Federal Aviation Administration / Flight Standards District Office; Cincinnati, Ohio
Aircraft landed gear up.
https://registry.faa.gov/N6080Q
Date: 29-AUG-20
Time: 18:20:00Z
Regis#: N6080Q
Aircraft Make: MOONEY
Aircraft Model: M20C
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: INSTRUCTION
Flight Phase: LANDING (LDG)
Operation: 91
City: LORAIN
State: OHIO
Monday, August 31, 2020
Cessna 172S, N99AM: Incident occurred August 30, 2020 at Leesburg Executive Airport (KJYO), Loudoun County, Virginia
Federal Aviation Administration / Flight Standards District Office; Washington
Aircraft struck a bird.
Papillon Air Inc
https://registry.faa.gov/N99AM
Date: 30-AUG-20
Time: 14:05:00Z
Regis#: N99AM
Aircraft Make: CESSNA
Aircraft Model: 172
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: APPROACH (APR)
Operation: 91
City: LEESBURG
State: VIRGINIA
Aircraft struck a bird.
Papillon Air Inc
https://registry.faa.gov/N99AM
Date: 30-AUG-20
Time: 14:05:00Z
Regis#: N99AM
Aircraft Make: CESSNA
Aircraft Model: 172
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: APPROACH (APR)
Operation: 91
City: LEESBURG
State: VIRGINIA
Eurocopter EC 135 P2+: Incident occurred August 28, 2020 in Roanoke, Virginia
Federal Aviation Administration / Flight Standards District Office; Richmond, Virginia
Rotorcraft made a precautionary landing in a field.
Date: 28-AUG-20
Time: 18:44:00Z
Regis#: ARLF1
Aircraft Make: EUROCOPTER
Aircraft Model: EC135
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: UNKNOWN (UNK)
City: ROANOKE
State: VIRGINIA
ROANOKE, Virginia – Although the damage is hundreds of miles away, Roanoke’s Life-Guard 10 helicopter is going to Louisiana to help with Hurricane Laura recovery at FEMA’s request.
The helicopter will be used as needed in areas badly affected by the storm, according to officials.
Life-Guard flew out of Carilion Clinic on Friday and is on standby until needed.
When they’re called in, the crew’s plan is to fly south to places in need.
“Pretty much everything is a little bit different. Logistics are harder. It’s harder to get supplies. Wherever we’re staying, it’s going to be different than our normal environment here,” said Flight Paramedic Scott Davis.
In previous years, Life-Guard also helped when cities were hit by Hurricanes Florence and Dorian.
https://www.wsls.com
Rotorcraft made a precautionary landing in a field.
Date: 28-AUG-20
Time: 18:44:00Z
Regis#: ARLF1
Aircraft Make: EUROCOPTER
Aircraft Model: EC135
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: UNKNOWN
Flight Phase: UNKNOWN (UNK)
City: ROANOKE
State: VIRGINIA
The helicopter will be used as needed in areas badly affected by the storm, according to officials.
Life-Guard flew out of Carilion Clinic on Friday and is on standby until needed.
When they’re called in, the crew’s plan is to fly south to places in need.
“Pretty much everything is a little bit different. Logistics are harder. It’s harder to get supplies. Wherever we’re staying, it’s going to be different than our normal environment here,” said Flight Paramedic Scott Davis.
In previous years, Life-Guard also helped when cities were hit by Hurricanes Florence and Dorian.
https://www.wsls.com
Cessna U206F Stationair, N171RM: Incident occurred August 28, 2020 at Roanoke-Blacksburg Regional Airport (KROA),
Federal Aviation Administration / Flight Standards District Office; Richmond, Virginia
Aircraft while taxiing went off the ramp into the grass.
Blue Ridge Air LLC
https://registry.faa.gov/N171RM
Date: 28-AUG-20
Time: 14:55:00Z
Regis#: N171RM
Aircraft Make: CESSNA
Aircraft Model: 206
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: AMBULANCE
Flight Phase: TAXI (TXI)
City: ROANOKE
State: VIRGINIA
Aircraft while taxiing went off the ramp into the grass.
Blue Ridge Air LLC
https://registry.faa.gov/N171RM
Date: 28-AUG-20
Time: 14:55:00Z
Regis#: N171RM
Aircraft Make: CESSNA
Aircraft Model: 206
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: AMBULANCE
Flight Phase: TAXI (TXI)
City: ROANOKE
State: VIRGINIA
Abnormal Runway Contact: Tecnam P-92 Echo Super, N508TE: Accident occurred August 28, 2020 at Charlottesville–Albemarle Airport (KCHO), Albemarle County, Virginia
View of the collapsed nose landing gear.
View of the fractured engine mount.
The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Richmond, Virginia
Investigation Docket - National Transportation Safety Board: https://data.ntsb.gov/Docket
Heart of Virginia Aviation Inc
Accident Number: ERA20CA304
Date & Time: August 28, 2020, 15:50 Local
Registration: N508TE
Aircraft: Tecnam P92
Aircraft Damage: Substantial
Defining Event: Abnormal runway contact
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Instructional
Analysis
The solo student pilot reported that during a cross-country flight, he entered the traffic pattern at his first destination, and while on final approach he needed to add power to correct the airplane’s low approach. During the touchdown he reported that the “nose wheel dropped hard and bounced twice and damaged the front nose wheel and the prop.” Subsequently, the nose landing gear collapsed, and the airplane skidded to a stop on the runway. The airplane’s engine mount sustained substantial damage. Review of airport security video showed that the airplane touched down and bounced three times. On the third touchdown, the airplane did not become airborne again and stopped shortly after. The student pilot reported that there were no preimpact mechanical malfunctions or failures of the airplane.
Probable Cause and Findings
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The student pilot’s improper landing flare, which resulted in a hard, bounced landing and a nose landing gear collapse.
Findings
Personnel issues Aircraft control - Student/instructed pilot
Aircraft Landing flare - Incorrect use/operation
Aircraft Descent/approach/glide path - Not attained/maintained
Factual Information
History of Flight
Landing-flare/touchdown Abnormal runway contact (Defining event)
Landing-flare/touchdown Hard landing
Landing-flare/touchdown Landing gear collapse
Student pilot Information
Certificate: Student
Age: 25,Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 With waivers/limitations
Last FAA Medical Exam: August 1, 2019
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: 44 hours (Total, all aircraft), 44 hours (Total, this make and model), 5.8 hours (Pilot In Command, all aircraft), 6.4 hours (Last 90 days, all aircraft), 2.6 hours (Last 30 days, all aircraft)
Aircraft and Owner/Operator Information
Aircraft Make: Tecnam
Registration: N508TE
Model/Series: P92 EA
Aircraft Category: Airplane
Year of Manufacture: 2007
Amateur Built:
Airworthiness Certificate: Special light-sport (Special)
Serial Number: 1110
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: June 22, 2019 Annual
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 2448 Hrs as of last inspection
Engine Manufacturer: Rotax
ELT: C91A installed, not activated
Engine Model/Series: 912ULS
Registered Owner:
Rated Power: 98 Horsepower
Operator:
Operating Certificate(s) Held: Pilot school (141)
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: CHO,640 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 15:53 Local
Direction from Accident Site: 0°
Lowest Cloud Condition: Few / 2500 ft AGL
Visibility: 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 180°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.86 inches Hg
Temperature/Dew Point: 32°C / 23°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Richmond/Ashland, VA (OFP)
Type of Flight Plan Filed: None
Destination: Charlottesville, VA (CHO)
Type of Clearance: None
Departure Time: 14:45 Local
Type of Airspace: Class D
Airport Information
Airport: Charlottesville-Albemarle CHO
Runway Surface Type: Asphalt
Airport Elevation: 640 ft msl
Runway Surface Condition: Dry
Runway Used: 21
IFR Approach: None
Runway Length/Width: 6801 ft / 150 ft VFR
Approach/Landing: Stop and go; Traffic pattern
Wreckage and Impact Information
Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries:
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:38.13972,-78.452224(est)
Beechcraft 95-B55 (T42A) Baron, N353LA: Incidents occurred August 29, 2020 and May 09, 2015
Federal Aviation Administration / Flight Standards District Office; Seattle, Washington
August 29, 2020: Aircraft landed and gear collapsed.
https://registry.faa.gov/N353LA
Date: 29-AUG-20
Time: 03:08:00Z
Regis#: N353LA
Aircraft Make: BEECH
Aircraft Model: 95
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: BELLINGHAM
State: WASHINGTON
Federal Aviation Administration / Flight Standards District Office; Little Rock, Arkansas
May 09, 2015: Aircraft on landing went off the runway into the grass.
Date: 09-MAY-15
Time: 02:04:00Z
Regis#: N353LA
Aircraft Make: BEECH
Aircraft Model: 55
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: MENA
State: Arkansas
August 29, 2020: Aircraft landed and gear collapsed.
https://registry.faa.gov/N353LA
Date: 29-AUG-20
Time: 03:08:00Z
Regis#: N353LA
Aircraft Make: BEECH
Aircraft Model: 95
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: BELLINGHAM
State: WASHINGTON
Federal Aviation Administration / Flight Standards District Office; Little Rock, Arkansas
May 09, 2015: Aircraft on landing went off the runway into the grass.
Date: 09-MAY-15
Time: 02:04:00Z
Regis#: N353LA
Aircraft Make: BEECH
Aircraft Model: 55
Event Type: Incident
Highest Injury: None
Damage: Minor
Flight Phase: LANDING (LDG)
City: MENA
State: Arkansas
Fuel Exhaustion: Cessna 150H, N7152S; fatal accident occurred September 20, 2018 near Festus Memorial Airport (KFES), Jefferson County, Missouri
Michael Gunnar Metzger
Jacob Alexander Metzger
The National Transportation Safety Board traveled to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; St. Louis; St. Ann, Missouri
Textron Aviation; Wichita, Kansas
Continental Motors; 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/N7152S
Location: Festus, MO
Accident Number: CEN18FA384
Date & Time: 09/20/2018, 2230 CDT
Registration: N7152S
Aircraft: Cessna 150
Aircraft Damage: Substantial
Defining Event: Fuel exhaustion
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal
On September 20, 2018, about 2230 central daylight time, a Cessna 150H, N7152S, sustained substantial damage when it was involved in an accident near Festus, Missouri. The pilot and passenger sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
The pilot and his son were relocating the airplane from New York to Festus Memorial Airport (FES), Festus, Missouri. Fuel receipts showed that the pilot refueled the airplane three times during the trip. The first stop was Chautauqua County/Dunkirk Airport (DKK), Dunkirk, New York, about 19 miles from the departure airport, where the pilot obtained 13.4 gallons of fuel. The second refueling stop was about 226 miles away, at Knox County Airport (4I3), Mount Vernon, Ohio, where the airplane was fueled with 16.56 gallons. The third refueling stop was about 174 miles away at Greensburg Municipal Airport (I34), Greensburg, Indiana, where the airplane was fueled with 13.62 gallons at 1906. The distance from I34 to FES was about 275 miles.
The pilot and passenger communicated with the pilot's fiancée via text message during the trip. They told her that the airplane was experiencing a "small electrical problem" and stated that their estimated time of arrival (ETA) would be determined "at the next fuel stop… just before dark." After their fuel stop at I34 they estimated their ETA at FES would be about 2215. They then asked her to stand on the end of the runway with a flashlight to help guide the airplane in for landing.
They also stated that they would attempt to activate the airport lighting system with a handheld radio, but they were unsure if the radio had enough battery power to perform the task. During the last leg of the flight, they indicated that they had "picked up a head wind" and further extended their ETA until 2220.
The pilot's fiancée reported that she went to the end of the runway with the flashlight on, and the pilot attempted to land, but she was unsure if the airplane touched down on the runway due to the dark night conditions. She further reported that the airplane was "blacked out" and did not have any exterior lights on.
The last text message from the pilot stated, "keep light on." After several minutes of not seeing or hearing the airplane, she tried contacting the pilot multiple times with no response before contacting law enforcement. The wreckage was located the following morning in a tree-covered swamp about 1/4 mile southeast of the departure end of runway 19.
Pilot Information
Certificate: Airline Transport; Commercial
Age: 56, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): Airplane; Helicopter
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 Waiver Time Limited Special
Last FAA Medical Exam: 04/26/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 08/24/2018
Flight Time: (Estimated) 6733 hours (Total, all aircraft), 1122 hours (Total, this make and model), 6162 hours (Pilot In Command, all aircraft), 217 hours (Last 90 days, all aircraft), 45 hours (Last 30 days, all aircraft)
At the time of the accident, the pilot was employed as an airline pilot. He previously worked as a helicopter air ambulance pilot and a military helicopter pilot. The pilot held a mechanic certificate with airframe and powerplant ratings. According to the pilot's employer, the pilot's most recent flight with the company was on September 19, 2018. The pilot's last check ride occurred on August 24, 2018.
According to Federal Aviation Administration (FAA) records, while the passenger held a FAA third class medical certificate, he did not hold any airman certificates, and did not have any reported flight time on the date of his examination.
Aircraft and Owner/Operator Information
Aircraft Make: Cessna
Registration: N7152S
Model/Series: 150 H
Aircraft Category: Airplane
Year of Manufacture: 1968
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 15067852
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 08/10/2018, Annual
Certified Max Gross Wt.: 1600 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 2066.2 Hours as of last inspection
Engine Manufacturer: Continental Motors
ELT: C91 installed, not activated
Engine Model/Series: O-200-A
Registered Owner: Eugene Metzger
Rated Power: 100 hp
Operator: On file
Operating Certificate(s) Held: None
The Cessna 150H pilot's operating handbook (POH) stated that the maximum capacity for both fuel tanks was 26 gallons total (13 gallons in each tank). The POH further stated that the usable fuel amount for all flight conditions was 22.5 gallons total, and the unusable fuel amount was 3.5 gallons total.
The Textron Aviation Pilot Safety and Warning Supplements discussed electrical power failures. This document states in part:
The pilot should maintain control of the airplane and land when practical if an electrical power loss is evident.
If an electrical power loss is experienced, continued flight is possible, but should be terminated as a soon as practical. Such things as fuel quantity and engine temperature indicators and panel lights may no longer work.
Review of the maintenance records revealed no evidence of uncorrected mechanical discrepancies with the airplane.
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light: Night/Dark
Observation Facility, Elevation: KCPS, 413 ft msl
Distance from Accident Site: 25 Nautical Miles
Observation Time: 0353 UTC
Direction from Accident Site: 25°
Lowest Cloud Condition: Clear
Visibility: 10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 180°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.91 inches Hg
Temperature/Dew Point: 27°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Greensburg, IN (I34)
Type of Flight Plan Filed: None
Destination: Festus, MO (FES)
Type of Clearance: None
Departure Time: 2015 EDT
Type of Airspace: Class G
According to information from the U.S. Naval Observatory, sunset at FES on the day of the accident occurred at 1902, and the end of civil twilight was 1928. Moonrise was 1656, and the moon transit was 2206. The phase of the moon was listed as waxing gibbous with 83% of its visible disk illuminated.
Airport Information
Airport: FESTUS MEMORIAL (FES)
Runway Surface Type: Asphalt
Airport Elevation: 433 ft
Runway Surface Condition: Dry
Runway Used: 19
IFR Approach: None
Runway Length/Width: 2202 ft / 49 ft
VFR Approach/Landing: Forced Landing; Go Around
The airport lighting system at FES was comprised of runway edge lights (medium intensity runway lights) and runway end identifier lights. A pilot could activate the lighting system while airborne by keying the aircraft's microphone on the airport's common traffic advisory frequency. The FES runway lighting system could also be manually activated by a switch on the outside of the main hangar.
A review of FAA Notices to Airmen for the day of the accident found no malfunctions or failures of the airport lighting system listed for FES.
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal
Latitude, Longitude: 38.190000, -90.384444 (est)
The wreckage was situated about one quarter of a mile south east of the departure end of runway 19 and about 440 ft above mean sea level.
Flight control continuity was established for the airframe. All structural components of the airplane were located at the accident site. The airplane sustained substantial damage to both wings, the fuselage, and the empennage. Both wings sustained substantial impact damage from contact with trees. The fuel tanks remained intact, and a total of about 2.25 gallons of fuel were extracted from the two fuel tanks. The propeller blades did not exhibit chordwise scratches or torsional deformation
The alternator and the voltage regulator were examined and functionally checked. The alternator performed normally with no malfunctions or failures; the voltage regulator was inoperable. The voltage regulator was manufactured around 1976. There was no life limit or replacement interval specified. Review of the airplane's maintenance records did not indicate how long the voltage regulator had been installed on the accident airplane.
With the exception of the voltage regulator, no preimpact mechanical malfunctions or failures with the airframe and engine were noted.
Figure 1 - View of the fuel being extracted to a five-gallon plastic bucket.
(Courtesy of Continental Motors).
Medical And Pathological Information
The Jefferson County Office of the Regional Medical Examiner, St. Charles, Missouri, conducted an autopsy of the pilot. The cause of the death was attributed to "craniocerebral trauma."
The FAA's Forensic Sciences Laboratory performed toxicology tests on specimens from the pilot; testing was negative for carbon monoxide, ethanol, and drugs. A test for cyanide was not performed.
Sunday, August 30, 2020
Incident occurred August 30, 2020 near Rostraver Airport (KFWQ), Monongahela Westmoreland County, Pennsylvania
Squad Co was alerted along with Westmoreland County Hazardous Materials Response Team 800 and Westmoreland County Airport Authority FD for an Aircraft Crash-1A in the area of Rostraver Airport.
RCFD units arrived first and located an ultralight that made an emergency landing less than 1/2 mile north of the airport in Allegheny County.
No injuries were reported.
RCFD units were cleared from the scene while units from Gallatin Sunnyside Volunteer Fire Department, Forward Township Volunteer Fire Company, Rostraver Township Vfd Webster, Central Volunteer Fire Company of Elizabeth Township, and Sutersville Volunteer Fire Department continued to respond for a minor fuel leak.
ROSTRAVER TOWNSHIP (KDKA) – An ultralight plane was forced to make an emergency landing near the Rostraver Airport on Sunday evening.
According to the Rostraver Central Fire Department, the plane was forced to land about a half-mile north of the airport, into Allegheny County.
No injuries were reported and emergency crews cleaned up a minor fuel leak.
https://pittsburgh.cbslocal.com
Loss of Control in Flight: Aerospatiale AS 350B2 Ecureuil, N127LN; fatal accident occurred April 26, 2018 in Hazelhurst, Oneida County, Wisconsin
From left, Rico Caruso, Air Methods pilot; Greg Rosenthal, flight paramedic and Klint Mitchell, flight nurse. 
The National Transportation Safety Board traveled to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration; Washington, District of Columbia
Turbomeca; Grand Prairie, Texas
Airbus; Grand Prairie, Texas
Honeywell; Phoenix, Arizona
Air Methods; Denver, Colorado
Federal Aviation Administration; Milwaukee, Wisconsin
Federal Aviation Administration; Fort Worth, Texas
Appareo Systems; Fargo, North Dakota
Bureau d’Enquêtes et d’Analyses; Paris, France
Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin
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/N127LN
Location: Hazelhurst, WI
Accident Number:CEN18FA149
Date & Time: 04/26/2018, 2250 CDT
Registration: N127LN
Aircraft: EUROCOPTER AS 350 B2
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Positioning
On April 26, 2018, about 2243 central daylight time, a Eurocopter AS350 B2 helicopter, N127LN, was destroyed when it was involved in an accident near Hazelhurst, Wisconsin. The commercial pilot and two emergency medical services crewmembers were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 repositioning flight.
According to the operator, Air Methods Corporation, the pilot and the medical crewmembers transported a patient from the Howard Young Medical Center Heliport (60WI), Woodruff, Wisconsin, to the Merrill Municipal Airport (RRL), Merrill, Wisconsin, departing about 1759 and arriving about 1819. The helicopter then departed from RRL about 1832 with another patient aboard and landed at the UW Hospital and Clinics Heliport (WS27), Madison, Wisconsin, about 1937. The patient was offloaded, and the helicopter departed WS27 about 2028 for refueling at Dane County Regional Airport (MSN), Madison, Wisconsin, arriving about 2037.
About 2104, the pilot radioed the operator to report that the helicopter was ready to depart MSN for 60WI. According to information from the helicopter's on-board Appareo Vision 1000 recorder (which records image, audio, and parametric data), the pilot conducted a preflight of the helicopter with the engine operating, and no anomalies were detected. Yawning and sighs were heard. The pilot requested clearance to 60WI and departed about 2107. About 1 minute later, the pilot asked if the medical crew was "alright back there," and one of the medical crewmembers responded "yup." One of the medical crewmembers then stated, "question is are you alright up there?" The pilot responded, "uhhh think so. Good enough to get us home at least."
About 2200, a medical crewmember stated, "I could go to sleep," and the pilot responded, "yeah that'd be nice huh." About 2205, the pilot made a radio call to Central Wisconsin Airport radio frequency. Recorded weather information was heard, and the pilot subsequently made a position announcement. After about 2215, the medical crewmembers started non-aviation-related conversations, and the pilot was last heard during the conversations about 2229. Between about 2215 and 2242, the pilot made movements including raising his left arm near his helmet (which was mounted with night vision goggles), flexing his legs, adjusting his seating position, and changing cyclic position.
About 2243, the helicopter was operating in level flight at an airspeed of 126 knots and an altitude of at 2,280 ft mean sea level (msl). The artificial horizon indicator then showed the initiation of a right bank. The pilot's right forearm started moving along with the cyclic to the right, and the artificial horizon indicated a bank between 10° and 15°. The roll rate to the right appeared to increase rapidly, and the pilot's body, right forearm, and right hand (which was holding the base of the cyclic grip) appeared to move along with the increased roll rate.
A medical crewmember stated "what are we doin'?" twice. The pilot's head moved to the right and could no longer be seen in the image, and the right bank increased to more than 90°. A medical crewmember stated, in a strained voice, "Ohhh [expletive]." The crewmember then shouted "what?" and the pilot's name. The other medical crewmember also shouted the pilot's name. The pilot's head returned to the image and moved to the left. His right hand still gripped the cyclic. The artificial horizon showed an inverted indication, and the torque gauge indicated a value beyond the red line. The emergency locator transmitter light illuminated while the pilot's head and upper body moved to the left. Sounds similar to a rotor high rpm horn and a grunt were recorded, along with a medical crewmember shouting the pilot's name. The recording contained no response from the pilot when the crewmembers shouted his name. The artificial horizon indicated a right roll of more than 270° with a pitch-down attitude, the altimeter indicated 1,900 ft msl, and the airspeed indicator showed 98 knots. The last two frames showed that the pilot's head and upper body had moved to the right and that the airspeed indicator displayed 70 knots, the artificial horizon indicated a 90° left bank with a pitch-down attitude, and the altimeter indicated 1,825 ft msl.
The company's satellite tracking of helicopter showed a normal route of flight until contact was lost at 2243. The helicopter wreckage was found about 0215 the next day.
Pilot Information
Certificate: Commercial
Age: 34, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Helicopter
Second Pilot Present:No
Instructor Rating(s): Helicopter; Instrument Helicopter
Toxicology Performed: Yes
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 05/31/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: (Estimated) 3200 hours (Total, all aircraft)
The accident flight was the pilot's first flight after a week-long family vacation in Florida. According to cellular telephone records and an interview with the pilot's wife, the pilot had a sleep opportunity of more than 9 hours during each of the 6 nights before the accident. On April 25, 2018, the pilot and his family traveled to Milwaukee, Wisconsin, on an early morning airline flight, had lunch in Milwaukee, and then made the 4-hour drive home. The trip from Florida to Wisconsin involved a change in time zones. Cellular telephone records indicated the pilot's activity from 1655 to 2038 with two extended breaks in activity (greater than 60 minutes) from 1658 to 1801 and from 1802 to 2011. The pilot's wife thought that he went to sleep between about 2100 and 2130.
The time that the pilot awoke on the day of the accident was not known. Cellular telephone records indicated his activity from 0725 to 2057 with three extended breaks in activity (greater than 60 minutes) from 0923 to 1118, 1431 to 1556, and 1741 to 2040.The pilot's wife stated that, before going on duty, he would normally rest and sleep during the day, but she did not know if he rested or slept during the day of the accident. The pilot's wife reported no issues with the pilot falling asleep or staying asleep.
The pilot's wife, who was also a pilot at Air Methods, was on duty on the day of the accident and worked the day shift. She saw her husband when he arrived at work for the night shift and thought that he had arrived about 45 minutes early for his shift. They did the shift change together, and she noted nothing unusual about her husband.
Aircraft and Owner/Operator Information
Aircraft Make: EUROCOPTER
Registration: N127LN
Model/Series: AS 350 B2 NO SERIES
Aircraft Category: Helicopter
Year of Manufacture: 2006
Amateur Built:No
Airworthiness Certificate: Normal
Serial Number: 4149
Landing Gear Type: Skid
Seats: 4
Date/Type of Last Inspection: AAIP
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Turbo Shaft
Airframe Total Time:
Engine Manufacturer: Turbomeca
ELT: C126 installed, activated, aided in locating accident
Engine Model/Series: 1D1
Registered Owner: AIR METHODS CORP
Rated Power: 732 hp
Operator: AIR METHODS CORP
Operating Certificate(s) Held: On-demand Air Taxi (135)
Operator Does Business As:
Operator Designator Code: QMLA
The helicopter was configured for helicopter air ambulance services. The helicopter was equipped with a radar altimeter and a Honeywell MK XXI enhanced ground proximity warning system.
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light:Night
Observation Facility, Elevation: KARV, 1630 ft msl
Distance from Accident Site: 11 Nautical Miles
Observation Time: 2255 CDT
Direction from Accident Site: 352°
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: 29.88 inches Hg
Temperature/Dew Point: 0°C / -1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: MADISON, WI (MSN)
Type of Flight Plan Filed: Company VFR
Destination: WOODRUFF, WI (60WI)
Type of Clearance: None
Departure Time: 2104 CDT
Type of Airspace:
According to US Naval Observatory sun and moon data, the end of civil twilight in the Rhinelander, Wisconsin, area, 17 nm southwest of the accident site, on the day of the accident was 2031, and moonset was at 0507 the next day. The phase of the moon on the day of the accident was a waxing gibbous with 88% of the moon's visible disk illuminated.
Wreckage and Impact Information
Crew Injuries: 3 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude: 45.754444, -89.695833
The helicopter was found in a wooded area about 178° and 8.4 nautical miles from 60WI. The wreckage exhibited no signs of fire. A 70-ft-tall tree that was located about 66° and 47 ft from the nose of the wreckage had broken branches. Other trees between that tree and the wreckage had trunks and branches that were broken and linearly separated. A ground impression that was about 11 ft long, 9 ft wide, and 2 ft deep was found in front of the helicopter wreckage. The helicopter came to rest on its right side. The heading of the wreckage from the tail to the nose was about 095°. The smell of fuel was present at the site and in the ground below the helicopter. All major components of the helicopter were located at the site. The cockpit and cabin area was destroyed. The fuselage exhibited rearward crushing deformation.
The tailboom was attached to the fuselage. The tail rotor gear box and tail rotor blades remained on the tail. The vertical fin had partially detached from the end of the tailboom. Both horizontal stabilizers were present on the tail. All three rotor blades remained attached to the rotor hub, which was attached to the transmission. The main rotor blades exhibited damage that includes spar fractures and leading edge abrasions and depressions. The main rotor hub rotated when the transmission input drive shaft was manually rotated. The fuel tank was fragmented. Yaw, pitch, lateral, and collective controls were traced from the cockpit to their respective servo actuators. Engine controls were traced from the cockpit through their respective bellcranks to their engine components. A magnetic plug in the hydraulic system had some particulate on its magnetic end. The filter bypass button on the hydraulic control block was popped.
The hydraulic pump exhibited a suction and pressure at the pump's inlet and outlet. Disassembly of the hydraulic pump revealed scoring witness marks on the pump housing in its gear's plane of rotation, and no debris or obstructions were observed within the pump ports. Computed tomography images of the three main rotor actuators, showed some internal anomalies with the pitch actuator, including the presence of an unknown material next to the extend side end cap of the actuator and material consistent with the piston head seal in the extend side cavity of the actuator. The images shows no indications of internal anomalies in the left lateral and right lateral main rotor actuators, and tail rotor yaw actuators. The hydraulic pump and four actuators were subsequently examined by their manufacturers Visual examination of the components of the pump showed no abnormal indications, obvious wear, or defects, and the seals were in good condition. The pump was reassembled and tested, and the pump met the specifications for a new pump. Examination of the three main rotor actuators and the tail rotor actuator revealed that the damage they sustained was consistent with impact damage. No preimpact damage was found.
The engine was found on the ground separated from the fuselage. The engine compressor blades exhibited nick and gouge damage consistent with foreign object ingestion. The power turbine blades exhibited silver-colored deposits. The power turbine was manually turned, but the drive train did not turn. Subsequent examination revealed that the engine's module 5 reduction gearbox had migrated rearward out of its installed position with its O-ring groove visible. The module 5 gearbox was removed for inspection of the input pinion torque alignment marks. The marks were found to be misaligned about 0.08 inch in the tightening direction, which is consistent with engine power being delivered to the drive train during the accident sequence.
The Appareo unit was found near the cockpit area. The download of the data found no light or audio warnings that would indicate a mechanical malfunction. Additionally, there was no recorded evidence of a bird strike.
Medical And Pathological Information
The University of Wisconsin Anatomic Pathology Laboratory performed an autopsy of the pilot. His cause of death was multiple traumatic injuries. Toxicology testing performed at the Federal Aviation Administration (FAA) Forensic Sciences Laboratory was negative for ethanol and tested-for substances.
Tests And Research
Video Camera Analysis
At the request of the NTSB, the Bureau d'Enquêtes et d'Analyses pour la Sécurité de l'Aviation Civile analyzed video from two cameras (located in parking lots near the accident site) that recorded the sounds of the helicopter during flight and the accident sequence. The spectral analysis showed that the acoustic signature of both the main and the tail rotors seemed to be nominal until the end of the recording. Engine condition and speed could not be determined.
A sudden decrease of the frequencies was detected 7.5 seconds before the end of the flight. The decrease was most likely due to a heading change and was followed by a slight reduction of the rotor speed. About 3.5 seconds before impact, the helicopter's rotor speed sharply increased, reaching in 2.5 seconds the average value of 125% rotor system speed.
Performance Study
A performance study for this accident was conducted using the recorded Appareo data. The study showed that, during the accident flight, the helicopter averaged groundspeeds between 90 and 115 knots and flew at altitudes between 800 and 1,100 ft above ground level. By 2240, the helicopter was about 1,300 ft above ground level, but the increase in altitude coincided with an increase in terrain elevation. At 2243:12, the helicopter's pitch and roll attitude began to increase; by 2243:21, the helicopter was fully inverted. During the last 6 seconds of recorded data (2243:18 to 2243:24), the helicopter began to rapidly lose altitude at a rate of about 5,000 ft per minute.
The accident flight was operated 200 to 600 ft lower and 20 to 40 knots slower than the three previously recorded flights, which were flown by the accident pilot.
Additional Information
The operator's general operations manual defined a scheduled duty period as "12 scheduled consecutive hours that may be extended to 14 hours" and a rest period as "10 scheduled hours of rest that are consecutive, known in advance and free from all restraint." The manual further stated the following:
Pilots and certificate managers are responsible for ensuring compliance with the flight time limitations and rest requirements. Pilots will report for duty with the appropriate rest and be capable of performing their assigned flight crewmember duties. At any time a flight crewmember becomes medically or physically unfit for duty they shall vocally notify the appropriate aviation manager, [and] self-ground .
The operator disseminated periodic publications on various topics that included fatigue risk management. For example, the winter 2017 edition of the operator's "Safety Connect" publication included a special in-depth feature titled "Drained: Examining the Causes & Remedies of Fatigue." The publication discussed factors that increase fatigue, such as dim lighting, limited visual acuity, high temperatures, high noise, high comfort, tasks over long periods of time, and long, repetitive, monotonous tasks. The feature also included information from the FAA's Advisory Circular 120-115, "Maintainer Fatigue Risk Management."
http://registry.faa.gov/N127LN
Location: Hazelhurst, WI
Accident Number:CEN18FA149
Date & Time: 04/26/2018, 2250 CDT
Registration: N127LN
Aircraft: EUROCOPTER AS 350 B2
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 3 Fatal
Flight Conducted Under: Part 91: General Aviation - Positioning
On April 26, 2018, about 2243 central daylight time, a Eurocopter AS350 B2 helicopter, N127LN, was destroyed when it was involved in an accident near Hazelhurst, Wisconsin. The commercial pilot and two emergency medical services crewmembers were fatally injured. The helicopter was operated as a Title 14 Code of Federal Regulations Part 91 repositioning flight.
According to the operator, Air Methods Corporation, the pilot and the medical crewmembers transported a patient from the Howard Young Medical Center Heliport (60WI), Woodruff, Wisconsin, to the Merrill Municipal Airport (RRL), Merrill, Wisconsin, departing about 1759 and arriving about 1819. The helicopter then departed from RRL about 1832 with another patient aboard and landed at the UW Hospital and Clinics Heliport (WS27), Madison, Wisconsin, about 1937. The patient was offloaded, and the helicopter departed WS27 about 2028 for refueling at Dane County Regional Airport (MSN), Madison, Wisconsin, arriving about 2037.
About 2104, the pilot radioed the operator to report that the helicopter was ready to depart MSN for 60WI. According to information from the helicopter's on-board Appareo Vision 1000 recorder (which records image, audio, and parametric data), the pilot conducted a preflight of the helicopter with the engine operating, and no anomalies were detected. Yawning and sighs were heard. The pilot requested clearance to 60WI and departed about 2107. About 1 minute later, the pilot asked if the medical crew was "alright back there," and one of the medical crewmembers responded "yup." One of the medical crewmembers then stated, "question is are you alright up there?" The pilot responded, "uhhh think so. Good enough to get us home at least."
About 2200, a medical crewmember stated, "I could go to sleep," and the pilot responded, "yeah that'd be nice huh." About 2205, the pilot made a radio call to Central Wisconsin Airport radio frequency. Recorded weather information was heard, and the pilot subsequently made a position announcement. After about 2215, the medical crewmembers started non-aviation-related conversations, and the pilot was last heard during the conversations about 2229. Between about 2215 and 2242, the pilot made movements including raising his left arm near his helmet (which was mounted with night vision goggles), flexing his legs, adjusting his seating position, and changing cyclic position.
About 2243, the helicopter was operating in level flight at an airspeed of 126 knots and an altitude of at 2,280 ft mean sea level (msl). The artificial horizon indicator then showed the initiation of a right bank. The pilot's right forearm started moving along with the cyclic to the right, and the artificial horizon indicated a bank between 10° and 15°. The roll rate to the right appeared to increase rapidly, and the pilot's body, right forearm, and right hand (which was holding the base of the cyclic grip) appeared to move along with the increased roll rate.
A medical crewmember stated "what are we doin'?" twice. The pilot's head moved to the right and could no longer be seen in the image, and the right bank increased to more than 90°. A medical crewmember stated, in a strained voice, "Ohhh [expletive]." The crewmember then shouted "what?" and the pilot's name. The other medical crewmember also shouted the pilot's name. The pilot's head returned to the image and moved to the left. His right hand still gripped the cyclic. The artificial horizon showed an inverted indication, and the torque gauge indicated a value beyond the red line. The emergency locator transmitter light illuminated while the pilot's head and upper body moved to the left. Sounds similar to a rotor high rpm horn and a grunt were recorded, along with a medical crewmember shouting the pilot's name. The recording contained no response from the pilot when the crewmembers shouted his name. The artificial horizon indicated a right roll of more than 270° with a pitch-down attitude, the altimeter indicated 1,900 ft msl, and the airspeed indicator showed 98 knots. The last two frames showed that the pilot's head and upper body had moved to the right and that the airspeed indicator displayed 70 knots, the artificial horizon indicated a 90° left bank with a pitch-down attitude, and the altimeter indicated 1,825 ft msl.
The company's satellite tracking of helicopter showed a normal route of flight until contact was lost at 2243. The helicopter wreckage was found about 0215 the next day.
Pilot Information
Certificate: Commercial
Age: 34, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Helicopter
Second Pilot Present:No
Instructor Rating(s): Helicopter; Instrument Helicopter
Toxicology Performed: Yes
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 05/31/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent:
Flight Time: (Estimated) 3200 hours (Total, all aircraft)
The accident flight was the pilot's first flight after a week-long family vacation in Florida. According to cellular telephone records and an interview with the pilot's wife, the pilot had a sleep opportunity of more than 9 hours during each of the 6 nights before the accident. On April 25, 2018, the pilot and his family traveled to Milwaukee, Wisconsin, on an early morning airline flight, had lunch in Milwaukee, and then made the 4-hour drive home. The trip from Florida to Wisconsin involved a change in time zones. Cellular telephone records indicated the pilot's activity from 1655 to 2038 with two extended breaks in activity (greater than 60 minutes) from 1658 to 1801 and from 1802 to 2011. The pilot's wife thought that he went to sleep between about 2100 and 2130.
The time that the pilot awoke on the day of the accident was not known. Cellular telephone records indicated his activity from 0725 to 2057 with three extended breaks in activity (greater than 60 minutes) from 0923 to 1118, 1431 to 1556, and 1741 to 2040.The pilot's wife stated that, before going on duty, he would normally rest and sleep during the day, but she did not know if he rested or slept during the day of the accident. The pilot's wife reported no issues with the pilot falling asleep or staying asleep.
The pilot's wife, who was also a pilot at Air Methods, was on duty on the day of the accident and worked the day shift. She saw her husband when he arrived at work for the night shift and thought that he had arrived about 45 minutes early for his shift. They did the shift change together, and she noted nothing unusual about her husband.
Aircraft and Owner/Operator Information
Aircraft Make: EUROCOPTER
Registration: N127LN
Model/Series: AS 350 B2 NO SERIES
Aircraft Category: Helicopter
Year of Manufacture: 2006
Amateur Built:No
Airworthiness Certificate: Normal
Serial Number: 4149
Landing Gear Type: Skid
Seats: 4
Date/Type of Last Inspection: AAIP
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Turbo Shaft
Airframe Total Time:
Engine Manufacturer: Turbomeca
ELT: C126 installed, activated, aided in locating accident
Engine Model/Series: 1D1
Registered Owner: AIR METHODS CORP
Rated Power: 732 hp
Operator: AIR METHODS CORP
Operating Certificate(s) Held: On-demand Air Taxi (135)
Operator Does Business As:
Operator Designator Code: QMLA
The helicopter was configured for helicopter air ambulance services. The helicopter was equipped with a radar altimeter and a Honeywell MK XXI enhanced ground proximity warning system.
Meteorological Information and Flight Plan
Conditions at Accident Site: Visual Conditions
Condition of Light:Night
Observation Facility, Elevation: KARV, 1630 ft msl
Distance from Accident Site: 11 Nautical Miles
Observation Time: 2255 CDT
Direction from Accident Site: 352°
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: 29.88 inches Hg
Temperature/Dew Point: 0°C / -1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: MADISON, WI (MSN)
Type of Flight Plan Filed: Company VFR
Destination: WOODRUFF, WI (60WI)
Type of Clearance: None
Departure Time: 2104 CDT
Type of Airspace:
According to US Naval Observatory sun and moon data, the end of civil twilight in the Rhinelander, Wisconsin, area, 17 nm southwest of the accident site, on the day of the accident was 2031, and moonset was at 0507 the next day. The phase of the moon on the day of the accident was a waxing gibbous with 88% of the moon's visible disk illuminated.
Wreckage and Impact Information
Crew Injuries: 3 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal
Latitude, Longitude: 45.754444, -89.695833
The helicopter was found in a wooded area about 178° and 8.4 nautical miles from 60WI. The wreckage exhibited no signs of fire. A 70-ft-tall tree that was located about 66° and 47 ft from the nose of the wreckage had broken branches. Other trees between that tree and the wreckage had trunks and branches that were broken and linearly separated. A ground impression that was about 11 ft long, 9 ft wide, and 2 ft deep was found in front of the helicopter wreckage. The helicopter came to rest on its right side. The heading of the wreckage from the tail to the nose was about 095°. The smell of fuel was present at the site and in the ground below the helicopter. All major components of the helicopter were located at the site. The cockpit and cabin area was destroyed. The fuselage exhibited rearward crushing deformation.
The tailboom was attached to the fuselage. The tail rotor gear box and tail rotor blades remained on the tail. The vertical fin had partially detached from the end of the tailboom. Both horizontal stabilizers were present on the tail. All three rotor blades remained attached to the rotor hub, which was attached to the transmission. The main rotor blades exhibited damage that includes spar fractures and leading edge abrasions and depressions. The main rotor hub rotated when the transmission input drive shaft was manually rotated. The fuel tank was fragmented. Yaw, pitch, lateral, and collective controls were traced from the cockpit to their respective servo actuators. Engine controls were traced from the cockpit through their respective bellcranks to their engine components. A magnetic plug in the hydraulic system had some particulate on its magnetic end. The filter bypass button on the hydraulic control block was popped.
The hydraulic pump exhibited a suction and pressure at the pump's inlet and outlet. Disassembly of the hydraulic pump revealed scoring witness marks on the pump housing in its gear's plane of rotation, and no debris or obstructions were observed within the pump ports. Computed tomography images of the three main rotor actuators, showed some internal anomalies with the pitch actuator, including the presence of an unknown material next to the extend side end cap of the actuator and material consistent with the piston head seal in the extend side cavity of the actuator. The images shows no indications of internal anomalies in the left lateral and right lateral main rotor actuators, and tail rotor yaw actuators. The hydraulic pump and four actuators were subsequently examined by their manufacturers Visual examination of the components of the pump showed no abnormal indications, obvious wear, or defects, and the seals were in good condition. The pump was reassembled and tested, and the pump met the specifications for a new pump. Examination of the three main rotor actuators and the tail rotor actuator revealed that the damage they sustained was consistent with impact damage. No preimpact damage was found.
The engine was found on the ground separated from the fuselage. The engine compressor blades exhibited nick and gouge damage consistent with foreign object ingestion. The power turbine blades exhibited silver-colored deposits. The power turbine was manually turned, but the drive train did not turn. Subsequent examination revealed that the engine's module 5 reduction gearbox had migrated rearward out of its installed position with its O-ring groove visible. The module 5 gearbox was removed for inspection of the input pinion torque alignment marks. The marks were found to be misaligned about 0.08 inch in the tightening direction, which is consistent with engine power being delivered to the drive train during the accident sequence.
The Appareo unit was found near the cockpit area. The download of the data found no light or audio warnings that would indicate a mechanical malfunction. Additionally, there was no recorded evidence of a bird strike.
Medical And Pathological Information
The University of Wisconsin Anatomic Pathology Laboratory performed an autopsy of the pilot. His cause of death was multiple traumatic injuries. Toxicology testing performed at the Federal Aviation Administration (FAA) Forensic Sciences Laboratory was negative for ethanol and tested-for substances.
Tests And Research
Video Camera Analysis
At the request of the NTSB, the Bureau d'Enquêtes et d'Analyses pour la Sécurité de l'Aviation Civile analyzed video from two cameras (located in parking lots near the accident site) that recorded the sounds of the helicopter during flight and the accident sequence. The spectral analysis showed that the acoustic signature of both the main and the tail rotors seemed to be nominal until the end of the recording. Engine condition and speed could not be determined.
A sudden decrease of the frequencies was detected 7.5 seconds before the end of the flight. The decrease was most likely due to a heading change and was followed by a slight reduction of the rotor speed. About 3.5 seconds before impact, the helicopter's rotor speed sharply increased, reaching in 2.5 seconds the average value of 125% rotor system speed.
Performance Study
A performance study for this accident was conducted using the recorded Appareo data. The study showed that, during the accident flight, the helicopter averaged groundspeeds between 90 and 115 knots and flew at altitudes between 800 and 1,100 ft above ground level. By 2240, the helicopter was about 1,300 ft above ground level, but the increase in altitude coincided with an increase in terrain elevation. At 2243:12, the helicopter's pitch and roll attitude began to increase; by 2243:21, the helicopter was fully inverted. During the last 6 seconds of recorded data (2243:18 to 2243:24), the helicopter began to rapidly lose altitude at a rate of about 5,000 ft per minute.
The accident flight was operated 200 to 600 ft lower and 20 to 40 knots slower than the three previously recorded flights, which were flown by the accident pilot.
Additional Information
The operator's general operations manual defined a scheduled duty period as "12 scheduled consecutive hours that may be extended to 14 hours" and a rest period as "10 scheduled hours of rest that are consecutive, known in advance and free from all restraint." The manual further stated the following:
Pilots and certificate managers are responsible for ensuring compliance with the flight time limitations and rest requirements. Pilots will report for duty with the appropriate rest and be capable of performing their assigned flight crewmember duties. At any time a flight crewmember becomes medically or physically unfit for duty they shall vocally notify the appropriate aviation manager, [and] self-ground .
The operator disseminated periodic publications on various topics that included fatigue risk management. For example, the winter 2017 edition of the operator's "Safety Connect" publication included a special in-depth feature titled "Drained: Examining the Causes & Remedies of Fatigue." The publication discussed factors that increase fatigue, such as dim lighting, limited visual acuity, high temperatures, high noise, high comfort, tasks over long periods of time, and long, repetitive, monotonous tasks. The feature also included information from the FAA's Advisory Circular 120-115, "Maintainer Fatigue Risk Management."
Piper PA-24-250 Comanche, N7469P: Fatal accident occurred August 30, 2020 at Coulter Field Airport (KCFD), Bryan, Brazos County, Texas
This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.
The National Transportation Safety Board did not travel to the scene of this accident.
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Houston, Texas
Piper Aircraft; Vero Beach, Florida
Lycoming Engines; Williamsport, Pennsylvania
McCauley Propeller Systems; Wichita, Kansas
https://registry.faa.gov/N7469P
Location: Bryan, TX
Accident Number: CEN20LA370
Date & Time: 08/30/2020, 1430 CDT
Registration: N7469P
Aircraft: Piper PA24
Injuries: 3 Fatal, 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal
On August 30, 2020, about 1430 central daylight time, a Piper PA-24-250 airplane, N7469P, sustained substantial damage when it was involved in an accident near Bryan, Texas. The private pilot and two passengers were fatally injured, and one passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
According to a family member, the purpose of the flight was for the pilot to take his family members for a sightseeing flight in the local area. The pilot had recently purchased the airplane about a week before the accident.
According to security video footage at the Coulter Field Airport (CFD), Bryan, Texas, the airplane utilized runway 15 for the takeoff. After takeoff the airplane descended and impacted terrain. The airplane came to rest on a flat grass field on the departure end of runway 15 on airport property.
The airplane sustained substantial damage during the impact. A Federal Aviation Administration aviation safety inspector and an air safety investigator from Piper Aircraft documented the accident site and the wreckage was recovered to a secure location for a future examination of the airframe and the Lycoming O-540 engine.
Aircraft and Owner/Operator Information
Aircraft Make: Piper
Registration: N7469P
Model/Series: PA24 250
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: KCLL, 328 ft msl
Observation Time: 1853 UTC
Distance from Accident Site: 8 Nautical Miles
Temperature/Dew Point: 35°C / 22°C
Lowest Cloud Condition: Few / 5000 ft agl
Wind Speed/Gusts, Direction: 5 knots / 21 knots, 140°
Lowest Ceiling:
Visibility: 10 Miles
Altimeter Setting: 29.78 inches Hg
Type of Flight Plan Filed: None
Departure Point: Bryan, TX (CFD)
Destination: Bryan, TX (CFD)
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 2 Fatal, 1 Serious
Aircraft Fire: None
Ground Injuries:N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal, 1 Serious
Latitude, Longitude: 30.715556, -96.331389 (est)
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.
Tamara Walker, Victoria Walker, Madeline Walker and David Walker.
BRYAN, Texas — Services for the family killed in a plane crash at Coulter Airfield in Bryan have been set.
The visitation will be Friday, September 4 from 5 - 8 pm at Charles W. Smith Funeral Home in Lavon, Texas. Services will be Saturday, Sept. 5 at Lavon Assembly of God Church beginning at 11 am. There is also a plan for a Livestream event of the funeral as well to allow anyone to come and support the family.
There will also be a graveside service following the funeral at Lakeview cemetery. You are asked to bring bubbles to the graveside service. Victoria, the 21-year-old killed in the crash, had a deep love for Texas A&M sports, according to her sister, Madelyn. Bubbles are a tradition at baseball games.
How You Can Help
The local chapter of Tau Kappa Epsilon at Texas A&M University is raising money for a Texas woman who lost her family in a plane crash in Bryan.
President Chase Maderious set up the GoFundMe account, hoping to rally Aggies worldwide for Madeline Walker. Madeline's sister, Victoria Walker, and her mother and father, Tamara and David Walker, died August 30 when the Piper PA24-250 single-engine plane they were in crashed at the end of the south runway.
A fourth passenger, Luke Armstrong, was also in that crash. He remains in critical condition.
We intend to raise funds for funeral services, memorials, and any other needs for Victoria's sister, Madeline Walker, the GoFundMe stated. Madeline is our family through Victoria and we want to do everything possible to support her in this tragic time.
Victoria was a Sweetheart of Tau Kappa Epsilon at Texas A&M. Luke, her long-time boyfriend, is an officer of TKE, according to the GoFundMe. Maderious stated he is hoping to gather all Tau Kappa Epsilon members worldwide as well as all Aggies to help Madeline lay her family to rest.
The fundraising goal was met two times within 24 hours. The fund is now asking to raise $50,000. So far, nearly $30,000 in donations has come in.
Update on Luke Armstrong
The GoFundMe page is also giving updates on Luke Armstrong. Maderious said Luke was able to give his family "two thumbs up." He continues to be in critical care and will need more surgery. The local TKE chapter is asking for prayers for Luke's recovery.
According to Luke's sister, Mackenzie, he was able to respond to his mother by squeezing her hand three times. At this time, he is breathing on his own and is expected to have surgery Thursday night. If you would like to follow his recovery, you can join the Team Luke Armstrong & His Road to Recovery Page.
Crash Investigation
The NTSB and the FAA have not released any further information on the crash. Their preliminary report is expected to be released the week of September 7, but it could take longer.
https://www.kagstv.com
Three people who died in a Sunday afternoon plane crash in Bryan were reported to have had connections to Greenville and the Hunt/Collin county area.
A fourth victim of the crash was said to be hospitalized in critical condition.
The Bryan Police Department issued a statement Monday indicating the three killed in the crash were David Walker, 54, Tamara Walker, 51, and Victoria Walker, 21, of Farmersville.
The three were killed when the Piper PA-24-250 Comanche crashed about 2:30 p.m. at Coulter Airfield in Bryan.
Walker, the pilot, was the brother of Hunt County District Attorney Noble D. Walker Jr.
“David was a Greenville boy,” Walker said. “David was Greenville born and raised. Tammy’s maiden name was Abbott and she was the daughter of Bobby and Barbara Abbott of Josephine.”
Walker said that while the family had a Farmersville address, they lived in the city of Josephine, on the Collin County side of the line.
Walker did not know the name of the fourth individual, a male, but said he understood he was an acquaintance of Victoria’s, who remained in a Bryan hospital Monday.
“We’re praying he pulls through,” Walker said.
The FAA and the NTSB were reported to still be investigating the accident Monday, although Walker said from what he’s been able to piece together from family members, his brother and his wife flew down to Bryan Saturday to visit Victoria, who was starting her junior year at Texas A&M.
“They had something to eat, then picked up Victoria and they were going on a little pleasure flight around Bryan,” Walker said.
What happened next is unclear.
“The plane apparently just lost power and hit the runway,” Walker said.
https://www.heraldbanner.com
BRYAN, Texas (KBTX) - Bryan Police have confirmed the names of three people who died in Sunday’s plane crash at Coulter Airfield in Bryan.
According to a press release, David Walker, 54, Tamara Walker, 51, and Victoria Walker, 21, died in the crash.
Sources confirm they were a father, mother, and their daughter, who was a senior at Texas A&M University.
Police have yet to confirm the name of the lone survivor of the crash, who is also a student at Texas A&M. The injured person remains in critical condition. It’s unclear his relation to the family.
The FAA says the plane is a Piper PA-24-250 Comanche and it went down shortly before 2:30 p.m. The FAA tells KBTX it will release the tail number of the aircraft after investigators verify it at the accident site. The FAA and National Transportation Safety Board will investigate and the NTSB will be in charge of the investigation.
It’s still unclear who currently owns the plane and we don’t know where the flight originated nor where exactly the family was headed.
Bryan police tell KBTX they will secure the scene until federal aviation investigators arrive on site on Monday morning. The public is being asked to avoid the area.
Just after 4:00 p.m., emergency officials announced they would be closing a private road off Wallis Road on the south side of the airport to all traffic. Wallis Road will remain open at this time.
Those living near the scene tell KBTX they saw the plane flying at a very low altitude right before the crash. One resident near the airport said the crash sounded like a loud “car crash”.
After the FAA inspects the scene, a preliminary crash report should be issued by the NTSB in the coming weeks. It could indicate what may have caused the plane to go down. It will sometimes take several months before a final report is completed.
https://www.kbtx.com
BRYAN, Texas — Three people are dead and one is in the hospital in critical condition after an airplane crash at Coulter Airfield.
The deceased have been identified as David Walker, 54-years-old, Tamara Walker, 51-years-old, and Victoria Walker, 21-years-old, of Farmersville, Texas.
A Piper PA-24-250 Comanche with four people onboard crashed Sunday at an airfield in Bryan, Texas, Federal Aviation Administration spokesperson Lynn Lunsford said.
Bryan Police confirmed there were 3 fatalities and one transport.
Four occupants were located inside the plane, three of them were pronounced deceased on scene, according to police.
One occupant was transported to CHI St. Joseph Regional Hospital for their injuries.
One of the fatalities was flight crew and the other 2 were passengers, according to FAA's report.
The report says the aircraft crashed on the runway under unknown circumstances.
The Piper PA-24-250 Comanche crashed about 2:30 p.m. at Coulter Field Airport, according to Lunsford.
The FAA and the National Transportation Safety Board will investigate the crash.
"The FAA will release the tail number of the aircraft after investigators verify it at the accident site," Lunsford said.
Sources who were landing at Coulter Airfield at the time say they saw the airplane upside down.
25 News has a reporter on scene who says emergency crews are responding on the south side of the runway.
Bryan Police say the are securing the scene until the FAA arrives Monday.
https://www.kxxv.com
Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Houston, Texas
Piper Aircraft; Vero Beach, Florida
Lycoming Engines; Williamsport, Pennsylvania
McCauley Propeller Systems; Wichita, Kansas
https://registry.faa.gov/N7469P
Location: Bryan, TX
Accident Number: CEN20LA370
Date & Time: 08/30/2020, 1430 CDT
Registration: N7469P
Aircraft: Piper PA24
Injuries: 3 Fatal, 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal
On August 30, 2020, about 1430 central daylight time, a Piper PA-24-250 airplane, N7469P, sustained substantial damage when it was involved in an accident near Bryan, Texas. The private pilot and two passengers were fatally injured, and one passenger sustained serious injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
According to a family member, the purpose of the flight was for the pilot to take his family members for a sightseeing flight in the local area. The pilot had recently purchased the airplane about a week before the accident.
According to security video footage at the Coulter Field Airport (CFD), Bryan, Texas, the airplane utilized runway 15 for the takeoff. After takeoff the airplane descended and impacted terrain. The airplane came to rest on a flat grass field on the departure end of runway 15 on airport property.
The airplane sustained substantial damage during the impact. A Federal Aviation Administration aviation safety inspector and an air safety investigator from Piper Aircraft documented the accident site and the wreckage was recovered to a secure location for a future examination of the airframe and the Lycoming O-540 engine.
Aircraft and Owner/Operator Information
Aircraft Make: Piper
Registration: N7469P
Model/Series: PA24 250
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: KCLL, 328 ft msl
Observation Time: 1853 UTC
Distance from Accident Site: 8 Nautical Miles
Temperature/Dew Point: 35°C / 22°C
Lowest Cloud Condition: Few / 5000 ft agl
Wind Speed/Gusts, Direction: 5 knots / 21 knots, 140°
Lowest Ceiling:
Visibility: 10 Miles
Altimeter Setting: 29.78 inches Hg
Type of Flight Plan Filed: None
Departure Point: Bryan, TX (CFD)
Destination: Bryan, TX (CFD)
Wreckage and Impact Information
Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: 2 Fatal, 1 Serious
Aircraft Fire: None
Ground Injuries:N/A
Aircraft Explosion: None
Total Injuries: 3 Fatal, 1 Serious
Latitude, Longitude: 30.715556, -96.331389 (est)
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.
Team Luke Armstrong & his Road to Recovery
https://www.facebook.com
https://www.facebook.com
Luke Armstrong
Tamara Walker, Victoria Walker, Madeline Walker and David Walker.BRYAN, Texas — Services for the family killed in a plane crash at Coulter Airfield in Bryan have been set.
The visitation will be Friday, September 4 from 5 - 8 pm at Charles W. Smith Funeral Home in Lavon, Texas. Services will be Saturday, Sept. 5 at Lavon Assembly of God Church beginning at 11 am. There is also a plan for a Livestream event of the funeral as well to allow anyone to come and support the family.
There will also be a graveside service following the funeral at Lakeview cemetery. You are asked to bring bubbles to the graveside service. Victoria, the 21-year-old killed in the crash, had a deep love for Texas A&M sports, according to her sister, Madelyn. Bubbles are a tradition at baseball games.
How You Can Help
The local chapter of Tau Kappa Epsilon at Texas A&M University is raising money for a Texas woman who lost her family in a plane crash in Bryan.
President Chase Maderious set up the GoFundMe account, hoping to rally Aggies worldwide for Madeline Walker. Madeline's sister, Victoria Walker, and her mother and father, Tamara and David Walker, died August 30 when the Piper PA24-250 single-engine plane they were in crashed at the end of the south runway.
A fourth passenger, Luke Armstrong, was also in that crash. He remains in critical condition.
We intend to raise funds for funeral services, memorials, and any other needs for Victoria's sister, Madeline Walker, the GoFundMe stated. Madeline is our family through Victoria and we want to do everything possible to support her in this tragic time.
Victoria was a Sweetheart of Tau Kappa Epsilon at Texas A&M. Luke, her long-time boyfriend, is an officer of TKE, according to the GoFundMe. Maderious stated he is hoping to gather all Tau Kappa Epsilon members worldwide as well as all Aggies to help Madeline lay her family to rest.
The fundraising goal was met two times within 24 hours. The fund is now asking to raise $50,000. So far, nearly $30,000 in donations has come in.
Update on Luke Armstrong
The GoFundMe page is also giving updates on Luke Armstrong. Maderious said Luke was able to give his family "two thumbs up." He continues to be in critical care and will need more surgery. The local TKE chapter is asking for prayers for Luke's recovery.
According to Luke's sister, Mackenzie, he was able to respond to his mother by squeezing her hand three times. At this time, he is breathing on his own and is expected to have surgery Thursday night. If you would like to follow his recovery, you can join the Team Luke Armstrong & His Road to Recovery Page.
Crash Investigation
The NTSB and the FAA have not released any further information on the crash. Their preliminary report is expected to be released the week of September 7, but it could take longer.
https://www.kagstv.com
Three people who died in a Sunday afternoon plane crash in Bryan were reported to have had connections to Greenville and the Hunt/Collin county area.
A fourth victim of the crash was said to be hospitalized in critical condition.
The Bryan Police Department issued a statement Monday indicating the three killed in the crash were David Walker, 54, Tamara Walker, 51, and Victoria Walker, 21, of Farmersville.
The three were killed when the Piper PA-24-250 Comanche crashed about 2:30 p.m. at Coulter Airfield in Bryan.
Walker, the pilot, was the brother of Hunt County District Attorney Noble D. Walker Jr.
“David was a Greenville boy,” Walker said. “David was Greenville born and raised. Tammy’s maiden name was Abbott and she was the daughter of Bobby and Barbara Abbott of Josephine.”
Walker said that while the family had a Farmersville address, they lived in the city of Josephine, on the Collin County side of the line.
Walker did not know the name of the fourth individual, a male, but said he understood he was an acquaintance of Victoria’s, who remained in a Bryan hospital Monday.
“We’re praying he pulls through,” Walker said.
The FAA and the NTSB were reported to still be investigating the accident Monday, although Walker said from what he’s been able to piece together from family members, his brother and his wife flew down to Bryan Saturday to visit Victoria, who was starting her junior year at Texas A&M.
“They had something to eat, then picked up Victoria and they were going on a little pleasure flight around Bryan,” Walker said.
What happened next is unclear.
“The plane apparently just lost power and hit the runway,” Walker said.
https://www.heraldbanner.com
BRYAN, Texas (KBTX) - Bryan Police have confirmed the names of three people who died in Sunday’s plane crash at Coulter Airfield in Bryan.
According to a press release, David Walker, 54, Tamara Walker, 51, and Victoria Walker, 21, died in the crash.
Sources confirm they were a father, mother, and their daughter, who was a senior at Texas A&M University.
Police have yet to confirm the name of the lone survivor of the crash, who is also a student at Texas A&M. The injured person remains in critical condition. It’s unclear his relation to the family.
The FAA says the plane is a Piper PA-24-250 Comanche and it went down shortly before 2:30 p.m. The FAA tells KBTX it will release the tail number of the aircraft after investigators verify it at the accident site. The FAA and National Transportation Safety Board will investigate and the NTSB will be in charge of the investigation.
It’s still unclear who currently owns the plane and we don’t know where the flight originated nor where exactly the family was headed.
Bryan police tell KBTX they will secure the scene until federal aviation investigators arrive on site on Monday morning. The public is being asked to avoid the area.
Just after 4:00 p.m., emergency officials announced they would be closing a private road off Wallis Road on the south side of the airport to all traffic. Wallis Road will remain open at this time.
Those living near the scene tell KBTX they saw the plane flying at a very low altitude right before the crash. One resident near the airport said the crash sounded like a loud “car crash”.
After the FAA inspects the scene, a preliminary crash report should be issued by the NTSB in the coming weeks. It could indicate what may have caused the plane to go down. It will sometimes take several months before a final report is completed.
https://www.kbtx.com
BRYAN, Texas — Three people are dead and one is in the hospital in critical condition after an airplane crash at Coulter Airfield.
The deceased have been identified as David Walker, 54-years-old, Tamara Walker, 51-years-old, and Victoria Walker, 21-years-old, of Farmersville, Texas.
A Piper PA-24-250 Comanche with four people onboard crashed Sunday at an airfield in Bryan, Texas, Federal Aviation Administration spokesperson Lynn Lunsford said.
Bryan Police confirmed there were 3 fatalities and one transport.
Four occupants were located inside the plane, three of them were pronounced deceased on scene, according to police.
One occupant was transported to CHI St. Joseph Regional Hospital for their injuries.
One of the fatalities was flight crew and the other 2 were passengers, according to FAA's report.
The report says the aircraft crashed on the runway under unknown circumstances.
The Piper PA-24-250 Comanche crashed about 2:30 p.m. at Coulter Field Airport, according to Lunsford.
The FAA and the National Transportation Safety Board will investigate the crash.
"The FAA will release the tail number of the aircraft after investigators verify it at the accident site," Lunsford said.
Sources who were landing at Coulter Airfield at the time say they saw the airplane upside down.
25 News has a reporter on scene who says emergency crews are responding on the south side of the runway.
Bryan Police say the are securing the scene until the FAA arrives Monday.
https://www.kxxv.com
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