Tuesday, July 28, 2020

Embraer Phenom 300, N439QS: Incident occurred July 25, 2020 at T. F. Green International Airport (KPVD), Warwick, Kent County, Rhode Island

Federal Aviation Administration / Flight Standards District Office; Boston, Massachusetts

Aircraft diverted and landed after reporting a landing gear issue. A tire blew on the main landing gear and caught fire. 

NetJets Sales Inc
Journey On LLC
JJC Family Holdings Inc


https://registry.faa.gov/N439QS

Date: 25-JUL-20
Time: 16:40:00Z
Regis#: N439QS
Aircraft Make: EMBRAER
Aircraft Model: EMB505
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: ON DEMAND
Flight Phase: LANDING (LDG)
Operation: 135
Flight Number: EJA439P
City: PROVIDENCE
State: RHODE ISLAND

Cessna 172S Skyhawk SP, N951JA: Incident occurred July 24, 2020 at Lovell Field Airport (KCHA), Chattanooga, Hamilton County, Tennessee

Federal Aviation Administration / Flight Standards District Office; Nashville, Tennessee

Aircraft landed and veered off runway into grass.

Collins Aviation LLC

https://registry.faa.gov/N951JA

Date: 24-JUL-20
Time: 22:04:00Z
Regis#: N951JA
Aircraft Make: CESSNA
Aircraft Model: 172
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: INSTRUCTION
Flight Phase: LANDING (LDG)
Operation: 91
City: CHATTANOOGA
State: TENNESSEE

Cessna P206B Super Skylane, N4713F: Incident occurred June 29, 2020 in Garden City, Glasscock County, Texas

Federal Aviation Administration / Flight Standards District Office; Indianapolis, Indiana

Aircraft taxied on its own into large plastic chemical container after pilot stepped out of airplane with engine running.

https://registry.faa.gov/N4713F

Date: 29-JUN-20
Time: 18:25:00Z
Regis#: N4713F
Aircraft Make: CESSNA
Aircraft Model: P206
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: TAXI (TXI)
Operation: 91
City: GARDEN CITY
State: TEXAS

Brantly B-2B, N383ES: Fatal accident occurred July 24, 2020 in Monrovia, Morgan County, Indiana

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Plainfield, Indiana

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

https://registry.faa.gov/N383ES

Location: Monrovia, IN
Accident Number:CEN20LA304
Date & Time: 07/24/2020, 1316 EDT
Registration: N383ES
Aircraft:Brantly B2B
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Flight Test

On July 24, 2020, about 1316 eastern daylight time, a Brantly B2B helicopter, N383ES, was destroyed when it was involved in an accident near Monrovia, Indiana. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 91 maintenance test flight.

A witness stated the pilot was performing post 100-hour interval and annual inspection and maintenance flights. The pilot completed three or four short flights around the pilot's property before taking off and traveling southerly at an altitude of about 20 ft above ground level. The witness stated that it looked like the helicopter was exiting translational lift when the helicopter dipped and turned right abruptly and hit the ground. A post-crash fire started immediately.

Aircraft and Owner/Operator Information

Aircraft Make: Brantly
Registration: N383ES
Model/Series: B2B
Aircraft Category: Helicopter
Amateur Built: No
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:
Observation Time:
Distance from Accident Site:
Temperature/Dew Point:
Lowest Cloud Condition:
Wind Speed/Gusts, Direction:
Lowest Ceiling:
Visibility:
Altimeter Setting:
Type of Flight Plan Filed: None
Departure Point: Monrovia, IN (PVT)
Destination: Monrovia, IN (PVT)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude:

Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email eyewitnessreport@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov.


Gerald "Gary" Goldsberry

Gerald "Gary" Goldsberry 75, of Mooresville, passed away on July 24, 2020. He was born on November 7, 1944 in Lebanon, Indiana, son of Everett Goldsberry.

He was retired from the sign making business, having owned Visual Sign Company in Indianapolis for over three decades. He was a veteran of the U.S. Navy.

He was a flight instructor and an advocate for rotorcraft. He was an active member and Past President of the Popular Rotorcraft Association. He hated cats...

He is survived by his loving wife Sue Goldsberry; daughters Lynn Goldsberry, Shelly Romero; Sue's children, Janie Baschwit, Brent Alexander, Mike Alexander, Joe Alexander; several grandchildren and great grandchildren and former business partner Kay Goldsberry.

Visitation will be held on Thursday, July 30th from 12pm until 6pm with services beginning at 6pm at Carlisle Branson Funeral Service & Crematory, Mooresville. Please visit www.carlislebranson.com to sign the online guestbook or to share a memory.

Visitation
Thursday, July 30, 2020
12:00PM - 6:00PM
Carlisle-Branson Funeral Service & Crematory
39 E High St
Mooresville, IN 46158

Service
Thursday, July 30, 2020
6:00PM
Carlisle-Branson Funeral Service & Crematory
39 E High St
Mooresville, IN 46158

Final Resting Place
Morgan County Crematory
39 E. High St.
Mooresville, IN 46158

https://www.carlislebranson.com



MONROVIA, Indiana — The Morgan County Sheriff's Office says a 75-year-old pilot died after a helicopter crash Friday. 

The sheriff's office was dispatched to a residence in Monrovia around 1:15 p.m. Friday for reports of a helicopter crash. 

During the investigation, authorities learned that the pilot, Gerald Goldsberry, was conducting an annual service of the Brantly B-2B helicopter. 

As Goldsberry was taking off from his residence when he lost control of the helicopter, causing the crash. 

Goldsberry was airlifted to a nearby hospital and where he was later pronounced dead. 

The Federal Aviation Administration and National Transportation Safety Board and continuing the investigation. 

https://www.wthr.com

Monday, July 27, 2020

Air Tractor AT-502B, N502KJ: Fatal accident occurred July 25, 2020 in Grant, Perkins County, Nebraska

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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Lincoln, Nebraska
Air Tractor; Olney, Texas
Aurora Cooperative Elevator Company; Aurora, Nebraska 

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


https://registry.faa.gov/N502KJ


Location: Grant, NE
Accident Number: CEN20LA306
Date & Time: 07/25/2020, 1136 MDT
Registration: N502KJ
Aircraft: Air Tractor AT502
Injuries: 1 Fatal
Flight Conducted Under: Part 137: Agricultural

On July 25, 2020, about 1136 mountain daylight time, an Air Tractor AT-502B airplane, N502KJ, was substantially damaged when it was involved in an accident near Grant, Nebraska. The pilot was fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations (CFR) Part 137 agricultural flight.

According to the airplane operator, the pilot was flying an aerial application flight at the time of the accident. The track data downloaded from the airplane's Satloc GPS guidance system showed most of the flight. At 1108, the airplane departed runway 33 at Grant Municipal Airport (GGF), Grant, Nebraska, and then flew southbound to the field to be sprayed. After arriving over the field, the pilot completed several orbits of the field before he began spraying the field using a series of east/west flight paths.

According to the recovered track data (Figure 1), the pilot entered a climbing left turn after each spray pass, with the airplane routinely climbing 400-500 ft during a course reversal turn. The airplane's average ground speed during the spray passes ranged between 155 and 165 mph, and the ground speed decreased to between 104 and 120 mph during each course reversal turn (Figure 2). At 1136:48, the final recorded track point showed the airplane climbing on a west heading near the end of a spray pass at the north edge of the field. The airplane's final ground speed and altitude above ground level (agl) were 152 mph and 70 ft agl, respectively. According to a Satloc representative, the GPS guidance system had a 6 second delay between data acquisition and when the data was saved to non-volatile memory. The final position report was located about ¼ mile northeast of the accident site.


Figure 1: Plot of GPS Track Data

Figure 2: Plot of Altitude and Ground Speed

A pilot of another agricultural airplane was operating in a nearby field when the accident occurred. He reported that he and the accident pilot had maintained radio contact throughout their respective flights using a common traffic advisory frequency. The pilot reported that the accident airplane consistently climbed 450-500 ft agl during its course reversal turns following each spray pass. The pilot stated that the last time he saw the accident airplane it was flying westbound in a climb before it rolled right into a 90°-100° bank turn with a nose-high pitch angle of 10°-12° above the horizon. The pilot stated that the accident airplane was turning toward north as the nose of the airplane pitched down through the horizon, consistent with a Lazy Eight flight maneuver. The pilot stated that he lost visual contact with the accident airplane when he entered a left turn at the end of a spray pass. After completing several additional spray passes, the pilot was unable to contact the accident pilot over the radio and subsequently spotted the airplane wreckage in the cornfield (Figure 3) as he was returning to GGF.



Figure 3: Aerial Photo Taken of Accident Site

The accident site was in a cornfield located about 8.7 miles south-southeast of GGF. According to a Federal Aviation Administration inspector and an Air Tractor accident investigator who responded to the accident site, the airplane impacted terrain in a nose down pitch attitude. The corn stalks immediately surrounding the accident site exhibited damage consistent with a 45° nose down flight path angle. There were no ground impacts or a discernable debris path preceding the wreckage. The airplane was found upright with significant impact damage to the forward fuselage and the leading edge of both wings.

The fuselage was oriented on an east-southeast heading. The aft fuselage and empennage exhibited minor impact-related damage. Both wing fuel tanks had ruptured during impact, and the odor of Jet-A fuel was present at the accident site. Flight control continuity could not be established due to damage; however, all observed separations were consistent with impact-related damage. The flap actuator measured 2.125 inches and was consistent with a 20° flap extension at impact. The aileron drooping system was continuous from the flap torque tube to the aileron bellcrank support assembly. Both landing gear legs had separated from the fuselage during impact. The engine and the propeller were found buried about 3 ft below ground level. The postaccident examination did not reveal any anomalies that would have precluded normal airplane operation during the flight.


Figure 4: Overview Photo of Main Wreckage at Accident Site

Aircraft and Owner/Operator Information

Aircraft Make: Air Tractor
Registration: N502KJ
Model/Series: AT502 B
Aircraft Category: Airplane
Amateur Built: No
Operator: Aurora Cooperative Elevator Company
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: IML, 3276 ft msl
Observation Time: 1153 MDT
Distance from Accident Site: 15 Nautical Miles
Temperature/Dew Point: 30°C / 19°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: Calm / ,
Lowest Ceiling: None
Visibility: 10 Miles
Altimeter Setting: 29.99 inches Hg
Type of Flight Plan Filed: Company VFR
Departure Point: Grant, NE (GGF)
Destination: Grant, NE (GGF)

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries:N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 40.747222, -101.710000

Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email eyewitnessreport@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov.


Alex Watson Tuttle
May 19, 1989 ~ July 25, 2020 (age 31)

Mr. Alex Watson Tuttle, age 31, of College Grove, Tennessee died Saturday, July 25th, 2020 in Grant, Nebraska.

Alex was born in Nashville Tennessee and was a graduate of the Class of 2007 from Battle Ground Academy in Franklin, TN. He continued his education at Middle Tennessee State University where he received his Bachelor's Degree in Aerospace Aviation and a Minor in Agribusiness.

Alex’s passion was flying and he was a natural born pilot. He was an aerial applicator and was recognized as one of the best in his profession. In the off season of flying, he would return home and back to farming where he worked for Hatcher Family Dairy near College Grove.

Alex was a very active member of the Eagleville Soaring Club. He loved the outdoors and had a very special love for animals. He also had deep respect for his heritage and his ancestors.

Mr. Tuttle is survived by his parents, Ronald and Elizabeth Tuttle, College Grove, TN, brother, Robert Nelson Tuttle, Franklin, TN; aunts, Romayne Williams, Lebanon, TN, Marie (John) Brumbach, Sandy Springs, GA, Jane Mills, Franklin, TN; uncles, Frank C. Tuttle, Rally Hill Comm., Lynn H. (Charlotte) Tuttle, Brentwood, TN, Alan (Linda) Tuttle, Brentwood, TN.

Graveside services for family and friends will be conducted on Saturday, August 8, 2020 at 5:00 p.m. at Simpson Cemetery in the Rover Community of Bedford County.  Burial will follow in Simpson Cemetery.

In Lieu of Flowers, Memorial Donations may be made in memory of Alex Tuttle to Battle Ground Academy, 336 Ernest Rice Lane, Franklin, TN 37069 or Tennessee Kidney Foundation, 37 Peabody Street, Suite 206, Nashville, TN 37210 (www.tennesseekidneyfoundation.org).

https://www.lawrencefuneral.net

GRANT, Nebraska (KMTV) — A male pilot is now dead after a crop duster crash in Perkins County over the weekend.

According to the Perkins County Sheriff James Brueggema, he said the office received a call about 12:05 p.m. mountain time on Saturday.

When authorities arrived to the scene, they said a crop duster was found in a corn field near Road 328 and Road 753, about six miles south and half a mile west of Grant.

The pilot was identified as 31-year-old Alex Watson Tuttle of College Grove, Tennessee.

No word yet on what caused the crash, federal agencies are now part of the investigation.

The Grant volunteer fire department, along with the Madrid volunteer fire department also assisted with the crash.


https://www.klkntv.com

Loss of Control on Ground: Yakovlev (Aerostar) Yak-52W, N52KF; accident occurred September 23, 2017 at Gillespie Field Airport (KSEE), El Cajon, San Diego County, California




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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; San Diego, California

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/N52KF

Location: El Cajon, CA
Accident Number: WPR17LA214
Date & Time: 09/23/2017, 1415 PDT
Registration: N52KF
Aircraft: SC AEROSTAR SA YAK 52W
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On September 23, 2017, about 1415 Pacific daylight time, an experimental SC Aerostar SA, Yak-52W airplane, N52KF, sustained substantial damage while taxiing at Gillespie Field Airport (SEE), El Cajon, California. The airline transport pilot and the passenger were not injured. The airplane was registered to an individual and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan had been filed.

The pilot did not submit an NTSB Pilot/Operator Aircraft Accident/Incident Report Form 6120.1, however, his legal counsel provided an email statement which described the sequence of events.

The pilot reported that he conducted a normal preflight inspection, completed the starting engine checklist, and attempted to start the engine, but was unable to do so due to low pressure in the pneumatic system. An individual arrived with a tank of air to pressurize the system, while the pilot remained in the airplane. The pilot shut off the compressed air supply valve, as required during a pneumatic system recharge. The individual with the tank of air realized that they had accidentally brought the wrong adapter for the airplane, and left to find the correct adapter. A second individual arrived and offered to assist to start the engine by manually turning the propeller. The pilot accepted the offer, and the engine was subsequently started.

The pilot completed the post-start checklist, and started to taxi. Shortly thereafter, he experienced a loss of braking performance which affected the airplane's steering capabilities (the steering is accomplished through differential braking, and the brake system requires pneumatic pressure to operate). The pilot realized that the compressed air supply valve was still shut off, and attempted to turn it back on while turning the engine off and maintaining steering control. Due to the size constraints of the cockpit, he could not reach the supply valve without unstrapping his seat belt and turning around. The airplane impacted a fence before he was able to do so, and sustained substantial damage to the left wing.

Further investigation revealed that the Yak-52 checklist does not require the pilot to check air pressure or the valve position during the preflight, engine start or before takeoff phases.

There was no preimpact mechanical malfunction that would have precluded normal operations. 

Pilot Information

Certificate: Airline Transport; Flight Instructor; Flight Engineer
Age: 59, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Unknown
Other Aircraft Rating(s): Glider
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam:04/10/2017 
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: SC AEROSTAR SA
Registration: N52KF
Model/Series: YAK 52W NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1991
Amateur Built: Yes
Airworthiness Certificate:
Serial Number: 9111213
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection:
Certified Max Gross Wt.: 2899 lbs
Time Since Last Inspection:
Engines: 1
Airframe Total Time:
Engine Manufacturer: AMA/EXPR
ELT:
Engine Model/Series: UNKNOWN ENG
Registered Owner: FROST KEITH A
Rated Power:
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: KSEE, 387 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1447 PDT
Direction from Accident Site: 255°
Lowest Cloud Condition: Scattered / 5000 ft agl
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 230°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.84 inches Hg
Temperature/Dew Point: 22°C / 11°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: El Cajon, CA (SEE)
Type of Flight Plan Filed: None
Destination: El Cajon, CA (SEE)
Type of Clearance: None
Departure Time: 1415 PDT
Type of Airspace:

Airport Information

Airport: GILLESPIE FIELD (SEE)
Runway Surface Type: Asphalt
Airport Elevation: 387 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: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion:None 
Total Injuries:2 None 
Latitude, Longitude: 32.826111, -116.972500

Sunday, July 26, 2020

Hard Landing: Piper PA-18-150 Super Cub, N82912; accident occurred August 18, 2017 at Avenger Field Airport (KSWW), Sweetwater, Nolan 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; Lubbock, Texas
United States Department of Agriculture (USDA) / Animal and Plant Health Inspection Service (APHIS) / Wildlife Services; Cedar City, Utah

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/N82912 

Location: Sweetwater, TX
Accident Number:CEN17LA324 
Date & Time: 08/18/2017, 1145 CDT
Registration: N82912
Aircraft: PIPER PA 18-150
Aircraft Damage: Substantial
Defining Event: Hard landing
Injuries: 2 None
Flight Conducted Under: Public Aircraft

On August 18, 2017, about 1145 central daylight time, a Piper PA-18-150 airplane, N82912, was substantially damaged while landing at Avenger Field Airport (SWW), Sweetwater, Texas. The commercial pilot and his passenger were not injured. The airplane was registered to and operated by the United States Department of Agriculture (USDA) as a public aircraft.

The pilot reported that he chose to land on runway 17 at SWW because the automated weather observing system at the airport indicated the surface wind was 9 knots from the south-southwest. The pilot stated that he intended to make a wheel landing with the flaps fully extended. He stated that he felt a "little bump" shortly after the airplane touched down on the right main landing gear (MLG), and the airplane began to swerve left. The pilot reported that he was unable to regain directional control with full right rudder and right brake inputs. The airplane continued to swerve left and departed the left runway edge where the right MLG collapsed after it entered soft terrain. The airplane came to rest on a north heading. The airplane sustained substantial damage to the right wing, both main wing spars, and the right elevator.

The Federal Aviation Administration inspector who examined the wreckage identified several fractured MLG components, which were subsequently submitted to the National Transportation Safety Board Materials Laboratory for additional examination.

The left-side MLG hydrasorb shock unit was intact with its external shock cord rings wrapped around its tee flanges. The left MLG brace tube was bent and fractured near where it attached to the left hydrasorb shock unit. Adjacent to the fracture surface, the brace tube exhibited local thinning or necking. The tube fracture surface exhibited either a cup-shaped morphology, or a flat orientation angled at about 45° relative to the tube direction. The observed fracture features and tube damage were consistent with tensile overstress. There was no evidence of preexisting cracks or damage to the left MLG brace tube or its associated hydrasorb shock unit.

The right-side MLG brace tube had buckled and was partially fractured about 5.75 inches from the fitting hole. The fracture surface exhibited a general rough texture with a dull luster, which was consistent with tensile overstress. Additionally, the opposite end of the right MLG brace tube had buckled inward toward the partial fracture. The observed brace tube damage was consistent with bending overstress.

The right-side MLG hydrasorb shock unit exhibited a fracture of its internal piston shaft. The piston shaft had bent downward adjacent to the fracture surface. One side of the fracture exhibited a generally flat surface on one half before it transitioned to a 45° shear lip. Additional examination of the fracture with a scanning electron microscope revealed dimple rupture in a slanted orientation. The observed fracture features and damage to the internal piston shaft were consistent with bending overstress. There was no evidence of preexisting cracks or damage to the internal piston shaft. The chemical composition, microstructure, and measured material hardness were consistent with a martensitic precipitation-hardened stainless-steel alloy.

Pilot Information

Certificate:Commercial
Age: 57, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Front
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 With Waivers/Limitations
Last FAA Medical Exam: 08/07/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 04/04/2017
Flight Time:  10245 hours (Total, all aircraft), 10163 hours (Total, this make and model), 10070 hours (Pilot In Command, all aircraft), 58 hours (Last 90 days, all aircraft), 36 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N82912
Model/Series: PA 18-150
Aircraft Category: Airplane
Year of Manufacture: 1977
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 18-7709195
Landing Gear Type: Tailwheel
Seats:2
Date/Type of Last Inspection: 07/05/2017, Annual
Certified Max Gross Wt.: 2000 lbs
Time Since Last Inspection: 46 Hours
Engines: 1 Reciprocating
Airframe Total Time: 10623.9 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C126 installed, not activated
Engine Model/Series: O-360-C4P
Registered Owner: USDA-APHIS-WS
Rated Power: 180 hp
Operator: USDA-APHIS-WS
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: SWW, 2380 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1135 CDT
Direction from Accident Site:
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 8000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: / None
Wind Direction: 230°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 30.16 inches Hg
Temperature/Dew Point: 29°C / 20°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Winston Field, TX (SNK)
Type of Flight Plan Filed: Company VFR
Destination: Sweetwater, TX (SWW)
Type of Clearance: None
Departure Time: 1120 CDT
Type of Airspace: Class G

Airport Information

Airport: Avenger Field Airport (SWW)
Runway Surface Type: Asphalt
Airport Elevation: 2380 ft
Runway Surface Condition: Dry
Runway Used: 17
IFR Approach: None
Runway Length/Width: 5840 ft / 100 ft
VFR Approach/Landing: Traffic Pattern

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: 32.471667, -100.469167








Loss of Control on Ground: Aero Commander 690, N9175N; accident occurred November 30, 2016 at Scottsdale Airport (KSDL), Maricopa County, Arizona











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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Scottsdale, Arizona 

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


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

http://registry.faa.gov/N9175N

Location: Scottsdale, AZ
Accident Number: WPR17LA030
Date & Time: 11/30/2016, 1730 MST
Registration: N9175N
Aircraft: AERO COMMANDER 690
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Positioning 

On November 30, 2016, about 1730 mountain standard time, an Aero Commander 690, N9175N, was substantially damaged when it was involved in an accident at the Scottsdale Airport (SDL), Scottsdale, Arizona. The commercial pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 maintenance relocation flight.

The pilot reported that after a normal landing on runway 21 he began easing the power levers into reverse and applying light braking action to slow the speed. While reaching for the condition levers to bring the propellers back to low RPM, the airplane "darted to the right." The pilot applied left braking and adjusted the engines to low RPM settings to compensate for the veer. Despite his actions, the airplane continued to veer towards the right side of the runway and was approaching the A11 exit sign. The pilot reported that he could have either gotten more aggressive with the corrective actions, and hope to avoid striking the sign, or allow the airplane to exit the runway on what he thought was a hard smooth surface. The pilot chose to exit the runway surface which was the runway safety area (RSA). Once the airplane entered the RSA, the landing gear sunk deep into the rocks which quickly slowed the airplane to a stop.

Security cameras captured the airplane during landing. The airplane touched down near the 1,000 ft runway distance markers and about 1,300 ft further, exited near taxiway A11. The airplane traveled about 50 ft into the RSA, creating deep troughs through the rock layer, and came to a stop about 2,500 ft from the approach end of runway 1.

A postaccident examination of the airplane revealed impact damage to the left side of the fuselage. The impact damage consisted of multiple holes and dents in the fuselage cabin passenger area and window areas. A rock about 2 inches in length was found imbedded in the fuselage and could not be removed during the examination. Several rocks penetrated the passenger area, one impacting the right side window from the inside. The propeller blades had gouging on the leading edges from the midsections to the tips. The right landing gear brake rotor showed light gouging on the braking surface.

The flight control system was examined, and all flight controls moved freely with unobstructed movement. The steering system was operated with the activation of the hydraulic system and the nose landing gear tire was positioned over a grease plate. Actuation of the brakes produced normal steering operation. No evidence of any mechanical malfunctions or failures were revealed that would have precluded normal operation.

The RSA rock layer consisted of about 3-inch sized smoothed river rock. The depth of the rock layer varied from 4-inches to 12-inches deep through the area of the accident site.
Accident Site and Runway Tire Marks

According to the FAA, RSAs are not designed with a particular aircraft in mind. RSA's are designed to provide all aircraft types with the space and time needed to safely come to a stop while avoiding fixed obstacles on the airport that may damage the aircraft and potentially injure or kill the occupants. RSAs are designed to support the aircraft without sinking into the soil and causing an abrupt halt. RSAs can be made of many materials, including rocks. These rocks should be no larger than four inches in size. RSAs, like any other landing/runway ground surface, are not designed for contact by any part of the aircraft other than the landing gear. The design of an RSA does not take into consideration contact by propellers, engines, wings, etc. RSAs around the country have proven to be effective at mitigating damage, injury, and death when runway excursions and overruns occur.

According to the Department of Transportation Advisory Circular (AC 150/5300-13A)- An RSA is defined as a surface surrounding the runway prepared or suitable for reducing the risk of damage to aircraft in the event of an undershoot, overshoot, or excursion from the runway. Also, FAA Order 5200.8, defines that RSA is intended to provide a measure of safety in the event of an aircraft's excursion from the runway by significantly reducing the extent of personal injury and aircraft damage during overruns, undershoots and veer-offs. SDL RSA design and specification drawings show a crushed aggregate depth of 4 inches. 

Pilot Information

Certificate: Commercial
Age: 63, Male
Airplane Rating(s): Multi-engine Land; 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 2 Without Waivers/Limitations
Last FAA Medical Exam: 02/11/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time:  4654 hours (Total, all aircraft), 322 hours (Total, this make and model), 4654 hours (Pilot In Command, all aircraft), 21 hours (Last 90 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: AERO COMMANDER
Registration: N9175N
Model/Series: 690 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1973
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 11071
Landing Gear Type: Retractable - Tricycle
Seats: 7
Date/Type of Last Inspection:  AAIP
Certified Max Gross Wt.:10251 lbs 
Time Since Last Inspection:
Engines: 2 Turbo Prop
Airframe Total Time:
Engine Manufacturer: Honeywell
ELT: Installed, not activated
Engine Model/Series: TPE 331-5
Registered Owner: AIR WEST INC
Rated Power: 715 hp
Operator: AIR WEST INC
Operating Certificate(s) Held:  On-demand Air Taxi (135)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Dusk
Observation Facility, Elevation: KSDL, 1473 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 2353 UTC
Direction from Accident Site: 43°
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: 29.99 inches Hg
Temperature/Dew Point: 16°C / -8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: SAFFORD, AZ (SAD)
Type of Flight Plan Filed: Company VFR
Destination: SCOTTSDALE, AZ (SDL)
Type of Clearance: VFR; VFR Flight Following
Departure Time: 1700 MST
Type of Airspace: Class D

Airport Information

Airport: SCOTTSDALE (SDL)
Runway Surface Type: Asphalt
Airport Elevation: 1510 ft
Runway Surface Condition: Dry
Runway Used: 21
IFR Approach: None
Runway Length/Width: 8249 ft / 100 ft
VFR Approach/Landing: Full Stop; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 33.613611, -111.921389 (est)