Sunday, December 22, 2019

Loss of Control in Flight: Titan Tornado II D, N2200T; fatal accident occurred December 03, 2017 near Portage County Regional Airport (KPOV), Ravenna, Ohio

Steve Paulus

The National Transportation Safety Board traveled to the scene of this accident.


Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Cleveland FSDO; North Olmsted, Ohio

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


http://registry.faa.gov/N2200T




Location: Ravenna, OH
Accident Number: CEN18FA045
Date & Time: 12/03/2017, 1140 EST
Registration: N2200T
Aircraft: PIPER TITAN TORNADO II D
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis 

The sport pilot of the experimental, amateur-built airplane was returning to the airport after a 30-minute flight. A witness saw the airplane on final approach to the runway about 500 ft above ground level when he heard a total loss of engine power. The airplane banked left and right and entered a nose-down descent consistent with an aerodynamic stall condition. The airplane impacted terrain short of the runway.

Although the witness, an acquaintance of the accident pilot, estimated that the pilot had accrued about 10 hours of flight time in the airplane since purchasing it about 1 year prior, the pilot's logbook was not located during the investigation, and his experience level in the accident airplane could not be determined. Additionally, it could not be determined if the pilot had obtained transition training in the accident airplane, which was classified as a low-inertia/high-drag airplane. Low-inertia/high-drag airplanes rapidly lose energy (airspeed and/or altitude) when there is a loss or reduction of power, and are particularly susceptible to unintentional aerodynamic stalls due to their low cruise speed to stall speed margin and their tendency to experience significant airspeed decay with increased load factor (such as during a turn).

Examination of the airplane and engine revealed no mechanical anomalies that would have precluded normal operation; therefore, the reason for the loss of engine power could not be determined. It is likely that the pilot failed to attain a proper airspeed following the loss of engine power, which resulted in an exceedance of the airplane's critical angle of attack, an aerodynamic stall, and impact with terrain. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain adequate airspeed following a loss of engine power during final approach for landing, which resulted in an exceedance of the airplane's critical angle of attack and an aerodynamic stall.

Findings

Aircraft
Angle of attack - Attain/maintain not possible (Cause)
Airspeed - Not attained/maintained (Cause)

Personnel issues
Aircraft control - Pilot (Cause)

Factual Information

History of Flight

Approach-VFR pattern final
Loss of engine power (total)
Loss of control in flight (Defining event)

Uncontrolled descent
Collision with terr/obj (non-CFIT)

On December 3, 2017, at 1140 eastern standard time, an experimental, amateur-built Titan Tornado II D, N2200T, impacted terrain while on final approach for landing at Portage County Airport (POV), Ravenna, Ohio. The sport pilot sustained fatal injuries, and the airplane was destroyed by impact forces. The airplane was owned by the pilot who was operating it as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident and no flight plan was filed for the flight, which departed from POV about 1110.

The only witness to the accident stated that the pilot stopped by the witness's hangar before the accident flight and said that it was a beautiful day to go flying. The witness saw the airplane take off from runway 27 and described the takeoff as "Learjet style," meaning that the airplane had a high rate of climb. The airplane proceeded south until it disappeared from his view. The witness subsequently saw the accident airplane on final approach for runway 27 about 30 minutes later. While on final approach, the airplane was "coming down normally and regularly" before he heard the engine noise "suddenly stop" and the engine went "silent." About 10 seconds later and about 1 mile from the approach end of runway 27, the airplane started "acting erratically." The airplane banked right, then banked immediately left, and then banked right before descending from about 500 ft above ground level into the ground. The witness stated that the airplane "didn't go straight down," but it was a "steep" descent.

Pilot Information

Certificate: Sport Pilot
Age: 60, 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: Yes
Medical Certification: Sport Pilot Without Waivers/Limitations
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:

The pilot held a sport pilot certificate. He also held repairman-experimental aircraft builder and repairman-light sport aircraft certificates. The pilot's logbook was not available for review. The pilot did not hold an FAA airman medical certificate, nor was he required to as a sport pilot.

Aircraft registration records showed that the pilot purchased the airplane on September 10, 2016.The witness estimated that the pilot had accumulated about 10 hours in the airplane since purchasing it.



Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N2200T
Model/Series: TITAN TORNADO II D
Aircraft Category: Airplane
Year of Manufacture: 2017
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 002
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 02/06/2017, Condition
Certified Max Gross Wt.:
Time Since Last Inspection: 0 Hours
Engines: 1 Reciprocating
Airframe Total Time:  as of last inspection
Engine Manufacturer: Jabiru
ELT:
Engine Model/Series: 2200
Registered Owner: Individual
Rated Power: 85 hp
Operator: Pilot
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: POV, 1198 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 1133 EDT
Direction from Accident Site: 270°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 270°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.22 inches Hg
Temperature/Dew Point: 6°C / 0°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Ravenna, OH (POV)
Type of Flight Plan Filed: None
Destination: Ravenna, OH (POV)
Type of Clearance: None
Departure Time: 1110 EST
Type of Airspace:

Airport Information

Airport: Portage County Airport (POV)
Runway Surface Type: Asphalt
Airport Elevation: 1198 ft
Runway Surface Condition: Dry
Runway Used: 27
IFR Approach: None
Runway Length/Width: 3499 ft / 75 ft
VFR Approach/Landing:

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 41.208611, -81.228333 (est) 

The wreckage was located behind a house about 0.8 mile east of runway 27. The area surrounding the wreckage displayed ground scarring consistent with the dimensions of the airplane. The airplane was oriented in a nose-down attitude. The wings, elevators, and rudder and their respective controls surfaces were attached and secure. The propeller was attached and secure to the engine, which remained attached to the airframe. Neither of the two propeller blades displayed damage. There was no evidence of fire or sooting. The instrument panel was destroyed by impact forces.

Flight control continuity was established from the flight control surfaces to the cockpit controls. Engine control continuity from the cockpit controls to the engine was confirmed.

The 15-gallon fuel tank contained an estimated 1 gallon of liquid consistent with fuel. The fuel did not exhibit contamination. The fuel valves from the fuel tank to the engine were in the open position.

The airplane was equipped with an Adventure Pilot iFly 720 multi-function display and GPS unit with removable SD card; a MGL RDAC XB module that was designed to interface thermocouples and other engine monitoring sensors, which was connected to an Electronic Flight Instrument System (EFIS); and a MGL XL (non-Stratomaster model) EFIS. These units were sent to the National Transportation Safety Board Recorders Laboratory for download of non-volatile memory. The last data log retrieved from the Adventure Pilot iFly 720 had a timestamp from October 21, 2017, about 2.5 months before the accident flight. The MGL RDAC XB and MGL XL units did not record data.

The engine, a Jabiru model 2200 (serial number 22A3748), was removed and shipped to Arion Aircraft, Shelbyville, Tennessee, for an engine run under the supervision of an FAA inspector. The inspector stated that the engine started and ran smoothly for about 5 to 10 minutes before the test was discontinued. 

Medical And Pathological Information

The Cuyahoga County Medical Examiner's Office, Cleveland, Ohio, performed an autopsy of the pilot. The medical examiner reported the cause of death as blunt impact injuries.

Toxicology testing performed by the FAA Forensic Sciences Laboratory identified Losartan in liver. Testing was negative for ethanol and carbon monoxide.

Losartan is a prescription medication used primarily for the treatment of high blood pressure. It may be used alone or in combination with other antihypertensive agents. It is not considered to be impairing.

Tests And Research

Advisory Circular (AC) 90-109A, Transition to Unfamiliar Aircraft, discusses training and risk mitigation in flying various families of airplanes.

According to a table found in Appendix 2 of the AC, the Titan Tornado II was categorized as a low-inertia and/or high-drag airplane. Appendix 4 of the AC defined low-inertia and/or high-drag airplanes as airplanes that rapidly lose energy (airspeed and/or altitude) when there is a loss or reduction of power.

In addition, Appendix 4 d. Other Hazards, states,

Hazards of low-inertia/high-drag airplanes are not limited to power management issues. While all airplanes experience an increase in stall speed with an increase in load factor, such as during turns, these airplanes may also experience significant airspeed decay with increased load factor. This, coupled with low cruise speed to stall speed margin, make these airplanes particularly susceptible to unintentional stalls.

Loss of Engine Power (Total): Cessna 172R Skyhawk, N9730F; accident occurred December 02, 2017 near Carroll County Airport (KHZD), Huntingdon, Tennessee

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

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

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

http://registry.faa.gov/N9730F

Location: Huntingdon, TN
Accident Number: ANC18LA013
Date & Time: 12/02/2017, 1330 CST
Registration: N9730F
Aircraft: CESSNA 172R
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On December 2, 2017, about 1330 central standard time, a Cessna 172 airplane, N9730F, sustained substantial damage during a forced landing following a total loss of engine power shortly after takeoff from Carroll County Airport (KHZD), Huntingdon, Tennessee. The airplane was registered to a private individual and operated by the pilot as a visual flight rules flight under the provisions of 14 Code of Federal Regulations Part 91 when the accident occurred. The private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported that after completing the preflight inspection and the before takeoff checklist, he departed runway 01 from KHZD. Shortly after takeoff, during the initial climb, about midfield of the departure runway the engine lost all power. Unable to land on the remaining runway, he executed a 90° left turn, and selected a grass field as an off-airport landing site. During the forced landing the nose gear collapsed, and the airplane sustained substantial damage to the fuselage.

On January 9, 2018 the engine while still mounted on the accident airplane's airframe was operated under the direction of the NTSB IIC. The engine started normally without hesitation or stumbling in the observed RPM. The engine was not run at full power due to impact damage to the airframe sustained during the accident, but it was operated at various idle power settings and up to about 2000 rpm. During the engine test the magnetos were checked, and a drop of about 50 rpm was noted for both the left and right magnetos. No anomalies were noted that would have prevented normal operation and the production of rated horsepower.

The closest weather reporting facility was Carroll County Airport (KHZD), Huntingdon, Tennessee. At 1335, a METAR from KHZD was reporting, in part: wind calm; visibility, 10 statute miles; clouds and sky condition, clear; temperature, 64 °F; dew point 18° F; altimeter, 30.12 inches of mercury.

Pilot Information

Certificate: Private
Age: 28, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present:
Instructor Rating(s): None
Toxicology Performed:No 
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 08/16/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 09/19/2017
Flight Time: 129.2 hours (Total, all aircraft), 118.7 hours (Total, this make and model), 98.9 hours (Pilot In Command, all aircraft), 15.2 hours (Last 90 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N9730F
Model/Series: 172R R
Aircraft Category: Airplane
Year of Manufacture: 1997
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 17280032
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection: 07/05/2017, Annual
Certified Max Gross Wt.: 2299 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3822 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT: C91A installed, not activated
Engine Model/Series: IO360 SER A&C
Registered Owner: SWOR LARRY T
Rated Power: 160 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: KHZD
Distance from Accident Site:
Observation Time: 1935 UTC
Direction from Accident Site:
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: 30.12 inches Hg
Temperature/Dew Point: 18°C / -8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Huntingdon, TN (HZD)
Type of Flight Plan Filed: None
Destination: Huntingdon, TN (HZD)
Type of Clearance: None
Departure Time: 1330 CST
Type of Airspace: Class G

Airport Information

Airport: CARROLL COUNTY (HZD)
Runway Surface Type: Asphalt
Airport Elevation: 496 ft
Runway Surface Condition: Dry
Runway Used: 01
IFR Approach: None
Runway Length/Width: 5507 ft / 100 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: 36.089167, -88.463333 (est)

Location: Huntingdon, TN

Accident Number: ANC18LA013
Date & Time: 12/02/2017, 1330 CST
Registration: N9730F
Aircraft: CESSNA 172R
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On December 2, 2017, about 1330 central standard time, a Cessna 172 airplane, N9730F, sustained substantial damage during a forced landing following a total loss of engine power shortly after takeoff from Carroll County Airport (KHZD), Huntingdon, Tennessee. The airplane was registered to a private individual and operated by the pilot as a visual flight rules flight under the provisions of 14 Code of Federal Regulations Part 91 when the accident occurred. The private pilot was not injured. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot reported that after completing the preflight inspection and the before takeoff checklist, he departed runway 01 from KHZD. Shortly after takeoff, during the initial climb, about midfield of the departure runway the engine lost all power. Unable to land on the remaining runway, he executed a 90° left turn, and selected a grass field as an off-airport landing site. During the forced landing the nose gear collapsed, and the airplane sustained substantial damage to the fuselage.

The closest weather reporting facility was Carroll County Airport (KHZD), Huntingdon, Tennessee. At 1335, a METAR from KHZD was reporting, in part: wind calm; visibility, 10 statute miles; clouds and sky condition, clear; temperature, 64 °F; dew point 18° F; altimeter, 30.12 inches of mercury.

The airplane was equipped with a Lycoming IO-360 series engine; a detailed engine examination is pending. 

Aircraft and Owner/Operator Information

Aircraft Manufacturer: CESSNA
Registration: N9730F
Model/Series: 172R R
Aircraft Category: Airplane
Amateur Built: No
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: KHZD
Observation Time: 1935 UTC
Distance from Accident Site:
Temperature/Dew Point: 18°C / -8°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: Calm
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 30.12 inches Hg
Type of Flight Plan Filed:
Departure Point:
Destination: 

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: 36.089167, -88.463333 (est)

Unknown or Undetermined: Robinson R44 II, N797JR; accident occurred January 08, 2018 in Albany, Shackelford County, Texas

N797JR

Tail Rotor Assembly.

Stabilizer Assembly.

Flex Plate Assembly and Tailboom.

Tail Rotor Gear Box.

Federal Aviation Administration

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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Lubbock, Texas

Aviation Accident Final 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/N797JR


Location: Albany, TX
Accident Number: CEN18LA069
Date & Time: 01/08/2018, 1345 CST
Registration: N797JR
Aircraft: ROBINSON HELICOPTER COMPANY R44 II
Aircraft Damage: Substantial
Defining Event: Unknown or undetermined
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis 

The commercial pilot stated that he was using the helicopter to round up cattle. He applied power to stabilize in a hover about 50 ft above the ground when he heard a single loud bang and "felt it in the pedals." The helicopter spun to the right, and the pilot applied full left pedal, which had no effect on the helicopter. The pilot stated that after about two spins, he entered an autorotation to remove torque from the rotor system. The helicopter contacted trees as it descended to the ground and came to rest upright with the tailboom separated.

Postaccident examination of the wreckage did not reveal any evidence of mechanical malfunctions or failures of the main rotor and tail rotor systems that would have precluded normal operation; thus, the reason for the loss of control could not be determined. 

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A loss of helicopter control for reasons that could not be determined because postaccident examination did not reveal any evidence of mechanical malfunctions or failures of the main rotor and tail rotor systems that would have precluded normal operation.

Findings

Not determined
Not determined - Unknown/Not determined (Cause)

Factual Information 

***This report was modified on 5/15/2019. Please see the docket for this accident to view the original report.***

On January 8, 2018, at 1345 central standard time, a Robinson R44 helicopter, N797JR, collided with trees and the terrain during an autorotation near Albany, Texas. The commercial pilot was not injured. The helicopter was substantially damaged. The helicopter was registered to S2 Helicopter Services and was operated by an individual as a Title 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed. The flight was not operated on a flight plan. The local flight originated from a ranch in Albany, Texas, at 1310.

The pilot stated he was using the helicopter to roundup cattle when the accident occurred. He reported he applied power to stabilize in a hover about 50 ft above the ground, when he heard a single loud bang and "felt it in the pedals." The helicopter spun to the right and the pilot applied full left pedal which had no effect. The pilot stated that after about 2 spins, he entered an autorotation to remove torque from the rotor system. The helicopter contacted trees as it descended to the ground. The helicopter came to rest upright with the tail boom separated.

The pilot reported that he was not sure if there was a "mechanical problem" or not. His recommendation was "Conduct a better clearing turn to ensure that nothing was around including animals/birds" and to "maintain more forward airspeed in case of emergency."

The helicopter was sitting upright on the skids. The fuselage was intact and the tailboom was separated just forward of the empennage. Minor crushing damage was visible on the right side of the helicopter aft of the cabin area. Crush damage was visible on the left side of the helicopter above the front and rear skid struts. The main rotor blades, main rotor blade hub, and main rotor mast were intact. One of the main rotor blades exhibited minor bending near the outboard section of the blade. The other blade had a hole in the blade near the tip and the leading edge of the blade at the tip was pulled away from the remainder of the blade.

The empennage and tailrotor were separated from the tailboom. The tailrotor drive shaft separated at the aft flex plate. The drive shaft remained connected to the clutch assembly. The main rotor blades turned when the tailrotor drive shaft was rotated by hand. Ratchet marks were visible inside the tailboom near the aft flex plate. Corresponding damage was visible on the flex plate and drive shaft.

The trailing edge of the lower vertical stabilizer contained impact damage to the rear edge of the surface, pushing the skin forward toward the leading edge. The tail rotor blade assembly remained attached to the tail rotor gearbox. One tail rotor blade was bent outward 90 ° at the blade root. The other blade was bent out about 20° the blade root. The blade was free to turn when rotated by hand.

History of Flight

Maneuvering-hover
Unknown or undetermined (Defining event)

Autorotation


Hard landing  

Pilot Information


Certificate: Commercial
Age: 28, Male
Airplane Rating(s): None
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Helicopter
Second Pilot Present: No
Instructor Rating(s): Instrument Helicopter
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 07/18/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 03/11/2016
Flight Time:  3000 hours (Total, all aircraft), 1700 hours (Total, this make and model), 2450 hours (Pilot In Command, all aircraft), 120 hours (Last 90 days, all aircraft), 29 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information


Aircraft Make: ROBINSON HELICOPTER COMPANY
Registration: N797JR
Model/Series: R44 II II
Aircraft Category: Helicopter
Year of Manufacture: 2006
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 11030
Landing Gear Type: Skid;
Seats: 4
Date/Type of Last Inspection: 06/03/2017, Annual
Certified Max Gross Wt.: 2120 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 2058 Hours
Engine Manufacturer: LYCOMING
ELT: Installed, not activated
Engine Model/Series: IO-540
Registered Owner: S2 HELICOPTER SERVICES LLC
Rated Power: 0 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: BKD, 1284 ft msl
Distance from Accident Site: 25 Nautical Miles
Observation Time: 1955 UTC
Direction from Accident Site: 90°
Lowest Cloud Condition: Clear
Visibility:  7 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 360°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.17 inches Hg
Temperature/Dew Point: 16°C / -1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Albany, TX
Type of Flight Plan Filed: None
Destination: Albany, TX
Type of Clearance: None
Departure Time: 1310 CST
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: 32.730000, -99.309444

Loss of Engine Power (Partial): Diamond DA-20-C1, N653DC; accident occurred October 28, 2018 in Mountain Rest, Oconee County, South Carolina

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Columbia, South Carolina
Continental Aerospace Technologies; Mobile, Alabama
 
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/N653DC

Location: Mountain Rest, SC
Accident Number: ERA19LA029
Date & Time: 10/28/2018, 1830 EDT
Registration: N653DC
Aircraft: Diamond DA20
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries:2 None 
Flight Conducted Under: Part 91: General Aviation - Personal 

On October 28, 2018, at 1830 eastern daylight time, a Diamond DA-20, N653DC, was substantially damaged during collision with terrain during a forced landing in Mountain Rest, South Carolina. The forced landing followed a loss of engine power while in cruise flight about 6,500 feet mean sea level (msl). The pilot and his passenger were not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the personal flight which was conducted under the provisions of 14 Code of Federal Regulations Part 91.

According to the pilot, the airplane was in cruise flight approximately 6,500 feet msl when the engine experienced a partial loss of engine power. The engine speed slowed to 1,000 rpm and the pilot adjusted the flight controls to achieve the airplane's best glide performance.

The pilot stated that he selected a field for the forced landing because no airport was within gliding distance. During the descent, the pilot's remedial actions to restore engine power were unsuccessful, so he declared an emergency over the radio and secured the engine prior to the off-airport landing. After the landing, the occupants egressed the airplane uninjured and without assistance.

The pilot held a commercial pilot and flight instructor certificates with ratings for airplane single engine land, multiengine land, and instrument airplane. His Federal Aviation Administration (FAA) first class medical certificate was issued February 1, 2018, and he reported 1,477 total hours of flight experience.

According to FAA records, the airplane was manufactured in 2001. Its most recent 100-hour inspection was completed October 24, 2018 at 7,730 total aircraft hours.

At 1835, the weather recorded at Toccoa Letourneau Airport (TOC), 18 miles southwest of the site, included clear skies and winds from 240 degrees at 6 knots. The temperature was 19°C, and the dew point was 10°C. The altimeter setting was 29.94 inches of mercury.

Examination of photographs revealed that the wings, fuselage, and empennage all sustained substantial impact damage. The tail was fractured but remained attached by cables. The horizontal stabilizer and the elevator were separated from the tail section.

An FAA aviation safety inspector confirmed flight continuity from the cockpit, through breaks and fractures, to all flight control surfaces. All breaks and fractures exhibited signatures consistent with overload failure. Several gallons of fuel were drained from the airplane, and samples from the fuel were absent of water and debris.

The airplane was retained for further examination.

On November 27, 2018, an engine run was attempted using an external battery and the airplane's own fuel system. Several starts were attempted, but each was unsuccessful. The testing was suspended, and the engine was removed and shipped to the manufacturer for further testing.

On December 4, 2018, the engine was examined in Mobile, Alabama. Ignition timing on the right magneto could not be verified. Timing was initially confirmed on the left magneto. The engine was placed in a test cell, and a start was attempted. The engine ran roughly and would not run continuously. Troubleshooting was performed, and internal engine timing and ignition timing were confirmed. Ultimately, both magnetos and both ignition harnesses required replacement to achieve a successful engine run.

The right magneto was tested using a magneto synchronizer, which revealed the points would not close, and the magneto would not produce spark. The right magneto was disassembled, and examination revealed the distributor gear bushing showed extreme wear. Debris (dust) consistent with the bushing material and the distributor gear block coated the internal magneto components. The distributor gear and distributor drive gear were loose in their mounts. The distributor gear block displayed excessive wear on the bushing, the bushing race, and the clearance cut-out adjacent to the drive gear.

The left magneto timing was verified on the engine, but then would not function in the test cell. The magneto was removed, the points were cleaned, the magneto was then bench tested again and functioned as designed.

The ignition harnesses were bench tested. The right-side harness showed continuity through all terminal leads, but the high-energy spark "leaked" through damaged areas in the #2 and #4 leads. The damage was consistent with over-tightening at the terminal harness b-nuts and clamp sites, as well as chafing at the clamp sites. Some impact-related damage was also noted.

The left-side harness showed continuity through all terminal leads. The high-energy spark "leaked" through damaged areas throughout. The damage was consistent with that of the right-side harness.

Pilot Information

Certificate: Flight Instructor; Commercial
Age: 26, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
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 Without Waivers/Limitations
Last FAA Medical Exam: 02/01/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  1477 hours (Total, all aircraft), 1021 hours (Total, this make and model), 127 hours (Last 90 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Diamond
Registration: N653DC
Model/Series: DA20 C1
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: C0153
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection: 10/24/2018, 100 Hour
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: Reciprocating
Airframe Total Time: 7744.7 Hours at time of accident
Engine Manufacturer: Continental
ELT: Installed
Engine Model/Series: IO-240-B
Registered Owner: Falcon Aviation Academy Llc
Rated Power:
Operator: Falcon Aviation Academy Llc
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KTOC, 995 ft msl
Distance from Accident Site: 18 Nautical Miles
Observation Time:1835 EDT 
Direction from Accident Site: 203°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: 
Wind Direction: 240°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.94 inches Hg
Temperature/Dew Point: 19°C / 10°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Sylva, NC (24A)
Type of Flight Plan Filed: None
Destination: Athens, GA (AHN)
Type of Clearance: None
Departure Time:
Type of Airspace: Class G

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: 34.865000, -83.157222 (est)

Controlled Flight into Object: Bell OH-58A Kiowa, N1032F; accident occurred October 27, 2018 in Carson City, Nevada



Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Reno, Nevada

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/N1032F

Location: Carson City, NV
Accident Number: GAA19CA039
Date & Time: 10/27/2018, 1445 PST
Registration: N1032F
Aircraft: Bell OH 58A
Aircraft Damage: Substantial
Defining Event: Controlled flight into terr/obj (CFIT)
Injuries: 3 Minor
Flight Conducted Under: Part 91: General Aviation - Aerial Observation 

The helicopter pilot reported that, while maneuvering at a low altitude the main rotor blades struck power lines. He executed an emergency landing without further incident. The pilot added that the power lines were concealed by the sun and that the power lines were not annotated in his VFR sectional chart.

The helicopter sustained substantial damage to the main rotor blades.

The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation. 

Pilot Information

Certificate: Flight Instructor; Commercial; Private
Age: 54, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): Helicopter
Second Pilot Present: No
Instructor Rating(s): Helicopter
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 01/12/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 10/18/2018
Flight Time:  (Estimated) 6912 hours (Total, all aircraft), 2025 hours (Total, this make and model), 4696 hours (Pilot In Command, all aircraft), 113 hours (Last 90 days, all aircraft), 21 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)



Aircraft and Owner/Operator Information

Aircraft Make: Bell
Registration: N1032F
Model/Series: OH 58A No Series
Aircraft Category: Helicopter
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate:
Serial Number: 70-15595
Landing Gear Type: Skid
Seats:4 
Date/Type of Last Inspection: 08/10/2018, 100 Hour
Certified Max Gross Wt.: 3200 lbs
Time Since Last Inspection:
Engines: 1 Turbo Shaft
Airframe Total Time: 7027 Hours at time of accident
Engine Manufacturer: Rolls Royce
ELT: C126 installed, not activated
Engine Model/Series: T63-A720
Registered Owner: Washoe County Sheriff's Office
Rated Power: 420 hp
Operator: Washoe County Sheriff's Office
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KCXP, 4699 ft msl
Distance from Accident Site: 4 Nautical Miles
Observation Time: 2215 UTC
Direction from Accident Site: 115°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 9 knots / 15 knots
Turbulence Type Forecast/Actual: None / None
Wind Direction: 280°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.11 inches Hg
Temperature/Dew Point: 24°C / -3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Reno, NV (RNO)
Type of Flight Plan Filed: None
Destination: Carson City, NV (CXP)
Type of Clearance: None
Departure Time: 1245 PDT
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 2 Minor
Aircraft Fire:None 
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Minor
Latitude, Longitude: 39.208889, -119.804722 (est)