Clearance: None
Departure Time: 1100 EDT
Type of Airspace:

Airport Information

Airport: BROOK BRIDGE AERODROME (8GA9)
Runway Surface Type: Grass/turf
Airport Elevation: 820 ft
Runway Surface Condition: Dry
Runway Used: 20
IFR Approach: None
Runway Length/Width: 2970 ft / 150 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 2 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Minor
Latitude, Longitude: 33.276111, -84.410278 (est)

Ground Resonance: Schweizer 269C-1, N6148D; accident occurred July 16, 2016 at Tom B. David Airport (KCZL), Calhoun, Gordon County, Georgia

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; College Park, Georgia
Sikorsky Aircraft Corporation; Stratford, Connecticut

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

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

 
http://registry.faa.gov/N6148D


Location: Calhoun, GA
Accident Number: ERA16LA261
Date & Time: 07/16/2016, 1315 EDT
Registration: N6148D
Aircraft: SCHWEIZER 269C
Aircraft Damage: Substantial
Defining Event: Ground resonance
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 16, 2016, about 1315 eastern daylight time, a Schweizer 269C-1, N6148D, was substantially damaged after it experienced ground resonance while on a taxiway at the Tom B David Field Airport (CZL), Calhoun, Georgia. The commercial pilot and a commercial pilot rated passenger were not injured. The helicopter was being operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed for the local flight, which originated about 15 minutes earlier from CZL.

The commercial pilot, who was seated in the right seat flew with the helicopter's owner earlier that day for a demonstration flight which included the owner performing several autorotative landings to either touchdown or power recovery. At the conclusion of that flight, the owner exited the helicopter and a commercial-rated pilot who was a friend of the owner boarded the left seat of the helicopter. The helicopter subsequently departed and while in the vicinity of the airport, the left seat pilot flew the helicopter briefly. After about 10 to 15 minutes, the right seat pilot landed the helicopter uneventfully on a taxiway and remained there between 30 seconds and 1 minute with the engine at idle. While there, they discussed the differences between helicopters equipped with a correlator and a governor to maintain rpm, which they intended to operationally test. The right seat pilot guarded the collective in the down position with his hand and slowly applied throttle. As the rpm increased he reported feeling a shake, then a "boom boom" sound and noticed a vibration, which he identified from training as ground resonance. He reduced throttle but the vibration increased. At that time, the left seat pilot advised him to pick the helicopter off the ground, and attempted to assist by raising the collective. The throttle was advanced and with the rpm near the green arc the helicopter began shaking and did not become airborne, although the collective was raised. The main rotor blades contacted the tailboom several times and the right seat pilot attempted to locate the rotor brake, and then turned off the ignition switch.

The helicopter was equipped with four poppet type nitrogen charged hydraulic units in the landing gear assembly designed to dampen landing shock and help prevent ground resonance. The dampers were mounted between the helicopter center frame section and the landing gear skids (two for each skid, left-and right-hand sides).

All skid dampers were marked for location, removed from the helicopter and tested at the damper manufacturer's facility. A representative of the type certificate holder for the helicopter, Sikorsky Aircraft Corporation (Sikorsky), was present, along with a Federal Aviation Administration (FAA) inspector. A report of results was subsequently prepared by the representative of Sikorsky.

Testing of each damper was performed twice using a load cell to apply pressure and a computer to record the stroke versus the load required for compression. The computer program was the same as used to verify proper assembly and operation of new production dampers. According to the report, all dampers failed the load stroke test. The left forward damper was out of limits at the low range compression test point and very low at the ultimate load range. The right forward damper was within limits at the low range compression test point and very low at the ultimate load range. The left rear damper was high at the initial yield point and slightly low at the ultimate load range. The right rear damper was out of limits high during the load stroke test, and did not reach full travel stroke with the load reading at the maximum range limit. The dampers were not disassembled following testing; therefore, the fluid levels were not determined.

A review of the maintenance records revealed an entry dated November 11, 2013, at helicopter total time 2,038.8 hours, indicating, "recharged all 4 landing gear dampers with nitrogen utilizing [Sikorsky formerly] Schweizer special tools. Work accomplished IAW Model 269C-1 [Handbook of Maintenance Instructions] HMI [Appendix] C. [Forward] dampers charged to 350 psi and aft dampers charged to 725 psi."

On April 15, 2014, the certificate holder issued 269C-1 Helicopter Alert Service Bulletin (ASB) C1B-041 specifying a one-time load/stroke inspection of landing gear dampers to be performed at an overhaul or repair facility. The ASB was not incorporated into the HMI, and was not considered mandatory for Part 91 operators. Appendix C of the HMI was revised by Sikorsky on October 15, 2014 to include the complete load/stroke inspection criteria as well as directions for obtaining the load/stroke inspection apparatus. Additionally, instructions were included for fabricating parts that are used to attach the landing gear damper to the load/strike inspection apparatus. According to the FAA inspector, there was no record that the ASB had been complied with.

The helicopter's latest Annual/100-Hour inspection was performed on May 12, 2015, and the helicopter had been operated about 61 hours since then.

Section 12-14 of the HMI specifies the dampers are to be inspected for operation and condition, and for damper extension on airframe at each 100-Hour inspection or every 6 months, whichever occurred first. A note in section 12-11 of the HMI pertaining to the dampers states that after initial testing at Sikorsky and subsequent use on the helicopter, original charging pressure will decrease to a slightly lower operating pressure. There is no specified maintenance procedure for only charging the dampers, but the damper overhaul manual Appendix C to HMI, does specify a charging procedure associated with damper repair or overhaul. The overhaul manual also specifies that incorrect fluid levels, improper pressure or inoperable valving will deteriorate the damping capabilities of the landing gear dampers, which may result in ground resonance and destruction of the helicopter.

The airframe manufacturer representative was asked whether the findings of the accident dampers could have been detected during on-airframe testing in accordance with section 12-11 of the HMI. The representative indicated that 2 of the 4 dampers that were underserviced would have been detected in the on-airframe test, the left rear damper that was slightly low would likely have passed the on-airframe testing, and the right rear damper that was overserviced would not have been detected in the on-airframe test. The representative also indicated that they thought about developing a test to identify an overserviced damper, but could not come up with a plan/test that was definable. The representative was also asked if they would consider adding the ASB into their HMI, but a different representative indicated their engineering department determined that action was not necessary because the helicopter was out of annual inspection at the time of the accident, and also because they believed the improperly serviced dampers would have been detected during the damper extension test at an annual inspection.

Helicopter Flying Handbook publication FAA-H-8083-21A states that with respect to ground resonance, if the main rotor rpm is low, the only corrective action to stop ground resonance is to close the throttle immediately and fully lower the collective to place the main rotor blades in low pitch. If the rpm is in the normal operating range, fly the helicopter off the ground and allow the blades to rephrase themselves automatically.

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 35, Male
Airplane Rating(s): None
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Helicopter
Second Pilot Present: Yes
Instructor Rating(s): Helicopter; Instrument Helicopter
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 03/07/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 10/03/2014
Flight Time:  1832 hours (Total, all aircraft), 1758 hours (Pilot In Command, all aircraft), 225 hours (Last 90 days, all aircraft), 61 hours (Last 30 days, all aircraft)

Other Flight Crew Information

Certificate: Flight Instructor; Commercial
Age: 37, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): Helicopter
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 02/05/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 04/01/2016
Flight Time:   710 hours (Total, all aircraft), 104 hours (Total, this make and model), 664 hours (Pilot In Command, all aircraft), 154 hours (Last 90 days, all aircraft), 61 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: SCHWEIZER
Registration: N6148D
Model/Series: 269C 1
Aircraft Category: Helicopter
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 0078
Landing Gear Type: Skid
Seats: 2
Date/Type of Last Inspection: 05/12/2015, Annual
Certified Max Gross Wt.: 1750 lbs
Time Since Last Inspection: 4 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2330.1 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: Not installed
Engine Model/Series: HO-360-C1A
Registered Owner: On file
Rated Power: 180 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: CZL, 656 ft msl
Distance from Accident Site:
Observation Time: 1315 EDT
Direction from Accident Site:
Lowest Cloud Condition: Scattered / 9000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 180°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.08 inches Hg
Temperature/Dew Point: 33°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Calhoun, GA (CZL)
Type of Flight Plan Filed: None
Destination: Calhoun, GA (CZL)
Type of Clearance:None 
Departure Time: 1300 EDT
Type of Airspace: 

Airport Information

Airport: Tom B David Field Airport (CZL)
Runway Surface Type: N/A
Airport Elevation: 656 ft
Runway Surface Condition:
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None

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: 34.455278, -84.939167 (est)

Loss of Engine Power (Partial): Champion 7ECA Citabria, N5094X; accident occurred April 19, 2016 at Birchwood Pocono Airpark (abandoned), Tannersville, Pocono Township, Pennsylvania

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

Additional Participating Entity: 

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

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

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

http://registry.faa.gov/N5094X

Location: Tannersville, PA
Accident Number: ERA16LA166
Date & Time: 04/19/2016, 1430 EDT
Registration: N5094X
Aircraft: CHAMPION 7ECA
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On April 19, 2016, at 1430 eastern daylight time, a Champion 7ECA, N5094X, was substantially damaged during a forced landing to an abandoned airport in Tannersville, Pennsylvania. The pilot and passenger were not injured. The airplane was registered to and operated by East Penn Flying Club, in accordance with Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed and no flight plan was filed for the local flight that departed Allentown Queen City Municipal Airport (XLL), Allentown, Pennsylvania, at 1230.

According to the pilot, while returning from a local flight, he was at a cruise altitude of 2,800 ft above ground level when the engine began to "sputter and [lose] power." He set the mixture to the full rich position and applied the carburetor heat in an attempt to restore power, but both efforts had no effect. The airplane continued to lose altitude and the pilot made an emergency landing at an abandoned airfield. During the landing roll, the pilot lost control of the airplane and "ground looped." The pilot stated that after he landed he checked the fuel in both tanks and noted an undetermined amount of fuel in both fuel tanks.

Examination of the airplane by a Federal Aviation Administration inspector revealed that it came to rest on the left wing. The left wing was buckled, and the left landing gear separated from the fuselage. During an examination of the fuel system, he noted that the airplane was not equipped with a fuel selector. The right tank was not breached but found empty and left tank was about half full. An examination of the engine did not reveal evidence any preimpact anomalies.

At 1435, the recorded weather, about 43 miles and 190° from the accident site, at XLL was: Wind 360° at 10 knots; visibility 7 statute miles; sky condition clear; temperature 50° F; dew point; 36° F; altimeter 30.08 inches of mercury.

The temperature and dew point spread were plotted on a carburetor icing probability chart. Their intersection was within the serious icing at cruise power and serious icing at glide power setting envelope.

Pilot Information

Certificate: Private
Age: 76, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Front
Other Aircraft Rating(s): None
Restraint Used:
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: 01/14/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 07/20/2015
Flight Time: (Estimated) 1378 hours (Total, all aircraft), 368 hours (Total, this make and model), 1378 hours (Pilot In Command, all aircraft), 11 hours (Last 90 days, all aircraft), 8 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: CHAMPION
Registration: N5094X
Model/Series: 7ECA NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1969
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 653
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 01/07/2016, Annual
Certified Max Gross Wt.: 1650 lbs
Time Since Last Inspection: 15 Hours
Engines: 1 Reciprocating
Airframe Total Time: 4219 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C91 installed, not activated
Engine Model/Series: O235C1
Registered Owner: On file
Rated Power: 115 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: XLL, 399 ft msl
Distance from Accident Site: 37 Nautical Miles
Observation Time: 1435 EDT
Direction from Accident Site: 180°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 12 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 330°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.08 inches Hg
Temperature/Dew Point: 10°C / 2°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: ALLENTOWN, PA (XLL)
Type of Flight Plan Filed: None
Destination: ALLENTOWN, PA (XLL)
Type of Clearance: Traffic Advisory; VFR
Departure Time: 1230 EDT
Type of Airspace: Class E

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 41.064444, -75.251944 (est)

Loss of Control in Flight: Beech A36 Bonanza, N4314S; accident occurred December 22, 2015 near Deck Airport (9D4), Myerstown, Lebanon County, Pennsylvania

View of front of airplane from left side showing nose damage.


View of front of airplane from right side showing nose damage.


View of left side of fuselage showing buckling at wing root.



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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Harrisburg, Pennsylvania
Continental Motors; Mobile, Alabama
Textron; Wichita, Kansas

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/N4314S

Gary Deck Sr., manager of Deck Airport , explains how a Beech A36 Bonanza crashed on takeoff December 22nd, 2015, seriously injuring the four men inside it.

Location: Myerstown, PA
Accident Number: ERA16LA077
Date & Time: 12/22/2015, 1735 EST
Registration: N4314S
Aircraft: BEECH A36
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 4 Serious
Flight Conducted Under: Part 91: General Aviation - Personal

On December 22, 2015, about 1735 eastern standard time, a Beech A36, N4314S, was substantially damaged following a collision with terrain during climbout near Myerstown, Pennsylvania. The commercial pilot and three passengers sustained serious injuries. The airplane was privately owned and operated under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Instrument meteorological conditions were reported at the airport about the time of the accident, and an instrument flight plan was filed. The flight was originating at the time of the accident.

According to the pilot, after conducting his preflight inspection he prepared for departure. He noted that a "haze" started to fill around the airport but was not concerned with weather related issues. He conducted a pre-takeoff run up and everything checked out "ok." He taxied to the runway and started the takeoff roll; as the airplane reached take off speed he rotated, got airborne and reached over to raise the landing gear. He said that it "seemed" like he had a loss of engine power and when he checked the instrument panel, he noticed that the attitude indicator was on a 10 to 15 degree left bank. He immediately leveled the wings and kept the yoke "back" to continue the climb. However the airplane impacted the ground and "bounced" before coming to a stop.

Initial examination of the airplane by a Federal Aviation Administration (FAA) inspector revealed that the engine's bottom side sustained impact-related damage that displaced the induction system, fractured the oil sump, and damaged the engine nacelle, all of which precluded a test run. Besides the impact-related damage, no pre-accident anomalies were noted that would have prevented the engine from being able to produce full, rated power. The engine's fuel system components were removed from the aircraft for further examination and testing. The components were tested on production test stands using production specifications. Though the components did not meet production specifications throughout their entire test ranges, they were capable of performing their normal functions adequately and with any differences between the specifications. The observed values can be attributed to normal adjustments that are conducted in the field by maintenance personnel. No pre-accident anomalies were noted with any of the components that would have precluded their ability to perform normally.



Pilot Information

Certificate:Commercial; Private
Age: 37, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap Only
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 10/21/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 08/20/2015
Flight Time:  914 hours (Total, all aircraft), 133 hours (Total, this make and model), 144 hours (Last 90 days, all aircraft), 43 hours (Last 30 days, all aircraft), 3.2 hours (Last 24 hours, all aircraft)



Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N4314S
Model/Series: A36 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Utility
Serial Number: E-681
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 01/18/2015, Annual
Certified Max Gross Wt.: 3650 lbs
Time Since Last Inspection: 180 Hours
Engines: 1 Reciprocating
Airframe Total Time: 4559.17 Hours as of last inspection
Engine Manufacturer: Teledyne Continental
ELT: C91A installed, not activated
Engine Model/Series: IO-520-BB
Registered Owner: AB HOLDINGS LLC
Rated Power: 285 hp
Operator: On file
Operating Certificate(s) Held: None



Meteorological Information and Flight Plan

Conditions at Accident Site: Instrument Conditions
Condition of Light: Night
Observation Facility, Elevation: MUI, 4878 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 1758 EST
Direction from Accident Site: 295°
Lowest Cloud Condition: Unknown
Visibility:  6 Miles
Lowest Ceiling: Overcast / 700 ft agl
Visibility (RVR):
Wind Speed/Gusts: 2 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 30°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.98 inches Hg
Temperature/Dew Point: 11°C / 11°C
Precipitation and Obscuration: No Obscuration; Light - In the Vicinity - Drizzle
Departure Point: Myerstown, PA (9D4)
Type of Flight Plan Filed: IFR
Destination: Parkersburg, WV (PKB)
Type of Clearance: IFR
Departure Time: 1730 EST
Type of Airspace: Class G



Airport Information

Airport: Deck Airport (9D4)
Runway Surface Type: Asphalt
Airport Elevation: 5233 ft
Runway Surface Condition: Dry
Runway Used: 1/19
IFR Approach: None
Runway Length/Width: 3786 ft / 50 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 3 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 4 Serious
Latitude, Longitude: 40.352222, -76.329722 (est)