Tuesday, June 30, 2020

Maule M-7-260C, N288BC: Accidents occurred June 24, 2020 and October 14, 2015

http://registry.faa.gov/N288BC

NTSB Identification: WPR20CA198
14 CFR Part 91: General Aviation
Accident occurred Wednesday, June 24, 2020 in Yellow Pine, ID
Aircraft: Maule M7, registration: N288BC

NTSB investigators will use data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator, and will not travel in support of this investigation to prepare this aircraft accident report.


============

October 14, 2015
Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah

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

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

Location: Grace, ID
Accident Number: GAA16CA015
Date & Time: 10/14/2015, 1830 MDT
Registration: N288BC
Aircraft: MAULE M 7-260C
Aircraft Damage: Substantial
Defining Event: Nose over/nose down
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis

The pilot of the tailwheel-equipped airplane reported that he landed in a field that had numerous gopher holes and mounds. During the landing roll, the main landing gear encountered a soft spot in the terrain and the airplane nosed over. The airplane sustained substantial damage to the left wing strut, rudder, and horizontal stabilizer.

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

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's selection of unsuitable terrain for landing, which resulted in a nose over.

Findings

Personnel issues
Decision making/judgment - Pilot (Cause)

Environmental issues
Soft surface - Effect on operation (Cause)
Soft surface - Effect on equipment (Cause)

Factual Information

History of Flight

Landing-landing roll
Off-field or emergency landing
Nose over/nose down (Defining event) 

Pilot Information

Certificate: Commercial
Age: 78, Male
Airplane Rating(s): Single-engine Land; Single-engine Sea
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 Without Waivers/Limitations
Last FAA Medical Exam: 09/10/2014
Occupational Pilot: No
Last Flight Review or Equivalent: 06/14/2014
Flight Time:  (Estimated) 26000 hours (Total, all aircraft), 80 hours (Total, this make and model), 26000 hours (Pilot In Command, all aircraft), 30 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: MAULE
Registration: N288BC
Model/Series: M 7-260C
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 30045C
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 04/06/2015, Annual
Certified Max Gross Wt.: 2500 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 82 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT: C91 installed, activated, did not aid in locating accident
Engine Model/Series: IO-540-V4A5D
Registered Owner: TTP LLC
Rated Power: 260 hp
Operator: TTP LLC
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Dusk
Observation Facility, Elevation: KLGU, 4454 ft msl
Distance from Accident Site: 41 Nautical Miles
Observation Time: 2351 UTC
Direction from Accident Site: 189°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts:Calm / 
Turbulence Type Forecast/Actual: / None
Wind Direction:
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.17 inches Hg
Temperature/Dew Point: 24°C / 0°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Wayan, ID
Type of Flight Plan Filed: None
Destination: Niter, ID
Type of Clearance: None
Departure Time: 1800 MDT
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: 42.461389, -111.703889 (est)




Piper PA-32R-300 Cherokee Lance, N181DW: Incident occurred June 29, 2020 at Goodnews Airport (GNU), Alaska

Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska

Aircraft made gear up landing.

Paklook Air Inc

https://registry.faa.gov/N181DW

Date: 30-JUN-20
Time: 00:51:00Z
Regis#: N181DW
Aircraft Make: PIPER
Aircraft Model: 32
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: GOODNEWS BAY
State: ALASKA

Cub Crafters CCK-1865 Carbon Cub, N153CC: Accident occurred June 28, 2020 on Admiralty Island, Alaska

Federal Aviation Administration / Flight Standards District Office; Juneau, Alaska

https://registry.faa.gov/N153CC

NTSB Identification: ANC20CA062
14 CFR Part 91: General Aviation
Accident occurred Sunday, June 28, 2020 in Juneau, AK
Aircraft: Cub Crafters CCK-1865, registration: N153CC

NTSB investigators will use data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator, and will not travel in support of this investigation to prepare this aircraft accident report.

Aircraft loss directional control on rollout, left main landing gear collapsed with left wing tip strike.

Date: 28-JUN-20
Time: 23:20:00Z
Regis#: N153CC
Aircraft Make: CUBCRAFTERS
Aircraft Model: CCK-1865
Event Type: ACCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: SUBSTANTIAL
Activity: PERSONAL
Flight Phase: TAKEOFF (TOF)
Operation: 91
City: ADMIRALTY ISLAND
State: ALASKA

Piper PA-23-160 Apache, N6918D: Incident occurred June 29, 2020 in Colorado Springs, Colorado

Federal Aviation Administration / Flight Standards District Office; Denver, Colorado

Aircraft made emergency landing due to engine issue and nose gear collapsed.

https://registry.faa.gov/N6918D

Date: 29-JUN-20
Time: 14:45:00Z
Regis#: N6918D
Aircraft Make: PIPER
Aircraft Model: 23
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: COLORADO SPRINGS
State: COLORADO

Air Tractor AT-502B, N42190: Accident occurred June 29, 2020 in South Bay, Palm Beach County, Florida

Federal Aviation Administration / Flight Standards District Office; South Florida

Aerial Crop Protection Inc

https://registry.faa.gov/N42190

NTSB Identification: ERA20CA231
14 CFR Part 137: Agricultural
Accident occurred Monday, June 29, 2020 in South Bay, FL
Aircraft: Air Tractor AT502, registration: N42190

NTSB investigators will use data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator, and will not travel in support of this investigation to prepare this aircraft accident report.

Aircraft stalled while attempting to land.

Date: 29-JUN-20
Time: 13:30:00Z
Regis#: N42190
Aircraft Make: AIR TRACTOR
Aircraft Model: AT 502
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: SOUTH BAY
State: FLORIDA

Beech V35B Bonanza, N77CY: Incident occurred June 26, 2020 at Toledo Suburban Airport (KDUH), Lambertville, Monroe County, Michigan

Federal Aviation Administration / Flight Standards District Office; Cleveland

Aircraft failed to extend landing gear upon landing.

https://registry.faa.gov/N77CY

Date: 26-JUN-20
Time: 18:30:00Z
Regis#: N77CY
Aircraft Make: BEECH
Aircraft Model: 35
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: LAMBERTVILLE
State: MICHIGAN





Whiteford Township Fire Department #2
June 26, 2020 

Whiteford Fire was dispatched to Toledo Suburban Airport for a reported plane crash. Whiteford Engine 2 and Tanker 2 were out on US23 for a car fire already. We requested Bedford and Ottawa Lake for assistance. Whiteford Chief 1 arrived and found the plane upright with the pilot out of the plane. The plane had performed a gear up landing and came to rest on the runway. We are happy to report that there were no injuries.

Piper PA-28R-200, N56210: Incident occurred June 29, 2020 at Brookhaven Airport (KHWV), Shirley, Suffolk County -and- Incident occurred July 11, 2017 at Republic Airport (KFRG), Farmingdale, Nassau County, New York

Federal Aviation Administration / Flight Standards District Office; Farmingdale, New York

June 29, 2020:  Aircraft landed gear collapsed upon landing. 

Long Island Aviators LLC

https://registry.faa.gov/N56210

Date: 30-JUN-20
Time: 02:15:00Z
Regis#: N56210
Aircraft Make: PIPER
Aircraft Model: 28R
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: SHIRLEY
State: NEW YORK

July 11, 2017:   Aircraft landed gear up.

Date: 11-JUL-17
Time: 18:22:00Z
Regis#: N56210
Aircraft Make: PIPER
Aircraft Model: PA28
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: LANDING (LDG)
City: FARMINGDALE
State: NEW YORK

American Champion 8KCAB Super Decathlon, N4242G: Incident occurred June 26, 2020 at Snohomish County Airport (KPAE), Everett, Washington

Federal Aviation Administration / Flight Standards District Office; Seattle, Washington

Aircraft slid off runway after landing.

https://registry.faa.gov/N4242G

Date: 26-JUN-20
Time: 14:00:00Z
Regis#: N4242G
Aircraft Make: AMERICAN CHAMPION
Aircraft Model: 8KCAB
Event Type: INCIDENT
Highest Injury: UNKNOWN
Aircraft Missing:No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: SKYKOMISH
State: WASHINGTON

Monday, June 29, 2020

Cirrus SR22, N124JF: Incident occurred June 27, 2020 at Hilton Head Airport (KHXD), Beaufort County, South Carolina

Federal Aviation Administration / Flight Standards District Office; Columbia, South Carolina

Aircraft nose wheel fairing separated upon landing.

Avion Con Paracaidas LLC

https://registry.faa.gov/N124JF

Date: 27-JUN-20
Time: 17:50:00Z
Regis#: N124JF
Aircraft Make: CIRRUS
Aircraft Model: SR22
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: HILTON HEAD
State: SOUTH CAROLINA

Controlled Flight Into Terrain: Beechcraft 76 Duchess, N803FC; fatal accident occurred May 10, 2018 in Julian, San Diego County, California


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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; San Diego, California
Textron; Wichita, Kansas
Lycoming; Phoenix, Arizona
Hartzell; Piqua, Ohio

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/N803FC 


Location: Julian, CA
Accident Number: WPR18FA139
Date & Time: 05/10/2018, 2031 PDT
Registration: N803FC
Aircraft:BEECH 76 
Aircraft Damage: Destroyed
Defining Event: Controlled flight into terr/obj (CFIT)
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Instructional 

On May 10, 2018, about 2031 Pacific daylight time, a Beech BE76 airplane, N803FC, collided with mountainous terrain while maneuvering near Julian, California. The flight instructor, pilot receiving instruction, and passenger were fatally injured. The airplane was destroyed by a postimpact fire. The airplane was registered to and operated by Scandinavian Aviation Academy of El Cajon, California, as a Title 14 Code of Federal Regulations (CFR) Part 91 instructional flight. Night visual meteorological conditions prevailed for the cross-country flight, and no flight plan was filed. The flight originated from Apple Valley Airport (APV), Apple Valley, California, about 1932 and was destined for Gillespie Field Airport (SEE), El Cajon, California.

The purpose of the flight was for the pilot receiving instruction to complete two back-to-back cross-country flights of at least 2 hours in duration, and a total straight line distance of more than 100 nautical miles (nm) each. The first 2-hour flight was to be accomplished under daytime conditions, and the second 2-hour flight was to be conducted under nighttime conditions. The flight to APV was conducted during the day, and the return flight to SEE was to be conducted at night. The course syllabus for the 2 flights identified several tasks that were to be accomplished during the flights. A representative of the operator reported that maneuvers are usually performed to facilitate a 2-hour flight. All flight is prohibited below 500 ft above ground level (agl) and minimum cruise altitude of 2,000 ft agl in mountainous terrain.

Review of Federal Aviation Administration (FAA) radar data identified the airplane near Ramona Airport (RMN), Ramona, California, about 2009. The radar track showed that the airplane traveled east and climbed to an altitude of about 5,600 ft mean sea level (msl) with the groundspeed varying from 116 to 133 knots for about 14 miles. The airplane then began to slow, and it made a left turn maneuver from about a 48° course heading to about a 176° course heading. Throughout the turn, the airplane's altitude remained about 5,600 ft msl, and the groundspeed decreased to 55 knots. At the completion of the turn, the groundspeed increased to about 67 knots, and the airplane began to climb to 6,600 ft msl while continuing to the southwest on a course heading of about 195°. The airplane then made a right turn course reversal to an easterly heading and proceeded in that direction for about 10 miles.

The radar data then depicted the airplane initiated a second left 180° turn maneuver at an altitude of 6,200 ft msl and a groundspeed of about 121 knots. At the apparent apex of the turn, the airplane was at 6,100 ft msl and a groundspeed of 50 knots. The airplane then began to descend, and the groundspeed increased to 74 knots and then decreased to 50 knots. The last radar return, which was recorded about 2031, showed the airplane at an altitude of 5,700 ft msl and a groundspeed of 67 knots near the accident site. Figure 1 shows the flight tracks for both maneuvers, and figures 2 and 3 show the flight track for the first and second maneuvers, respectively, along with relevant airplane and terrain information.


Figure 1. First and second maneuver.

Figure 2. Radar track for the first maneuver along with relevant airplane and terrain information.

Figure 3. Radar track for the second maneuver along with relevant airplane and terrain information. 

Flight Instructor Information

Certificate: Airline Transport; Flight Instructor; Commercial
Age: 28, 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; Instrument Airplane
Toxicology Performed: Yes
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 05/10/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 2000 hours (Total, all aircraft), 1500 hours (Pilot In Command, all aircraft)

Student Pilot Information

Certificate: Private
Age: 24, 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:Yes 
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 02/24/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 04/09/2018
Flight Time:  (Estimated) 190 hours (Total, all aircraft), 7 hours (Total, this make and model), 87 hours (Pilot In Command, all aircraft), 50 hours (Last 90 days, all aircraft), 8 hours (Last 30 days, all aircraft) 

Flight Instructor

The flight instructor, age 28, held an airline transport pilot certificate with a rating for airplane multiengine land and a commercial pilot certificate with privileges for single-engine land. He also held a flight instructor certificate with ratings for airplane single engine, multiengine and instrument airplane. He held an FAA first-class medical certificate dated May 10, 2018, with no limitations.

According to a resume provided by the operator, the flight instructor reported 2,000 hours of total flight experience, including 1,500 hours as pilot-in command, 150 hours in multiengine airplanes, 170 hours of instrument flight, and 125 hours at night. The instructor's flight logbook was not located. The operator reported that the instructor was newly hired, and that the accident flight was his first instructional flight with the company.

Pilot Receiving Instruction

The pilot receiving instruction, age 24, held a private pilot certificate with airplane single-engine land and instrument airplane ratings. The pilot received his instrument airplane rating on April 9, 2018. He held an FAA second-class medical certificate dated February 24, 2017, with no limitations. According to the operator, the pilot had 190 hours of total flight experience, including 7 hours in multiengine airplanes, 7 hours in the accident airplane make and model, and 13 hours at night. In the preceding 90 days, the pilot logged a total of 50 flight hours, including 7 hours in the accident airplane make and model and 2 hours at night. 

Aircraft and Owner/Operator Information

Aircraft Make: BEECH
Registration: N803FC
Model/Series: 76 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1979
Amateur Built:No 
Airworthiness Certificate: Normal
Serial Number: ME-150
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 03/03/2018, Annual
Certified Max Gross Wt.: 3916 lbs
Time Since Last Inspection: 13 Hours
Engines: 2 Reciprocating
Airframe Total Time: 14150.9 Hours as of last inspection
Engine Manufacturer: LYCOMING
ELT: C91A installed, not activated
Engine Model/Series: O-360-A1G6D
Registered Owner: On file
Rated Power: 180 hp
Operator:On file 
Operating Certificate(s) Held: Pilot School (141)
Operator Does Business As:
Operator Designator Code:

Review of the maintenance logbook records revealed that the most recent annual inspection was completed on March 3, 2018, at a recorded tachometer time of 2,130.1 hours and an airframe total time of 14,150.9 hours.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: KRNM, 1393 ft msl
Distance from Accident Site: 18 Nautical Miles
Observation Time: 0253 UTC
Direction from Accident Site: 251°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 290°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.86 inches Hg
Temperature/Dew Point: 16°C / 13°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point:APPLE VALLEY, CA (APV) 
Type of Flight Plan Filed: None
Destination: SAN DIEGO/EL CAJON, CA (SEE)
Type of Clearance: VFR Flight Following
Departure Time: 1932 PDT
Type of Airspace: Class G

The 1953 automated weather observation from RMN, located about 18 miles northwest of the accident site, included winds from 290° at 7 knots, visibility of 10 statute miles, clear sky, temperature 16°C, dew point 13°C, and an altimeter setting of 29.86 inches of mercury.

An active AIRMET, issued at 1945, indicated moderate turbulence below 12,000 ft for the region where the accident occurred. Also, the National Weather Service Area Forecast discussed the following gusty surface wind conditions for the mountains/deserts in the region where the accident occurred: "Gusty west winds through 08Z Friday from 15-25 mph gusting 35-45 mph." In addition, High-Resolution Rapid Refresh model data for the period surrounding the accident time identified wind magnitudes of about 35 knots from the west-southwest near 6,100 ft. Notably at 6,100 ft, resided near the top of a temperature inversion present in the lower altitudes. The upset occurred immediately downwind of relatively high terrain, inside of the temperature inversion. Temperature inversions can promote wave action and turbulence.

A review of the Los Angeles sectional chart, which was valid through June 21, 2018, revealed a caution block near the Julian VOR that read, "Caution: Extreme turbulence and severe up and down drafts during high wind conditions."

Wreckage and Impact Information

Crew Injuries: 2 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: On-Ground
Total Injuries: 3 Fatal
Latitude, Longitude: 33.134444, -116.578333 (est) 

The accident site was located less than 1 mile southeast of the Julian VOR in mountainous terrain near the bottom of a draw at an elevation of about 4,200 ft. The elevation of the terrain within a 2-mile radius of the accident site ranged from 3,700 to 5,300 ft. The initial impact was in a westerly direction and the wreckage debris was in a path to the east. The wreckage was contained within about a 150-ft circumference around the initial impact point. The piece of wreckage located the farthest (downslope) from the initial impact was the right propeller. All structural components were located at the accident site. The airframe and engines were examined at the facilities of Air Transport, Phoenix, Arizona.

Fuselage

The fuselage, empennage, and wings were destroyed by the postimpact fire. Flight continuity was established for all flight controls. All flight control system cables were either cut during recovery or exhibited tension overload-type separations. Both elevator trim tab actuators and the rudder trim tab actuator exhibited extensive thermal damage, precluding a determination of the trim tab settings. The flap actuator was observed in the fully extended position, which, according to the manufacturer, is the flaps retracted position.

Engines

Left Engine

The engine remained attached to the airframe firewall by the engine mount. The engine and attached components had sustained severe thermal damage.

The single drive-dual magneto, carburetor, fuel pump and a significant section of the accessory case and oil sump had been consumed by the fire. Impact damage and deformation was noted at the right upper section of the engine encompassing the No. 1 cylinder fins, exhaust pushrod and rocker cover.

The spark plugs were secure at each position and displayed extensive impact and thermal damage.

The various fuel supply lines at the engine and firewall were subjected to the forces of impact energy and the thermal effects of the post impact fire. There was no fuel observed.

The carburetor had been partly consumed by the thermal effects of the post impact fire. The throttle/mixture controls were found securely attached at their respective control arms of the carburetor.

Rotation of the crankshaft was precluded due to impact damage to the engine case and crankshaft at the nose of the engine. The rocker covers were removed. The complete valve train within the rocker box areas remained intact and appeared to be free of any preaccident mechanical malfunction. The combustion chamber of each cylinder was examined through the spark plug holes utilizing a lighted borescope. The combustion chambers remained mechanically undamaged, and there was no evidence of foreign object ingestion. The valves were intact and undamaged. There was no evidence of valve to piston face contact observed. The gas path and combustion signatures observed at the spark plugs, combustion chambers and exhaust system components displayed coloration consistent with normal operation. There was no oil residue observed in the exhaust system gas path.

Holes were drilled through the engine case material in various locations and in-line with the rotational plane of each connecting rod. A lighted borescope was inserted to visualize each connecting rod, crankshaft and camlobes at the respective cylinder position. There was no evidence of lubrication depravation or contamination found. The crankshaft and attached connecting rods remained free of heat distress. The camshaft was intact and each of the camlobes appeared normal in their shape.

Right Engine

The engine remained attached to the airframe firewall by the engine mount. The engine and attached components had sustained extensive thermal damage. The single drive-dual magneto, carburetor, fuel pump and a significant section of accessory case had been consumed by the fire.

The spark plugs were secure at each position and had been subjected to impact and thermal damage.

Rotation of the crankshaft was precluded due to impact damage to the engine case and crankshaft at the nose of the engine. The No 4. aluminum cylinder head was separated from the barrel threads. The rocker covers were removed. The complete valve train within the rocker box areas appeared to be free of any preaccident mechanical malfunction. The combustion chamber of each cylinder was examined through the spark plug holes utilizing a lighted borescope. The combustion chambers remained mechanically undamaged, and there was no evidence of foreign object ingestion. The valves were intact and undamaged. There was no evidence of valve to piston face contact observed. The gas path and combustion signatures observed at the spark plugs, combustion chambers and exhaust system components displayed coloration consistent with normal operation. There was no oil residue observed in the exhaust system gas path.

Holes were drilled through the engine case material in-line with the rotational plane of each connecting rod. A lighted borescope was inserted to visualize each connecting rod, crankshaft and camlobes at the respective cylinder position. There was no evidence of lubrication depravation or contamination found. The crankshaft and attached connecting rods remained free of heat distress. There were no signatures or conditions observed consistent with any preaccident catastrophic mechanical malfunction. The camshaft was intact and each of the camlobes appeared normal in their shape.

Propellers

The two bladed constant speed propellers along with the attached crankshaft flange were displaced from the engine. The crankshaft fracture surface exhibited signatures consistent with torsional overload. The propeller blades remained attached at the hub.

Both blades on both propellers had fractured pitch change knobs as well as counterweight punctures in the cylinder. Impact marks on the preload plates indicated blade angles were at or near the low pitch stop of about 12°. The bearing races were found fractured with ball bearing imprints. Both the left and right side propeller blades displayed similar damage, including leading edge gouges, chordwise/rotational scoring, and bending opposite rotation. 

Medical And Pathological Information

Autopsies for the flight instructor and the pilot receiving instruction were performed by County of San Diego Medical Examiner's Department, San Diego, California. The autopsies found that the cause of death for both pilots was multiple blunt force and thermal injuries. Toxicology testing performed at the FAA Forensic Sciences Laboratory for both pilots was negative for drugs and alcohol.

Qinyang Zuo, 28
Flight Instructor
Flight Instructor Resume 

Rongwei Zhang, 23
Pilot Receiving Instruction

Zehe Zhang, 24

Lesson 44 and 45 Outline
















Sunday, June 28, 2020

Loss of Engine Power (Total): Air Tractor Inc AT-502, N4531K; accident occurred September 15, 2017 in Union City, Obion County, Tennessee

Photograph of wreckage as discovered. 
Courtesy of Federal Aviation Administration

Photograph of aircraft wreckage as discovered.
Courtesy of Federal Aviation Administration

Aft photo of wreckage as discovered. 
Courtesy of 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; Memphis, Tennessee
Pratt & Whitney

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/N4531K

Location: Union City, TN
Accident Number: ERA17LA326
Date & Time: 09/15/2017, 0915 CDT
Registration: N4531K
Aircraft: AIR TRACTOR INC AT 502
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 1 None
Flight Conducted Under: Part 137: Agricultural 

On September 15, 2017, about 0915 central daylight time, an Air Tractor AT-502, N4531K, was substantially damaged during collision with terrain following a forced landing after a total loss of engine power while in cruise flight near Union City, Tennessee. The commercial pilot was not injured. Visual meteorological conditions prevailed, and no flight plan was filed for the aerial application flight which was conducted under the provisions of 14 Code of Federal Regulations Part 137.

In an interview with a Federal Aviation Administration (FAA) inspector, the pilot reported he was in cruise flight on his way to an application site when he heard a 'pop' and the engine stopped producing power. The pilot maneuvered the airplane for a forced landing on a roadway but had to amend his forced landing site to a cornfield adjacent to the road due to vehicle traffic. After touchdown, the main landing gear separated which resulted in substantial damage to the fuselage.

At 0915, the weather recorded at Everett-Stewart Regional Airport (UCY), about 6 miles east of the accident site, included clear skies and wind from 160° at 4 knots. The temperature was 23°C, and the dew point was 20°C. The altimeter setting was 30.06 inches of mercury.

The pilot held a commercial pilot certificate with a rating for airplane single-engine land. The pilot reported 18,000 total hours of flight experience, of which 3,034 hours were in the accident airplane make and model.

According to FAA records, the airplane was manufactured in 1990 and had accrued 5,490 total aircraft hours. The engine had two data plates and had been changed from a PWC PT6A-15AG engine to a PWC PT6A-34 engine under an FAA supplemental type certificate (STC).

A Pratt & Whitney Canada (PWC) accident investigator performed a field examination of the accident airplane's engine under the supervision of an FAA aviation safety inspector. The examination revealed catastrophic internal damage, and parts of the compressor turbine wheel with blade fragments were harvested and forwarded to the NTSB Materials Laboratory for examination.

An NTSB Senior Powerplants Investigator reviewed the report prepared by Pratt & Whitney following the field examination of the engine and maintenance records. He concurred with the report and commented on some of its findings.

In summary, the engine was an assembled compilation of PWC and aftermarket (Parts Manufacturer Approval – PMA) parts. Some PMA parts installed were not authorized for the application, and the serial numbers reflected in the maintenance records did not match the components installed and reflected a compressor turbine stator (weld) repair that was not PWC approved. For example, the factory original compressor turbine disk was installed while the logbook indicated another disk was installed. The compressor turbine disk was a time-limited item, and the total hours on the installed disk could not be verified.

Metallurgical examination of the compressor turbine blades revealed fracture features consistent with high-velocity impact and high-temperature deformation such as "creep." All blades were fractured, the primary fracture could not be identified, and therefore the sequence in which the fractures occurred could not be determined. 

Pilot Information


Certificate: Commercial
Age: 63, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Single
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 2 
Last FAA Medical Exam: 03/28/2017
Occupational Pilot:Yes 
Last Flight Review or Equivalent: 01/07/2016
Flight Time:  18000 hours (Total, all aircraft), 3034 hours (Total, this make and model) 

Aircraft and Owner/Operator Information


Aircraft Make: AIR TRACTOR INC
Registration:N4531K 
Model/Series: AT 502 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1990
Amateur Built:No 
Airworthiness Certificate: Restricted
Serial Number: 502-0102
Landing Gear Type:Tailwheel 
Seats: 1
Date/Type of Last Inspection:
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Turbo Prop
Airframe Total Time: 5490 Hours at time of accident
Engine Manufacturer: Pratt and Whitney
ELT:
Engine Model/Series: PWC PT6A-15AG
Registered Owner: LONDE AIR LLC
Rated Power: 750 hp
Operator: LONDE AIR LLC
Operating Certificate(s) Held: Agricultural Aircraft (137)

Meteorological Information and Flight Plan


Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: UCY, 341 ft msl
Distance from Accident Site: 6 Nautical Miles
Observation Time: 0915 CDT
Direction from Accident Site: 97°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 4 knots /
Turbulence Type Forecast/Actual:
Wind Direction:160° 
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.06 inches Hg
Temperature/Dew Point: 23°C / 20°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Hickman, KY (1M7)
Type of Flight Plan Filed: None
Destination: Hickman, KY (1M7)
Type of Clearance: None
Departure Time: 0915 CDT
Type of Airspace: Class G

Wreckage and Impact Information


Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries:N/A 
Aircraft Fire:None 
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries:1 None 
Latitude, Longitude:  36.392778, -89.116667 (est)