Saturday, December 07, 2019

Loss of Control in Flight: Piper PA-28R-201 Arrow III, N52737; accident occurred November 11, 2018 at Cannon Creek Airpark (15FL), Lake City, Columbia County, Florida



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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Orlando, Florida

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/N52737 

Location: Lake City, FL
Accident Number: ERA19LA041
Date & Time: 11/11/2018, 1314 EST
Registration: N52737
Aircraft: Piper PA28R
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 3 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On November 11, 2018, about 1314 eastern standard time, a Piper PA-28R-201, N52737, was substantially damaged when it impacted the ground during the initial climb after takeoff from Cannon Creek Airpark (15FL), Lake City, Florida. The private pilot and two passengers were seriously injured, and one passenger sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The right front seat passenger stated that as soon as they took off, he knew something was wrong because the airplane was not climbing very fast. He thought the airplane was going to touch back down on the runway when he noticed the airplane's nose going "up and down." The airplane made several nose-up and nose-down oscillations before going to the left side of the runway and contacting tree tops. The airplane then impacted the ground and cartwheeled.

The pilot stated that he remembered the takeoff roll. He stated he was "having difficulty getting the airplane in the air." The next thing he remembered was waking up in the hospital several days later.

A witness, who was parked on the side of the runway to watch the airplane taking off, stated he observed the pilot perform a preflight engine run-up and the airplane begin the departure on runway 27, a 2,600 ft-long turf runway. The wind was a right quartering tailwind at an estimated velocity about 8 to 10 mph. He thought the pilot "forced" the airplane off the ground and it immediately began "oscillations." When the airplane appeared to be near stall speed, the nose lowered and would then raise again, which repeated until the airplane contacted some tree tops. He further stated that each time the airplane oscillated, it resulted in a lower altitude.

Another witness, who was also a pilot, watched the airplane during the takeoff. He stated that it appeared as if the accident pilot had "pulled" the airplane off the ground too early, and he watched as the airplane "porpoised" 3 to 4 times down the runway, while flying at or near stall speed. The witness further described that there was no change in the engine's sounded throughout the takeoff, and that it appeared to be running well the entire time.

Examination of the wreckage by a Federal Aviation Administration (FAA) inspector revealed that the airplane's wings sustained buckling and tears. The left main landing gear collapsed. The fuselage had buckling along its length aft to the elevator. The rudder was undamaged.

The four seat, low-wing, tricycle gear airplane was manufactured in 1989. It was powered by a Lycoming IO-360 series, 200-horsepower engine, equipped with a two-bladed McCauley propeller.

The pilot held a private pilot certificate, with ratings for airplane single-engine land and instrument airplane. His FAA third class medical certificate was issued on August 20, 2015. He reported 3,583 total hours of flight experience at that time.

Pilot Information

Certificate: Private
Age: 75, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
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: 08/20/2015
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 3583 hours (Total, all aircraft)




Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N52737
Model/Series: PA28R 201
Aircraft Category: Airplane
Year of Manufacture: 1989
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28-37021
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection:  Unknown
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Lycoming
ELT: 
Engine Model/Series: IO-360
Registered Owner: On file
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: KGNV, 123 ft msl
Distance from Accident Site: 34 Nautical Miles
Observation Time: 1806 UTC
Direction from Accident Site: 144°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 2700 ft agl
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 60°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.19 inches Hg
Temperature/Dew Point: 25°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Lake City, FL (15FL)
Type of Flight Plan Filed: None
Destination: Lake City, FL (15FL)
Type of Clearance: None
Departure Time: 1314 EST
Type of Airspace:

Airport Information

Airport: Cannon Creek Airpark (15FL)
Runway Surface Type: Grass/turf
Airport Elevation: 125 ft
Runway Surface Condition: Dry
Runway Used: 27
IFR Approach: None
Runway Length/Width: 2600 ft / 50 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: 2 Serious, 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Serious, 1 Minor
Latitude, Longitude: 30.150556, -82.665000 (est)

Loss of Engine Power (Partial): Cessna 172S Skyhawk, N924MM; accident occurred October 18, 2018 at Lynchburg Regional Airport (KLYH), Campbell County, Virginia


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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Richmond, Virginia
Liberty University; Lynchburg, Virginia

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


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

https://registry.faa.gov/N924MM

Location: Lynchburg, VA
Accident Number: ERA19LA019
Date & Time: 10/18/2018, 1057 EDT
Registration: N924MM
Aircraft: Cessna 172
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional

On October 18, 2018, about 1057 eastern daylight time, a Cessna 172S, N924MM, was substantially damaged following a partial loss of engine power and forced landing after takeoff from Lynchburg Regional Airport (LYH), Lynchburg, Virginia. The flight instructor and the student pilot were not injured. The airplane was operated by Liberty University under the provisions of Title14 Code of Federal Regulations part 91 as an instructional flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight that was originating at the time of the accident.

The flight instructor, who was in the right cockpit seat, reported that ground operations were normal, including pretakeoff engine indications. The student performed the takeoff on runway 4. After flap retraction, about 200 feet above the ground, they observed an engine vibration and the airplane shuddered. They noted a decrease in engine RPM with degraded performance. The flight instructor took the controls and noted that the airspeed had dropped to just above stall speed and the stall warning horn sounded. He lowered the airplane's nose to prevent a stall and attempted to land on the intersecting runway 35. The airplane touched down with about 100 feet of runway remaining. Realizing that he could not stop the airplane within the remaining runway, the instructor steered the airplane to the right to avoid a steep drop-off under the extended centerline of the runway. The airplane departed the runway surface, collided with a drainage ditch, and came to a stop in the grass in a nose down position. The pilots egressed the airplane and were met by first responders.

A Federal Aviation Administration inspector responded to the accident site and examined the wreckage. He reported that the outboard portion of the left wing sustained structural damage during the landing. The propeller struck the ground during the event.The inspector examined the engine after the recovery of the wreckage. A cylinder pressure/leak check (with 80 psi input pressure) was performed. The Nos. 1, 3, and 4 cylinder readings were 74, 74, and 78 psi, respectively. The No. 2 cylinder read 22 psi. The No. 2 cylinder spark plugs were oil soaked. The No. 2 exhaust valve was stuck open; air could be heard escaping past the valve. There were no cracks or leaks observed in the cylinder body. The engine had accumulated 2,106 hours since overhaul, and the manufacturer's overhaul interval on the engine was 2,200 hours.



Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 22, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 12/21/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 05/21/2018
Flight Time:  328 hours (Total, all aircraft), 282 hours (Total, this make and model), 278 hours (Pilot In Command, all aircraft), 81 hours (Last 90 days, all aircraft), 37 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Student Pilot Information

Certificate: Student
Age: 20, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 12/14/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  4 hours (Total, all aircraft), 4 hours (Total, this make and model), 0 hours (Pilot In Command, all aircraft), 4 hours (Last 90 days, all aircraft), 4 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N924MM
Model/Series:172 S 
Aircraft Category: Airplane
Year of Manufacture: 2010
Amateur Built: No
Airworthiness Certificate: Normal; Utility
Serial Number: 172S11056
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 08/17/2018, 100 Hour
Certified Max Gross Wt.: 2550 lbs
Time Since Last Inspection: 78 Hours
Engines: 1 Reciprocating
Airframe Total Time: 3592 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C126 installed, not activated
Engine Model/Series: IO-360-L2A
Registered Owner: Liberty University
Rated Power: 180 hp
Operator: Liberty University
Operating Certificate(s) Held: Pilot School (141)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: LYH, 938 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1054 EDT
Direction from Accident Site:
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 360°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.45 inches Hg
Temperature/Dew Point: 12°C / 1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Lynchburg, VA (LYH)
Type of Flight Plan Filed: None
Destination: Lynchburg, VA (LYH)
Type of Clearance: VFR
Departure Time: 1056 EDT
Type of Airspace: Class D

Airport Information

Airport: Lynchburg Regional (LYH)
Runway Surface Type: Asphalt
Airport Elevation: 938 ft
Runway Surface Condition: Dry
Runway Used: 04
IFR Approach: None
Runway Length/Width: 7100 ft / 150 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: 37.330000, -79.200000 (est)

Collision During Landing: Stolp SA300 Starduster Too, N503CM; accident occurred October 12, 2018 near Maidment Field Airport (7MS3), Byhalia, Marshall County, Mississippi



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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Jackson, Mississippi

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.govN503CM


Location: Byhalia, MS
Accident Number: ERA19LA016
Date & Time: 10/12/2018, 1345 CDT
Registration: N503CM
Aircraft: SA300 Starduster
Aircraft Damage: Substantial
Defining Event: Collision during takeoff/land
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal

On October 12, 2018, about 1345 central daylight time, an experimental amateur-built SA300 Starduster, N503CM, was substantially damaged when it struck trees during final approach to land at Maidment Field Airport (7MS3), Byhalia, Mississippi. The private pilot was seriously injured. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight, which originated about 1315. The personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

According to the pilot, the purpose of the flight was to practice landings on runway 35 at 7MS3. He departed and flew over a nearby town and noted that the air was "quite turbulent," which he did not notice on the ground. On the way back, the pilot entered the downwind leg of the traffic pattern to land on runway 35 and began a constant radius descending turn to the final leg of the traffic pattern. He noticed that the airplane was "too low" and applied engine power to maintain level flight. The airplane leveled off and the pilot continued the approach to the runway. As the airplane approached the tree line, which was 100 ft prior to the approach end of the runway, the airplane "suddenly sank" and impacted the trees before he could arrest the descent.

The airplane came to rest inverted in a wooded area. The wings, fuselage, and empennage were substantially damaged in the accident sequence.

After the accident, the pilot reported that there were no mechanical malfunctions or failures of the airplane that would have precluded normal operation prior to the accident.

The 1350 recorded weather observation at Olive Branch Airport (OLV), Olive Branch, Mississippi, located about 16 nautical miles north of the accident location, included wind from 360° at 5 knots, visibility 10 miles, clear skies, temperature 19°C, dew point 5°C, and an altimeter setting of 29.98 inches of mercury.

An upper air sounding for accident site for 1400 was reviewed and indicated that there was no clear-air turbulence or low-level wind shear. In addition, the wind below 4,000 ft mean sea level indicated 5 knots.

Two non-official weather sites about 16 nautical miles to the west of the accident location (one to the northwest and one to the southwest) were reviewed for weather data. Wind speeds were similar to OLV around the time of the accident; however, both indicated a tailwind wind component of about 1 knot.

Pilot Information

Certificate: Foreign; Private
Age: 64, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Rear
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: 12/27/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 08/24/2017
Flight Time:  331 hours (Total, all aircraft), 40 hours (Total, this make and model), 292 hours (Pilot In Command, all aircraft), 18 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft), 0.5 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: SA300
Registration: N503CM
Model/Series: Starduster
Aircraft Category: Airplane
Year of Manufacture: 1991
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 1
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 12/03/2017, Condition
Certified Max Gross Wt.: 1850 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 264 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C126 installed, activated, aided in locating accident
Engine Model/Series: HO-360-B1B
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: OLV, 402 ft msl
Distance from Accident Site: 16 Nautical Miles
Observation Time: 1350 CDT
Direction from Accident Site: 348°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 360°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.98 inches Hg
Temperature/Dew Point: 19°C / 5°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Byhalia, MS (7MS3)
Type of Flight Plan Filed: None
Destination: Byhalia, MS (7MS3)
Type of Clearance: None
Departure Time: 1315 CDT
Type of Airspace:

Airport Information

Airport: Maidment Field (7MS3)
Runway Surface Type: Grass/turf
Airport Elevation: 370 ft
Runway Surface Condition: Dry; Vegetation
Runway Used: 35
IFR Approach: None
Runway Length/Width: 2100 ft / 100 ft
VFR Approach/Landing: Full Stop; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious
Latitude, Longitude: 34.710833, -89.719167 (est)<

Loss of Control on Ground: Robinson R44 Raven II, N440SH; accident occurred September 30, 2018 in Westminster, Carroll County, Maryland

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Baltimore, Maryland

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/N440SH

Location: Westminster, MD
Accident Number: ERA18LA269
Date & Time: 09/30/2018, 1735 EDT
Registration:N440SH 
Aircraft: Robinson R44
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Positioning

On September 30, 2018, at 1735 eastern daylight time, a Robinson R44 II helicopter, N440SH, operated by Charm City Helicopters, was substantially damaged during a loss of control on the ground following a precautionary landing atop the Longwell Parking Garage Structure in Westminster, Maryland. The commercial pilot was not injured, and there were no ground injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the flight to reposition the helicopter atop the parking garage. The flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The operator provided 4 to 5-minute helicopter rides as one of the attractions at the Westminster Fallfest and used the top deck of the multi-story parking garage as a helipad, where the passengers were staged. At the completion of each flight, passengers were off-loaded, the next group of passengers was loaded as the helicopter ran, and then the helicopter departed over the down-sloping portion of the top deck.

The pilot provided a written statement to police and a telephone interview to an NTSB investigator at the scene. He stated that the helicopter experienced an engine and main-rotor overspeed at takeoff, and he performed a precautionary landing at the bottom of the parking deck that sloped downward immediately in front of him. After disembarking the passengers, "I attempted to reposition the helicopter to its original spot."

According to the pilot, "I increased the throttle to return to normal engine rpm [and] the aircraft started spinning uncontrollably." As the helicopter rotated around its mast, the owner/operator standing beside the helicopter ducked to avoid the tailboom before it struck a parked automobile. The pilot said he stopped the engine and the rotation of the helicopter by pulling the mixture control.

During subsequent telephone interviews with investigators and a second written statement, the pilot's account of the flight remained unchanged, but the events which occurred after landing differed. He insisted he was "misunderstood" and that his intent was to stop the helicopter's engine after he deplaned the passengers and reposition the helicopter by attaching ground-handling wheels and pushing it back to the top deck. According to the pilot, the engine was idling with the throttle at the idle stop, when it accelerated un-commanded, the helicopter rotated around its mast, and the engine and rotation could only be stopped by pulling the mixture control. In a telephone interview with his insurance adjuster, the details of the flight remained the same, but the pilot reported that after deplaning the passengers, he needed to accelerate the engine to 70 percent to perform a proper cooldown prior to engine stoppage. When he increased the throttle, the engine accelerated uncontrolled, the helicopter rotated, struck the parked car, and came to rest only after he pulled the mixture control.

According to the operator, she heard something "heighten in pitch" as the helicopter departed, and that the "loud whining occurred again" when the helicopter began to spin on the ground after landing and deplaning the passengers.

The pilot held commercial pilot and flight instructor certificates with ratings for rotorcraft helicopter. He also held a private pilot certificate with a rating for airplane single engine land. The pilot did not possess an instrument rating.

His most recent Federal Aviation Administration (FAA) second class medical certificate was issued on May 7, 2018. The pilot estimated he had accrued 700 total hours of flight experience, of which 400 were in rotorcraft, and 200 were in the accident helicopter make and model.

According to FAA and maintenance records, the helicopter was manufactured in 2005, and had accrued 2,216.8 total aircraft hours. The most recent annual inspection was completed December 1, 2017, concurrent with a complete airframe and engine overhaul. The engine and helicopter had accrued 70 hours since that date.

On August 24, 2018, at 2192.1 total aircraft hours, the right magneto was removed and replaced due to "engine rpm fluctuating."

The 1750 weather observation at Frederick Municipal Airport (FDK), 20 miles west of the accident site, included clear skies, calm winds, and 10 miles visibility. The temperature was 24°C, the dew point was 15°C, and the altimeter setting was 30.30 inches of mercury.

The wreckage was examined at the accident site on October 1, 2018 and all major components remained attached to the helicopter. The tailrotor blades were substantially damaged but remained attached in their respective grips. The bottom of the vertical stabilizer also displayed substantial damage, and the tailboom displayed a small dent. The tailboom itself remained attached and appeared intact. The remainder of the helicopter was undamaged. When rotated by hand, the main and tail rotors rotated smoothly.

Control continuity was established from the flight controls to all flight control surfaces, and from the engine controls to the engine. The examination was suspended for a detailed examination to be conducted later.

Overlapping, rotational skid marks that were the same approximate dimension as the R44 landing gear were observed on the parking deck at the landing site. According to the city government, the down-sloping parking ramp was 190 ft long with an elevation change of 10 ft 6 ins at a slope of 5.5 percent. The skid marks placed the toes of the skids on the flat deck, and the tails of the skids on the sloped deck at landing. The result was four small contact patches in each corner, rather than the length of each skid tube in contact with the concrete surface.

A detailed examination and a test run of the helicopter was performed on October 9, 2018. The engine started immediately and idled smoothly at 68%. The rpm governor was turned on at the collective control stick and the engine was accelerated at the throttle twist grip until the governor "captured" control of the engine rpm at 80 percent. Engine rpm then increased, paused twice at intermediate rpm thresholds below normal operating range (101 -102%), when the engine accelerated up to and through the normal operating range past 105%, then slowed slightly, and surged between 96% and 104% un-commanded.

The governor was turned off, the throttle was set at 100% engine speed and operated smoothly at that rpm. The governor was turned back on, and the engine rpm surged again. The governor was tested below the 80% threshold and operated as designed. There were no un-commanded surges below 80%, and the engine rpm was fully controlled at the throttle twist grip below 80%.

The governor was controlled by a governor controller module that received a signal from the right-side engine magneto. The magneto was removed, the points cover was removed, and the tachometer leads were inspected. Inspection revealed that the leads were in close proximity to the points cam and its attachment screw, that the wire insulation was damaged, and the strands were exposed.

A video recording and still photos of the magneto disassembly were reviewed by a Technical Investigator of the Robinson Helicopter Company, who provided a report. According to the investigator and the magneto service manual, the tachometer leads were not properly routed, and were in close proximity to the rotating cam screw head. The tachometer points also displayed contamination and misalignment.

According to the report, "The damage to the wire insulation will allow contact between the wire and rotating screw head creating an intermittent short to ground. This will send an errant signal to the governor control unit which in turn will manipulate the throttle accordingly." 

Pilot Information

Certificate: Flight Instructor; Commercial; Private
Age: 40, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): Helicopter
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 05/07/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  700 hours (Total, all aircraft), 200 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: Robinson
Registration: N440SH
Model/Series: R44 II
Aircraft Category: Helicopter
Year of Manufacture: 2005
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 10784
Landing Gear Type: Skid;
Seats: 4
Date/Type of Last Inspection: 12/01/2017, Annual
Certified Max Gross Wt.: 2500 lbs
Time Since Last Inspection: 70 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2216.8 Hours at time of accident
Engine Manufacturer: Lycoming
ELT:
Engine Model/Series: IO-540 SER
Registered Owner: November Alpha Llc
Rated Power: 205 hp
Operator: Charm City Helicopters
Operating Certificate(s) Held: On-demand Air Taxi (135)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KFDK, 303 ft msl
Distance from Accident Site: 20 Nautical Miles
Observation Time: 2150 UTC
Direction from Accident Site: 243°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual:
Wind Direction:
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.3 inches Hg
Temperature/Dew Point: 24°C / 15°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Westminster, MD (NONE)
Type of Flight Plan Filed: None
Destination: Westminster, MD (NONE)
Type of Clearance: None
Departure Time: 1735 EDT
Type of Airspace: Class G

Airport Information

Airport: Parking Garage (NONE)
Runway Surface Type: Concrete
Airport Elevation: 730 ft
Runway Surface Condition: Dry
Runway Used: N/A
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 39.571389, -76.989722 (est)

Fire In-Flight (Non-Impact): Cirrus SR22, N818GM; accident occurred September 30, 2018 near Addison Airport (KADS), Dallas County, Texas



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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Irving, Texas
Continental Motors; Mobile, Alabama
Cirrus Aircraft; Duluth, Minnesota

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

https://registry.faa.gov/N818GM




Location: Addison, TX
Accident Number: CEN18LA392
Date & Time: 09/30/2018, 1121 CDT
Registration: N818GM
Aircraft: Cirrus SR22
Aircraft Damage: Substantial
Defining Event: Fire/smoke (non-impact)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional

On September 30, 2018, about 1121 central daylight time, a Cirrus SR22 airplane, N818GM, impacted terrain following a total loss of engine power near Addison Airport (ADS), Dallas, Texas. The pilot and flight instructor were not injured, and the airplane was substantially damaged. The airplane was registered to and operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as an instructional flight. Day visual meteorological conditions prevailed for the flight, which departed ADS about 1115, with a destination of Waco Regional Airport (ACT), Waco, Texas.

While on departure climbing through 2,800 ft mean sea level, the pilot and flight instructor noticed multiple avionics malfunctions and turned back toward ADS. During this turn, the engine lost total power and indications of a fire were noticed. When the flight instructor and pilot recognized the airplane was not within gliding distance of ADS or a suitable forced landing area, the pilot initiated the Cirrus Airframe Parachute System (CAPS). The airplane descended under parachute into a parking lot and the main spar was damaged. Accident site examination revealed a hole near the lower right engine cowling from a burn through.

Examination at the recovery facility revealed two of the three sets of hardware were missing from the muffler attach point. The remaining bolt, washers, spring and castellated nut remained attached, but no cotter pin was installed. Without the muffler attachment hardware, the exhaust collector was free to rotate. The hole in the lower right engine cowling was consistent with escaping hot exhaust gas.

Various components in the right forward side of the firewall were thermally damaged. Numerous white areas consistent with electrical arcing were present, including both magneto p-leads shorted against the metal engine mount frame. Although both magneto p-leads were shorted, the two magnetos were not damaged. After the magneto p-leads were disconnected, the magnetos produced sparks at all ignition leads when the engine was manually rotated.

During a pre-buy inspection of the airplane, a report prepared by the maintenance provider listed issues discovered and corrective actions performed. Two of the entries were "#1-cylinder base o-ring is seeping" and "replaced #1-cylinder base o-ring P/N 641066 IAW TCM IO-550-N MN CH17-3". The work order to replace the cylinder o-ring, dated three days prior to the accident, required removal and reinstallation of the muffler. 



Pilot Information

Certificate: Private
Age: 44, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: BasicMed
Last FAA Medical Exam: 02/19/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 04/19/2018
Flight Time:  509 hours (Total, all aircraft), 2 hours (Total, this make and model), 494 hours (Pilot In Command, all aircraft), 38 hours (Last 90 days, all aircraft), 14 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Flight Instructor Information

Certificate: Airline Transport; Commercial
Age: 27, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s):
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 07/25/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 12/15/2017
Flight Time:  1514 hours (Total, all aircraft), 113 hours (Total, this make and model), 1289 hours (Pilot In Command, all aircraft), 78 hours (Last 90 days, all aircraft), 53 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)



Aircraft and Owner/Operator Information

Aircraft Make: Cirrus
Registration: N818GM
Model/Series: SR22
Aircraft Category: Airplane
Year of Manufacture: 2002
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 0256
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 05/23/2018, 100 Hour
Certified Max Gross Wt.: 3400 lbs
Time Since Last Inspection: 13 Hours
Engines: 1 Reciprocating
Airframe Total Time: 1334 Hours at time of accident
Engine Manufacturer: Continental
ELT: Installed
Engine Model/Series: IO-550N
Registered Owner: Brian Lenzmeier
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: Day
Observation Facility, Elevation: KDAL, 488 ft msl
Distance from Accident Site: 3 Nautical Miles
Observation Time: 1139 CDT
Direction from Accident Site: 202°
Lowest Cloud Condition: Scattered / 2000 ft agl
Visibility:  10 Miles
Lowest Ceiling: Broken / 3500 ft agl
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 160°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.16 inches Hg
Temperature/Dew Point: 26°C / 21°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Dallas, TX (ADS)
Type of Flight Plan Filed: IFR
Destination: Waco, TX (ACT)
Type of Clearance: IFR
Departure Time: 1115 CDT
Type of Airspace: Class B

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: In-Flight
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 32.896944, -96.834167 (est)

Loss of Control in Flight: Cirrus SR22, N161DL; accident occurred September 16, 2018 at Montauk Airport (KMTP), Suffolk County, New York

View of Airplane as Found.
Federal Aviation Administration



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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Farmingdale, New York
Cirrus Aircraft; Duluth, Minnesota
 
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/N161DL

Location: Montauk, NY
Accident Number: ERA18LA253
Date & Time: 09/16/2018, 1606 EDT
Registration: N161DL
Aircraft: Cirrus SR22
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Minor, 1 None
Flight Conducted Under: Part 91: General Aviation - Personal


View of Damage to Left Wing.


Federal Aviation Administration


On September 16, 2018, at 1606 eastern daylight time, a Cirrus SR22, N161DL, was substantially damaged during collision with trees and terrain during takeoff from Montauk Airport (MTP), Montauk, New York. The pilot was not injured, and a passenger sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight, which was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

The pilot provided a written statement and was interviewed by telephone. He said he completed the preflight inspection, engine run-up, and before-takeoff checks with no anomalies noted, and then positioned the airplane for takeoff from runway 24. The pilot advanced the throttle and tracked the runway centerline during the takeoff roll.

At rotation, the pilot's seat "abruptly slid backwards to the outermost distance from the controls." The pilot said that he could no longer reach the pedals to maintain directional control, and that aileron input was inadequate to counteract the airplane's left-turning tendency. The airplane departed the left side of the runway, struck trees and shrubs, and came to rest upright. According to the pilot, except for the pilot seat, the airplane performed as designed with no other anomalies noted.

The pilot stated that he had adjusted his seat prior to the flight "as normal" and had never had difficulty with the seat at any time in the past. He added that this was the third Cirrus SR22 that he had owned and had no history of seat issues with either of his previous two airplanes.

The pilot held a private pilot certificate with ratings for airplane single engine land and instrument airplane. His most recent Federal Aviation Administration (FAA) third class medical certificate was issued January 4, 2018. He reported 750 total hours of flight experience, all of which was in the accident airplane make and model.

According to FAA records, the airplane was manufactured in 2014. Its most recent annual inspection was completed October 15, 2017 at 187.9 total aircraft hours.

At 1654, the weather recorded at MTP included clear skies and variable winds at 4 knots. The temperature was 24°C, and the dew point was 19°C. The altimeter setting was 30.21 inches of mercury.

Examination of photographs revealed that the wings, fuselage, and empennage all sustained substantial impact damage. An FAA inspector who responded to the site said he could not enter the cockpit, as the door was either locked or impinged by impact damage.

Examination of the pilot's seat was performed by a manufacturer's representative under the supervision of an NTSB air safety investigator, and cabin safety specialist.

The examination revealed no anomalies with the installation, dimensions, or operation of the pilot's seat. The seat moved freely fore and aft, with no binding or anomalous operation noted. While seated in the pilot's seat, the manufacturer's representative applied fore, aft, and twisting forces to the seat to "unlock" the seat from a locked position. When "twisted to right while being slid forward" partial seat position locking pin engagement could be induced, but not all pins would seat and the control handle would not be fully down, and neither could it be forced into position. Straightening or forward movement of the seat resulted in full pin engagement with the control handle in the fully-down position.

According to the Pilot Operating Handbook and the placard on the center console, "CREW SEATS MUST BE LOCKED IN POSITION AND CONTROL HANDLES FULLY DOWN BEFORE FLIGHT"

Pilot Information

Certificate: Private
Age: 65, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
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: 01/04/2018
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 750 hours (Total, all aircraft), 750 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: Cirrus
Registration: N161DL
Model/Series: SR22 Undesignated
Aircraft Category: Airplane
Year of Manufacture: 2014
Amateur Built:No
Airworthiness Certificate: Normal
Serial Number:4128
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 10/15/2017, Annual
Certified Max Gross Wt.: 3400 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 248 Hours at time of accident
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: IO-550-N
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: Day
Observation Facility, Elevation: KMTP, 7 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 2054 UTC
Direction from Accident Site: 0°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR): 
Wind Speed/Gusts: Light and Variable /
Turbulence Type Forecast/Actual:
Wind Direction: Variable
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.21 inches Hg
Temperature/Dew Point: 24°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Montauk, NY (MTP)
Type of Flight Plan Filed: None
Destination: East Hampton, NY (HTO)
Type of Clearance: None
Departure Time:  EDT
Type of Airspace: Class G

Airport Information

Airport: MONTAUK (MTP)
Runway Surface Type: Asphalt
Airport Elevation: 6 ft
Runway Surface Condition: Dry
Runway Used: 24
IFR Approach: None
Runway Length/Width: 3246 ft / 75 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor, 1 None
Latitude, Longitude: 41.076667, -71.920556 (est)