Saturday, February 08, 2020

Landing Area Overshoot: Cessna 172A, N7243T; accident occurred July 27, 2017 near Enumclaw Airport (WA77), King County, Washington

Airplane wreckage.

Airplane wreckage.

Barbed wire and fence post wrapped around the engine.

Barbed wire wrapped around the landing gear strut.

Barbed wire wrapped around the elevator.

Barbed wire underneath a nearby tree.

Fence post along the path.

Fence post along the path.

Pieces of fence dangling from the tree.

Missing portion of the fence.

Missing portion of the fence.

Paint transfer from the airplane onto the fence.

Airworthiness certificate.

Last engine examination.


The left and right muffler remained attached. The tailpipes received impact damage.

The induction system remained intact except the carburetor mounting flange. See Carburetor. The induction filter was contaminated with dirt and grass.

The left magneto exhibited no damage.

The right magneto exhibited no damage

The ignition harness exhibited impact damage at sparkplug connections on cylinders one, three and five.


The sparkplugs appeared to be new and were intact with the exception of the top sparkplug removed from cylinder # 2. When compared to a Champion “Check-APlug” chart, the conditions were normal. All four sparkplugs exhibited a slightly darker than normal color and exhibited an odor consistent with auto fuel.

This fuel primer is located with other engine controls in the lower center of the cabin instrument panel. The primer was found in an unlocked position. See red arrow.

The carburetor was undamaged with the exception of the mounting flange which partially separated. The throttle plate was in the wide-open position as was the cabin control. Throttle and mixture arms and cables remained secured. Control cable continuity was confirmed from the instrument panel to the carburetor. The carburetor exhibited an odor consistent with auto fuel.

The aftermarket spin-on-oil filter and oil filter adapter received impact damage. A red silicone type gasket separated from the oil filter adapter mount.

All cylinders remained attached to its respective base and no impact damage was noted. A lighted electronic borescope inspection was performed. All intake and exhaust valves were examined and found intact. Normal to dark combustion signatures were noted on valve faces and piston domes. Rocker covers were removed to observe rocker arm movement.

All rocker arms and shafts were intact and movement was noted when the engine was partially rotated (manually).

The crankshaft separated at the propeller flange. The break exhibited 45 degree sheer lips and ladder cracks around the diameter of the shaft.

Camshaft continuity was confirmed by rotating (partial rotation only) the engine manually and noting the valve train rocker arms in motion.

Starter: No damage was noted.

The vacuum pump remained intact and attached. The data plate was worn and the model number obscured. The input and output fittings separated.


Wreckage Location.


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


Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Renton, Washington
Continental Motors; Mobile, Alabama
Textron Aviation; Wichita, Kansas 

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/N7243T


Location: Enumclaw, WA
Accident Number: WPR17LA169
Date & Time: 07/27/2017, 2030 PDT
Registration: N7243T
Aircraft: CESSNA 172A
Aircraft Damage: Substantial
Defining Event: Landing area overshoot
Injuries: 2 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal

On July 27, 2017, about 2030 Pacific daylight time, a Cessna 172A airplane, N7243T, collided with an airport perimeter fence during takeoff, and subsequently impacted terrain near Enumclaw Airport (WA77), Enumclaw, Washington. The private pilot and the student pilot sustained serious injuries; another passenger sustained minor injuries. The airplane was substantially damaged. The airplane was registered to the student pilot and operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan had been filed for the local flight.

In the National Transportation Safety Board (NTSB) Pilot/Operator Aircraft Accident/Incident Report (form 6120.1), the student pilot reported that he had no knowledge of the flight, and that he could not recall any details surrounding the accident. He also reported that the operator of the airplane at the time of the accident was the private pilot. After several attempts, the NTSB investigator-in-charge was unable to establish contact with the private pilot, who did not possess a current Federal Aviation Administration (FAA) airman medical certificate; his most recent medical certificate expired in 1992. The student pilot stated that he was under the impression that the private pilot was current.

A witness located at the airport reported that the airplane was doing touch-and-go landings. During the last landing, the airplane touched down near the departure end of the runway, attempted to stop, skidding the left main tire, and with approximately 40 yards remaining, added power for the takeoff attempt. The airplane travelled off the end of the runway, through the grass before it collided with the airport perimeter fence.

Pilot Information

Certificate: Private
Age: 62, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Unknown
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s):None 
Second Pilot Present:
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: None None
Last FAA Medical Exam: 07/30/1990
Occupational Pilot:No 
Last Flight Review or Equivalent:
Flight Time:

Student Pilot Information

Certificate: Student
Age: 57, Male
Airplane Rating(s): None
Seat Occupied: Unknown
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present:
Instructor Rating(s): None
Toxicology Performed:No 
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 02/28/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N7243T
Model/Series: 172A UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture: 1959
Amateur Built:No 
Airworthiness Certificate: Normal
Serial Number: 46843
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 06/18/2017, Annual
Certified Max Gross Wt.: 2299 lbs
Time Since Last Inspection: 3 Hours
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: CONT MOTOR
ELT: Installed, not activated
Engine Model/Series: O-300 SER
Registered Owner: Lorne Robbins
Rated Power: 145 hp
Operator:On file 
Operating Certificate(s) Held:None  

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: KPLU, 538 ft msl
Distance from Accident Site:
Observation Time: 0335 UTC
Direction from Accident Site:
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual:
Wind Direction:
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.1 inches Hg
Temperature/Dew Point: 18°C / 14°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Enumclaw, WA (WA77)
Type of Flight Plan Filed: None
Destination: Enumclaw, WA (WA77)
Type of Clearance: None
Departure Time: PDT 
Type of Airspace:

Airport Information

Airport: Enumclaw (WA77)
Runway Surface Type: Dirt; Gravel
Airport Elevation: 738 ft
Runway Surface Condition: Dry; Vegetation
Runway Used: 07
IFR Approach: None
Runway Length/Width: 1800 ft / 25 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 2 Serious
Aircraft Damage: Substantial
Passenger Injuries: 1 Minor
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Serious, 1 Minor
Latitude, Longitude: 47.196389, -122.014722 (est) 

The airplane came to rest in a nose-down position and was oriented in a westerly direction about 400 ft east of the departure end of runway 07. The airplane's landing gear tracks were observed throughout the grass at the end of the runway. The left main landing gear tire left a long skid mark visible on the runway; main and nose landing wheel tracks were visible in the grass until about 20 ft from the fence.

The propeller was separated and located 23 ft southwest of the airplane. One blade was imbedded in the ground, while the other blade was observed relatively undamaged. The nose gear was broken and pushed up and to the right, the engine was pushed back into the firewall, and the aft fuselage was wrinkled and showed compression damage on the right side. The flaps were found extended at 40°. The mixture and throttle controls were set at full rich and maximum power. The Hobbs meter displayed 1,041.7 hours, with a tach time of 772.51 hours. The airplane had two strands of barbed wire wrapped around it, which extended from its nose to tail and back to its nose. The barbed wire passed between the inboard end of the right elevator control surface and the tail cone.

Leaves and tree debris were spread on the path between the runway and the wreckage; the top rail of the fence was located on the path and was bent. The barbed wire chain link fence on the east end of the runway was depressed at the same spacing as the left, right, and nose wheel lateral spacing on the airplane which indicated that the landing gear contacted the top of the fence and took the barbed wire along as the airplane passed over the fence. About 258 ft of the top rail was missing from the fence.

Examination of the recovered airframe and engine did not reveal any evidence of a preexisting mechanical malfunction that would have precluded normal operation. The complete engine and airframe examination reports are appended to this accident in the public docket.

Additional Information


In the conversation with the student pilot's flight instructor, he indicated that, during the instructional flights, him and the student pilot did not practice landings, and that the student pilot had never executed any landings on his own.










Loss of Engine Power (Total): Robinson R44 II, N233JD; accident occurred July 24, 2017 near Lake Sutherlin, Montana

View of the fuel flow meter installed onto the outlet flexible fuel hose.

View of the fuel servo on the test bench before testing. Note the outlet flexible fuel hose in a pan with white paper.

View of the Regulator Nut in Place.

Fuel of the Fuel Diaphragm and Fuel Side of the Center Body.

View Showing the White Residue in the Air Side of the Center Body.

Air Diaphragm and Air Side of the Center Body Showing Contamination and Line.

View Showing the Slight Contamination in the Regulator Cover and Air Diaphragm.

Air Venturi.

Idle Valve.

Mixture Valve.

View of the Wasco Pressure Switch and attached Electrical Lead.


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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Helena, Montana
Robinson Helicopter Company; Torrance, 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/N233JD

Location: Lake Sutherlin, MT
Accident Number: WPR17LA168
Date & Time: 07/24/2017, 1930 MDT
Registration: N233JD
Aircraft: ROBINSON HELICOPTER COMPANY R44 II
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On July 24, 2017, about 1930 mountain daylight time, a Robinson Helicopter Company R44 II, N233JD, sustained substantial damage during a forced landing following a loss of engine power near Lake Sutherlin, Montana. The airline transport pilot and his passenger were not injured. The helicopter was registered to a private individual and operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed about the time of the accident and no flight plan was filed for the cross-country flight. The flight originated from White Sulphur Springs Airport (7S6), White Sulphur Springs, Montana, about 1915, with a destination of Sutherlin Lake.

The pilot reported that prior to departing 7S6, they refueled the helicopter to a level about one gallon under full. Following an uneventful takeoff and flight to Lake Sutherlin, located about 10 miles northeast of 7S6, they descended to about 25 to 50 ft above ground level (agl), and began a slow recon around the lake for a place to land and camp for the night. The pilot stated he touched down in one spot, however, decided it was unsuitable and lifted off, at which time he noticed the rotor rpm was low, and twisted the throttle to full, noting the rotor rpm increased immediately.

The pilot stated he then proceeded across a small ravine, toward another hill, at an airspeed of about 10 to 20 knots, and an altitude of 25 ft agl, when the low rotor warning horn sounded, and the engine began to lose power. The pilot further stated that since he already had set the throttle at full power, he decided his only option was to lower the collective and drive down the hill to gain [air]speed and regain rotor rpm. The pilot added that at this point, he thought the engine had failed, and initiated a right turn into the wind, and did not notice the engine manifold pressure or airspeed at this time. The pilot leveled the helicopter just above the lake surface, and recalled the rotor rpm was near 80%, and increased the collective to cushion the landing, at an airspeed of about 5 knots. As the helicopter settled into the water, it rolled over onto its left side and became partially submerged.

The pilot reported that the helicopter weighed 2,400 lbs and the outside air temperature was 80° at the time of the accident.

Examination of the helicopter by a Federal Aviation Administration (FAA) inspector revealed that the tailboom and vertical stabilizer were structurally damaged.

Wreckage Examination

Examination of the recovered helicopter by representatives from Robinson Helicopter, FAA, and the National Transportation Safety Board (NTSB), revealed that control continuity was obtained from the cockpit throughout the control systems to the main rotor and tail rotor. The main rotor remained attached. The tail rotor remained attached, but the outer portions of both blades had separated.

The V-belts remained secured to the engine and had no abnormal wear or defects. The engine oil sump contained about 3.5 gallons of water and water was evident throughout the remainder of the engine. The spark plugs were removed and contained debris and moisture from the engine. Once the spark plugs were dried and cleaned, the spark plugs were tested and functioned normally.

Thumb compression was obtained on all cylinders. Initially, cylinder no. 6 had minimal compression, however, once the engine was rotated through several times, compression was obtained. The magnetos were removed from the engine and contained significant water. The magnetos were dried and then rotated using a drill. Spark was obtained at all posts. Control continuity from the cockpit mixture and throttle controls to the engine were obtained.

The intake and exhaust systems were unobstructed, and all connections remained secure. The heater shroud was partially separated from the exhaust, consistent with impact damage.

The gascolator screen was clear and fuel was identified in the gascolator.

For further information, see the wreckage examination notes within the public docket for this accident.

The fuel servo was removed and shipped to the manufacturer for further examination. The fuel servo was placed on the test bench as received with a flexible fuel hose with attached fuel flow meter attached to the outlet fitting. The fuel servo functioned within specifications on all tests except for test point 1 which measures the fuel flow available for engine start. During this test, the fuel servo unit flowed 45 pounds per hour (pph), or 3.0 pph over the maximum calibration limit of 42 pph, and 1.95 pph high when compared with allowed service limits. For further information see the Fuel Servo Examination report within the public docket for this accident.

Performance

The performance section of the R44 II Pilot Operating Handbook (POH), stated that the in ground effect (IGE) hover ceiling, based on full throttle, zero wind, and a gross weight of 2,400 pounds was about 8,100 ft. The out of ground effect (OGE) hover ceiling for the same parameters was about 4,800 ft. Using the accident site elevation of 5,500 ft, reported temperature of 80° F, and an altimeter setting of 29.88 inches of mercury, the calculated density altitude was about 7,900 ft, with a pressure altitude of about 5,538 ft.

The ravine that the flight flew over varied in depth, from 15 to 25 ft from the tops of either side to the floor of the ravine. 

Pilot Information

Certificate: Airline Transport; Commercial
Age: 70, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land; Single-engine Sea
Seat Occupied: Right
Other Aircraft Rating(s):Helicopter 
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Multi-engine; Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 01/14/2016
Occupational Pilot: Yes
Last Flight Review or Equivalent: 06/15/2017
Flight Time:  6295 hours (Total, all aircraft), 730 hours (Total, this make and model), 5500 hours (Pilot In Command, all aircraft), 87 hours (Last 90 days, all aircraft), 22.5 hours (Last 30 days, all aircraft), 4 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: ROBINSON HELICOPTER COMPANY
Registration: N233JD
Model/Series: R44 II
Aircraft Category: Helicopter
Year of Manufacture: 2004
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 10300
Landing Gear Type:Skid; 
Seats: 4
Date/Type of Last Inspection: 07/06/2017, Annual
Certified Max Gross Wt.: 2500 lbs
Time Since Last Inspection: 10 Hours
Engines: 1 Reciprocating
Airframe Total Time: 53 Hours as of last inspection
Engine Manufacturer: LYCOMING
ELT: C126 installed, not activated
Engine Model/Series: IO-540-AE1A5
Registered Owner: ALBERT HALL CO
Rated Power: 290 hp
Operator: On file
Operating Certificate(s) Held:None  

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KHLN, 3868 ft msl
Distance from Accident Site: 51 Nautical Miles
Observation Time: 0153 UTC
Direction from Accident Site: 268°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 300°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.88 inches Hg
Temperature/Dew Point: 31°C / 2°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: White Sulphur S, MT
Type of Flight Plan Filed: None
Destination: Lake Sutherlin, MT
Type of Clearance: None
Departure Time: 1915 MDT
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion:None 
Total Injuries: 2 None
Latitude, Longitude: 46.635278, -110.735278 (est)