Loss of Engine Power (Partial): Air Tractor AT-401, N4532F; accident occurred August 24, 2017 in Pearsall, Frio County, Texas

The No. 9 engine cylinder viewed from the aft side, as received. 

The No. 9 engine cylinder viewed from the forward side, as received.

The pushrod tubes on the forward side of the engine, showing denting damage.

View of the aft spark plug, showing denting damage and the end of the crack between two cooling fins.

The crack in the cylinder showing the largest opening.

The cylinder crack, viewed from the forward side.

View of the other end of the cylinder crack.

View of the fracture surfaces of the cylinder crack, after laboratory opening. 

The outboard mating fracture surface, annotated to show the different fracture regions.

The progressive area of the outboard fracture surface, using oblique lighting.

The inboard mating fracture surface, annotated to show the different fracture regions.

The fatigue area of the outboard fracture surface, using oblique lighting.

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; San Antonio, Texas

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/N4532F

Location: Pearsall, TX
Accident Number: CEN17LA330
Date & Time: 08/24/2017, 1000 CDT
Registration: N4532F
Aircraft: AIR TRACTOR INC AT 401
Aircraft Damage: Substantial
Defining Event: Loss of engine power (partial)
Injuries: 1 None
Flight Conducted Under: Part 137: Agricultural 

On August 24, 2017, about 1000 central daylight time, an Air Tractor AT-401, N4532F, impacted terrain during a forced landing following a partial loss of engine power near Pearsall, Texas. The commercial pilot was not injured, and the airplane was substantially damaged. The airplane was registered to and operated by Fitch's Flying Service as a Title 14 Code of Federal Regulations Part 137 without a flight plan. Day visual meteorological conditions prevailed for the local agricultural application that departed from McKinley Field Airport (T30), Pearsall, Texas, at 0900.

The pilot reported that the airplane experienced a partial loss of engine power during a low-altitude spray run over a field. He noted that the engine was surging and that he was unable to regain normal engine operation. He climbed to 100 ft above ground level, jettisoned the airplane's chemical load, but the engine operation still did not improve. The pilot reported that he subsequently made a forced landing to a nearby field. The pilot stated that the airplane decelerated rapidly and nosed over when it descended into tall vegetation and landed in soft sandy soil. The vertical stabilizer and rudder were substantially damaged.

A postaccident examination revealed a circumferential fracture of the No. 9 cylinder. The fractured cylinder, serial number (s/n) 4 4HN52 L215, was submitted to the National Transportation Safety Board's Materials Laboratory for additional examination. The laboratory examination revealed a large circumferential crack through the cylinder housing. The crack was located at the valley between two air cooling fins and through the forward spark plug hole. The crack measured circumferentially as 26.3 inches long, with about 5.6 inches of the remaining cylinder circumference uncracked. The widest opening of the crack was located about 8.5 inches from the bottom side of the inboard flange, and 10.5 inches from the bottom opening of the cylinder. The fracture faces exhibited features consistent with prolonged exposure to exhaust and combustion gasses for different lengths of time. Further examination revealed crack arrest and ratchet marks consistent with progressive cracking from multiple crack initiation sites. There were no discernable discrepancies, such as corrosion pits, wear marks, or machining marks present at the crack initiation sites. The crack had prorogated from the outer cylinder surfaces inward. Further examination of the crack features using a scanning electron microscope revealed fatigue striations consistent with fatigue cracking. A sample of the cylinder was tested using energy dispersive x-ray spectroscopy and x-ray fluorescence, which confirmed the material composition was consistent with an AA 200-series aluminum casting alloy. Additionally, hardness measurements were consistent with a casted AA 200-series aluminum alloy material.

The engine, a Pratt & Whitney R-1340AN-1, s/n 41-12807, had accumulated 8,899.2 hours since new and 1,310.1 hours since the last overhaul on March 5, 2009. A complete service history for the No. 9 cylinder could not be determined with the available logbook documentation. The No. 9 cylinder was not replaced or repaired during the 2009 overhaul. Based on available documentation, the No. 9 cylinder was not removed or repaired since the 2009 overhaul. According to the engine logbook, on August 1, 2017, about 64 hours before the accident, the engine cylinders were inspected in accordance with airworthiness directive No. 99-11-02 to verify that there were no visible cylinder cracks, and the corresponding logbook entry indicated "no cracks found."

Pilot Information

Certificate: Commercial
Age: 33, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Center
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 05/09/2017 
Occupational Pilot:Yes
Last Flight Review or Equivalent: 03/10/2017
Flight Time:  609 hours (Total, all aircraft), 290 hours (Total, this make and model), 545 hours (Pilot In Command, all aircraft), 220 hours (Last 90 days, all aircraft), 108 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: AIR TRACTOR INC
Registration: N4532F
Model/Series: AT 401 UNDESIGNATED
Aircraft Category: Airplane
Year of Manufacture:1990 
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 401-0769
Landing Gear Type: Tailwheel
Seats: 1
Date/Type of Last Inspection: 03/01/2017, Annual
Certified Max Gross Wt.: 7860 lbs
Time Since Last Inspection: 264 Hours
Engines: 1 Reciprocating
Airframe Total Time: 6228.1 Hours at time of accident
Engine Manufacturer: Pratt & Whitney
ELT: Not installed
Engine Model/Series: R-1340AN-1
Registered Owner: Fitch's Flying Service
Rated Power: 600 hp
Operator: Fitch's Flying Service
Operating Certificate(s) Held: Agricultural Aircraft (137)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: COT, 474 ft msl
Distance from Accident Site: 20 Nautical Miles
Observation Time: 0953 CDT
Direction from Accident Site: 180°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 12000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 120°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.92 inches Hg
Temperature/Dew Point: 28°C / 22°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Pearsall, TX (T30)
Type of Flight Plan Filed: None
Destination: Pearsall, TX (T30)
Type of Clearance:None 
Departure Time: 0900 CDT
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 28.876389, -99.005278 (est)

Flight Control System Malfunction/Failure: Hawker Hunter Mk.58, N338AX; accident occurred August 22, 2017 in Pacific Ocean

GPS Track (Plot) 

Aileron Discrepancy Sheet.

 

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

Additional Participating Entities:
Federal Aviation Administration; San Diego, California
United States Air Force; Washington, District of Columbia
Airborne Tactical Advantage Company; Newport News, Virginia 
 
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/N338AX

Location: Pacific Ocean
Accident Number: WPR17LA186
Date & Time: 08/22/2017, 1618 PDT
Registration: N338AX
Aircraft: HAWKER SIDDELEY HUNTER MK.58
Aircraft Damage: Destroyed
Defining Event: Flight control sys malf/fail
Injuries: 1 Minor
Flight Conducted Under: Public Aircraft 

On August 22, 2017, about 1618 Pacific daylight time, a Hawker Hunter MK-58, N338AX, was destroyed when it impacted open water about 80 nm southwest of San Diego, California during an exercise with a United States military fighter jet. The airline transport pilot received minor injuries. The airplane was registered to Hunter Aviation International, Inc. and operated by Airborne Tactical Advantage Company (ATAC) under contract with the U.S. Navy as a Public aircraft. Visual meteorological conditions prevailed, and an instrument flight rules flight plan was filed for the local flight that departed Point Mugu Naval Air Station, Oxnard, California at 1517.

According to ATAC, their pilots were participating in an adversarial mission in support of an air defense vulnerability period for Carrier Air Wing/ USS Theodore Roosevelt Carrier Strike group assets. The F-35s from the U.S. Air Force's 62nd Fighter Squadron would conduct a defensive counter air mission, while the MK-58s provide adversarial support. On the day of the accident, the accident pilot and his wingman, assigned as Red Air for the exercise, checked in with the Red Air controller and coordinator of the exercise to understand their roles and to obtain the correct radio frequencies. Their goal in the exercise was to overfly the military aviator's ships without being escorted. After an uneventful outbound flight to the theatre area the airplanes were escorted around the aircraft carrier. At times, two FA-18 turbojet fighter airplanes, piloted by naval aviators, would follow behind the pilot and his wingman while the controller issued instructions to observe the navy pilots' responses.

The FA-18 fighters were then relieved by two F-35 fighters. While flying at 14,000 ft mean sea level (msl), one of the F-35s flew alongside and about 1,500 ft from the accident pilot's right wing. Moments later, the F-35 accelerated ahead of the pilot and crossed in front of his flight path from the accident pilot's right side to his left side. The pilot attempted to follow the F-35, but the airplane then initiated a right turn and passed in front of the pilot's flight path again, this time to the right. As the pilot started to turn right to follow the F-35, he heard a "thump", which he dismissed as jet wash. He continued his maneuver and rotated to the right into an approximate 60° angle of bank and began to apply back pressure, but the airplane immediately rolled into a left bank, at which time the F-35 disappeared from his view. The pilot briefly terminated the left-hand roll by applying right aileron but was unable to move the flight controls more than one inch to the right of its center position. He remarked that the right aileron flight control movement felt "jammed" as he can normally move the flight controls to his right knee. The airplane then entered an approximate 35° nose down attitude, at which time the pilot applied back pressure on the flight controls, but the airplane repeated its previous movement and entered a left-hand roll. After about 2 full 360° rotations, the pilot stopped the movement with some right aileron, but the flight controls still would not advance to the right more than one inch beyond its center position. As he was passing through 4,000 ft mean sea level, the pilot notified his wingman that he was ejecting. He did not observe any unusual sounds or harmonics from the engine during the accident flight.

F-35 Pilot

According to the trailing F-35 pilot, he was assigned to United States Air Force's 62nd Fighter Squadron to support an exercise for the United States Navy with the USS Theodore Roosevelt off the California coastline. During the briefing, he was informed that both he and his lead would be flying as "Blue Air"; their objective was to defend the south, intercept any adversaries coming from the north and escort them back to their airspace. The soft deck for the exercise was 10,000 ft and the hard deck was 5,000 ft. After an uneventful departure, the pilot of an F/A-18 informed the F-35 pilot and his lead that he had rejoined, maintained close visual formation inside of 1,000 ft, on a pair of Hawker Hunters, and asked the F-35s to rejoin on them. The F-35s started to rejoin on the Hawker Hunters as the F/A-18s ceased their engagement of the adversarial fighters. The lead F-35 pilot covered the trailing Hawker Hunter, while the trailing F-35 pilot advanced forward of the lead Hawker Hunter and rejoined off the lead pilot's left wing. The trailing F-35 pilot rocked his wings and the Hawker Hunter pilot acknowledged. After the F-35 pilot informed the controller that the Hawker Hunters were continuing north and the F-35s were going to cease their engagement, the Hawker Hunters reversed course and followed them to the south.

The trailing F-35 pilot rejoined on the accident pilot about 500-800 ft off his right wing and rocked his wings, but the accident pilot did not acknowledge. After another unsuccessful attempt to get the accident pilot's attention, the trailing F-35 pilot accelerated ahead and high of the accident pilot and then descended as he crossed in front of the accident pilot's flight path from right to left and then reversed his turn (from left to right). He estimated from looking over his shoulder that he was about 2,500 ft in front of the accident pilot about this time and slightly higher. Following about 90° of turn and a snap roll the accident pilot appeared to be lining up a gun shot. The accident airplane then rolled inverted in a nose high attitude, which was followed by a snap roll and then a descending right-hand turn. His altitude at the time was approximately 9,500 ft. The airplane subsequently entered a dive, at which time the F-35 pilot engaged him with a simulated ordinance. The accident airplane never recovered from the dive.

Radar data was provided by the Southern California Offshore Range (SCORE) at Naval Air Station North Island, California. The F-35's relayed altimeter data at a 1 hz sampling rate along with its geographic positioning system (GPS) data. Large Area Tracking Range (LATR) pods were mounted to both MK-58s, which reported multiple parameters, including position and altimeter data. The radar displayed data points for "Jest11" (the accident airplane) and "Jest12" (the accident pilot's wingman).

The radar data for Jest11 and Jest12 began at 1530:00 at a radar altitude of about 15,800 ft. Both airplanes turned to a southern heading at 1534:42, followed by a western heading at 1539:35. Jest11 then completed a 180° left turn to a southern heading followed by two 360° right turns before the airplane turned to the southwest at 1553:02, and an approximate altitude of 13,200 ft. About 20 seconds later Jest11 performed a left turn from a southeastern heading at an approximate altitude of 14,500 ft. In the airplane's final minute of flight, it maintained an approximate altitude of 14,800 ft on a southern heading. Several seconds of data are missing between 1616:03 and 1616:09. The last radar data point for Jest11 was captured at 1616:25 at a radar altitude of 14,733 ft. Jest12 remained in the area for about 15 minutes before returning to Point Mugu.

According to a report furnished by ATAC, the LATR pod stopped transmitting about the time the accident airplane flew through the F-35's jet wash. The report stated that the LATR pod is equipped with an uninterruptible power source, capable of powering the pod for several seconds independently of the airplane's power supply. 

Pilot Information

Certificate: Airline Transport; Commercial
Age: 44, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Single
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 Without Waivers/Limitations
Last FAA Medical Exam: 02/08/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 07/05/2017
Flight Time:  3138 hours (Total, all aircraft), 420 hours (Total, this make and model), 62 hours (Last 90 days, all aircraft), 28 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

The pilot, age 44, held an airline transport pilot certificate with ratings for airplane single-engine land, multi-engine land, instrument airplane and a type rating for Hawker Hunter MK-58. His most recent Federal Aviation Administration (FAA) first-class medical certificate was issued on February 8, 2017, with no limitations. At the time of the accident, the pilot had accumulated 3,138 total flight hours; 420 of which were in the accident airplane make and model.

Aircraft and Owner/Operator Information

Aircraft Make: HAWKER SIDDELEY
Registration: N338AX
Model/Series: HUNTER MK.58 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 1959
Amateur Built:No 
Airworthiness Certificate: Experimental
Serial Number: 41H-697452
Landing Gear Type: Retractable - Tricycle
Seats: 1
Date/Type of Last Inspection: 05/11/2017, Condition
Certified Max Gross Wt.: 25000 lbs
Time Since Last Inspection: 41 Hours
Engines: 1 Turbo Jet
Airframe Total Time: 3242.6 Hours at time of accident
Engine Manufacturer: Avon
ELT: Installed, not activated
Engine Model/Series: 203/7
Registered Owner: HUNTER AVIATION INTL INC
Rated Power: 10150 lbs
Operator: Airborne Tactical Advantage
Operating Certificate(s) Held: None

The airplane was manufactured by Hawker-Siddeley in 1959 and was originally designed as a single-engine, swept wing, tactical military aircraft, powered by a Rolls-Royce AVON 207, turbojet engine with a full functioning emergency ejection seat. At the time of the accident the airplane was owned by Hunter Aviation International, Inc. and operated by Airborne Tactical Advantage Company (ATAC) as an armed forces Public aircraft. The airplane's most recent conditional inspection was completed on May 11, 2017, at 3,242.6 hours total time in service. At the time of the accident, the engine had accrued about 323 total hours since its most recent overhaul, and a total of 41 flight hours since its recent conditional inspection.

The airplane's flight logbook captured the reported maintenance deficiencies from January 2017 to the date of the accident. A reported deficiency from August 15, 2017 stated that the "aileron trim indication was found inoperative during pre-flight checks." As a result, the position transmission cable, trim motor bellcrank, and trim operating rod were replaced. Additionally, aileron travel was confirmed in accordance with AP101B-1307-1, Section 3, Chapter 4, Figure 11.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation:
Distance from Accident Site:
Observation Time:
Direction from Accident Site:
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 1500 ft agl
Visibility (RVR):
Wind Speed/Gusts: 20 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 250°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.01 inches Hg
Temperature/Dew Point: 20°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: OXNARD, CA (NTD)
Type of Flight Plan Filed: IFR
Destination: OXNARD, CA (NTD)
Type of Clearance: Unknown
Departure Time: 1517 PDT
Type of Airspace: Warning Area 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 31.655278, -118.323056 

The airplane impacted open water about 2 nm from its final radar data point. ATAC reported that the debris field was comprised of an oil slick, and no physical remnants of the aircraft. The airplane wreckage was not recovered. 

Additional Information

Flight Controls

According to the description in the aircraft manual, the ailerons and elevator are normally hydraulically operated by ON/OFF switches for both, each located on the left side of the instrument panel. Placing the switch in the OFF position activates manual mode. Below are flight control forces derived from the manual for the ailerons and elevator in power ON and power OFF modes:

Power mode OFF: Lateral – 9 lbs; Forward – 9 lbs; Aft – 7 lbs
Power mode ON: All directions – 2 lbs
The manual states that full aileron deflection is only 2/3 of that obtained in Power ON with Power mode OFF. Additionally, the flight controls will not auto re-center in Power OFF; but, should auto-re-center in Power ON.

The hydraulic system is comprised of a hydraulic fluid reservoir, engine-driven pump, hand pump, and pressure switch. According to a diagram in the manual, hydraulic fluid is directed from the reservoir by the pump to the ailerons through a main line that also services the brakes, elevator, canopy, landing gear, flaps and speed brake. Unused hydraulic fluid is returned back to the reservoir through a main line.

A hydrobooster, consisting of a servo valve, jack body and a piston, is fitted close to each control surface. Under normal operation, the servo valve opens to admit pressure oil to one side of the jack piston, depending on the direction of movement of the flight control column, while simultaneously the other side opens to return. As hydraulic pressure is directed by the servo valve to one side of the jack piston, the jack moves relative to the piston and deflects the control surface. When control movement ceases, the servo valve closes, which prevents further movement of the jack body and control surface. The magnetic indicators (MIs) show BLACK when hydraulic power is available to the hydroboosters.

According to the manual, the triple pressure gauge will fall below normal range when no service is being operated. Should the hydraulic pump fail, the red HYDRAULIC PRESSURE failure warning light will illuminate when the system pressure drops below 600 psi. As pressure continues to decrease below 400 psi, the elevator and aileron MIs will shift to WHITE followed by an automatic reversion to manual flight control as the system reaches 200 psi.

If manual controls are selected, or if the hydraulic pressure falls below a specified level, the hydraulic fluid in the jack is transferred from one side of the piston to the other. This allows the jack body to be moved freely by the control column.

During the accident sequence, the pilot observed his flight control magnetic indicators (MI), which display hydraulic power to the elevator and ailerons. The MIs were obscured by condensation and sun glare, but appeared black, indicating that the airplane was attempting to boost the flight controls by hydraulic power. Power Mode ON was selected for both flight controls when the loss of control occurred. No change was observed in the MIs or the handling of the airplane when the pilot momentarily cycled the Power Mode from ON to OFF and back to the ON position again.

Emergency Procedures

The manual contains an excerpt with instructions for recovering from out of control flight, from both upright and inverted spins. The procedure requires the pilot to first neutralize the rudder and flight controls, and to wait until the airplane recovers from the spin or a recognizable spin develops. Should a recognizable spin develop, the pilot should apply full rudder opposite the direction of rotation and advance the flight controls to the full forward position.

According to the pilot, the procedure for terminating a roll is to apply rudder opposite the direction of rotation. He reported to ATAC that he did not execute this maneuver because he did not have a yaw rate. In the procedure, if the spin persists, the pilot can advance the flight controls to the full forward position and in the direction of the turn needle. The pilot attempted the second procedure but was unsuccessful in remediating the spin. A report of the incident furnished by ATAC stated that he then returned the flight controls to the neutral position after he observed that his airspeed had reached about 350 kts.

Loss of Control in Flight: Cirrus SR22T, N702N; accident occurred August 10, 2017 at Raton Municipal Airport (KRTN), Colfax County, New Mexico

Destruction of Cirrus SR22T, N702N.
The aircraft was destroyed.

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Albuquerque, New Mexico

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/N702N

Location: Raton, NM
Accident Number: CEN17LA359
Date & Time: 08/10/2017, 1614 MDT
Registration: N702N
Aircraft: CIRRUS DESIGN CORP SR22T
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 10, 2017, about 1614 mountain daylight time, a Cirrus SR22T airplane, N702N, sustained substantial damage when it veered off the runway while landing at the Raton Municipal Airport (RTN), Raton New Mexico. The private pilot sustained minor injuries and one passenger sustained serious injuries. The airplane was privately owned, and the personal flight was operated under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed throughout the area and an instrument flight rules (IFR) flight plan was filed. The cross-country flight originated from the South Arkansas Regional Airport (ELD), El Dorado, Arkansas, and RTN was its final destination.

According to the pilot, he was checking weather conditions (METARs) at RTN every hour along the route of flight from ELD. The METAR information consistently reflected winds out of the south at no more than 7 knots. Approaching RTN, the pilot had to maneuver around convective activity about 10 miles northwest of the airport. The pilot concealed his IFR flight plan about 6 to 7 miles from RTN. On approach, about 4 miles from RTN, someone from the fix based operator (FBO) radioed on UNICOM frequency and stated that the winds were 170° at 7 knots.

The airplane crossed the threshold of runway 20 at full flaps and 85 knots for landing. About 15 ft from touchdown, the airplane began to rapidly sink. The pilot attempted to arrest the decent, but the airplane bounced off the runway and began to be pushed hard to the left side of the runway by the wind. The pilot then initiated a go-around with full throttle and pulled back on the stick. The airplane climbed to about 15 to 20 ft off the ground, the stall warning went off, the right wing stalled and dropped. The airplane then struck an embankment off the right side of the runway and rolled onto its right side, resulting insubstantial damage to the fuselage, empennage, and both wings.

The pilot stated that once inside the FBO after the accident, a weather monitor screen showed that the winds were 170° at 7 knots, but it also showed the winds were 160° and variable to 230°. He also saw the windsock fully extended down runway 20. At 1612, according to the RTN METAR, the reported winds were 180° at 12 knots about 2 minutes prior to the accident. The pilot thought that he had experienced a large wind shear and tailwind shift just prior to touchdown. The pilot did not report any mechanical or flight control problems prior to the accident. A Federal Aviation Administration inspector who examined the airplane after the accident did not find any anomalies with the airplane or flight controls.

Pilot Information

Certificate: Private
Age: 41, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 09/01/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 08/08/2017
Flight Time:  (Estimated) 153 hours (Total, all aircraft), 83 hours (Total, this make and model), 85 hours (Last 90 days, all aircraft), 49 hours (Last 30 days, all aircraft), 8 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: CIRRUS DESIGN CORP
Registration: N702N
Model/Series: SR22T NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2017
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 1494
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 01/20/2017, Annual
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 165 Hours at time of accident
Engine Manufacturer: CONT MOTOR
ELT: Installed, not activated
Engine Model/Series: TSIO-550-K
Registered Owner: N512CQ, LLC
Rated Power: 315 hp
Operator: On file
Operating Certificate(s) Held: None
Operator Does Business As: RotarySwing Golf, LLC
Operator Designator Code: 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: RTN, 6352 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1612 MDT
Direction from Accident Site: 0°
Lowest Cloud Condition: Few / 4200 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 12 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 180°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.21 inches Hg
Temperature/Dew Point: 26°C / 17°C
Precipitation and Obscuration:
Departure Point: Eldorado, AR (ELD)
Type of Flight Plan Filed: IFR
Destination: Raton, NM (RTN)
Type of Clearance: IFR
Departure Time: 1130 CDT
Type of Airspace: Class E

Airport Information

Airport: Raton Municipal Airport (RTN)
Runway Surface Type: Asphalt
Airport Elevation: 6352 ft
Runway Surface Condition: Dry
Runway Used: 20
IFR Approach: None
Runway Length/Width: 7620 ft / 75 ft
VFR Approach/Landing: Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor
Latitude, Longitude: 36.742500, -104.501667

Aerodynamic Stall/Spin: Pipistrel Virus SW, N811AW; accident occurred August 03, 2017 in Immokalee, Collier County, Florida

Airplane Wreckage and Ground Scars Near Border of Runway in Trees. 

Close up of Left Side of Airplane Wreckage. 

Close up of Right Side of Airplane Wreckage. 

Wide View of Wreckage in Trees. 

Map of Accident Site

  Maintenance Record Excerpt

Pilot Logbook

Pilot Logbook

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Miramar, Florida

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/N811AW

Location: Immokalee, FL
Accident Number: ERA17LA270
Date & Time: 08/03/2017, 1100 EDT
Registration: N811AW
Aircraft: PIPISTREL DOO AJDOVSCINA VIRUS SW
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 1 Serious, 1 Minor
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 3, 2017, about 1100 eastern daylight time, a Pipistrel Virus-SW, N811AW, was substantially damaged when it impacted terrain following an aborted landing from a private grass airstrip near Immokalee, Florida. The private pilot received minor injuries and the passenger was seriously injured. The motor glider was being operated in accordance with 14 Code of Federal Regulations Part 91 as a personal flight and originated about 1045 from Immokalee Regional Airport (IMM), Immokalee, Florida. Visual meteorological conditions prevailed, and no flight plan was filed for the flight.

The pilot reported that he was attempting to land on a private, 1,200 ft-long grass airstrip with 50 ft-tall trees on both ends of the runway. After touchdown on the first third of the runway, realizing he was not going to stop in time, he disengaged the air brakes, aborted the landing, and attempted to go around. During the initial climb, at about 30 ft, "the left wing quickly dropped," before the glider descended and its left wing impacted the ground. The glider impacted trees located about 75 ft left of the runway center and 1,000 ft beyond the approach end of the runway. The pilot reported that there was no mechanical malfunction or failure with the glider prior to the accident.

Examination of the accident site revealed that pieces of the fiberglass wheel fairing came to rest near the point where the glider touched down. The pieces were scattered along the runway for about 150 ft, with the last piece located about 550 ft from the main wreckage. The path of the fiberglass debris was consistent with the runway heading of 080°. No other ground scars were discovered until the first impact marks near where the wreckage came to rest.

An approximate 140-foot-long debris path oriented about a magnetic course of 060 degrees was located off the left side of the runway along with ground scars and propeller scalp marks. The left wing was completely separated from the fuselage and broken off at the wing spar near the wing root. The empennage was twisted upside down.

Southwest Florida International Airport, (RSW) Fort Myers, Florida was located about 40 miles east-northeast of the accident site. The recorded weather at RSW, at 1053, included wind from 130 degrees at 8 knots, visibility 10 miles, broken clouds at 2,100 feet, temperature 31 degrees C, dew point 25 degrees C, and altimeter setting 30.14 inches of mercury.

According to Federal Aviation Administration and aircraft records, the motor glider was issued a special airworthiness certificate for experimental exhibition on March 1, 2017. It was manufactured by the Pipistrel d.o.o. Ajdovscii factory. The pilot was issued a private pilot certificate with a glider rating on March 27, 2017 and reported a total time of 33 hours.

Pilot Information

Certificate: Private
Age: 52, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): Glider
Restraint Used:4-point 
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: None
Last FAA Medical Exam:
Occupational Pilot:No 
Last Flight Review or Equivalent: 03/27/2017
Flight Time: 33 hours (Total, all aircraft), 33 hours (Total, this make and model), 21 hours (Pilot In Command, all aircraft), 3 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: PIPISTREL DOO AJDOVSCINA
Registration: N811AW
Model/Series: VIRUS SW NO SERIES
Aircraft Category: Glider
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Experimental
Serial Number: 823 SWN 100
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 03/01/2017, Unknown
Certified Max Gross Wt.: 1323 lbs
Time Since Last Inspection: 33 Hours
Engines: 1 Reciprocating
Airframe Total Time: 48 Hours at time of accident
Engine Manufacturer: Rotax
ELT: Not installed
Engine Model/Series: 912
Registered Owner: On file
Rated Power: 100 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: KRSW, 37 ft msl
Distance from Accident Site: 40 Nautical Miles
Observation Time: 1053 EDT
Direction from Accident Site: 290°
Lowest Cloud Condition: Few
Visibility:  10 Miles
Lowest Ceiling: Broken / 2100 ft agl
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 130°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.14 inches Hg
Temperature/Dew Point: 31°C / 25°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: IMMOKALEE, FL (IMM)
Type of Flight Plan Filed: None
Destination: Immokalee, FL (PVT)
Type of Clearance: None
Departure Time: 1045 EDT
Type of Airspace:Class G 

Airport Information

Airport: Private (PVT)
Runway Surface Type: Dirt; Grass/turf; Gravel
Airport Elevation: 5 ft
Runway Surface Condition: Rough
Runway Used: 08
IFR Approach: None
Runway Length/Width: 1200 ft / 40 ft
VFR Approach/Landing: Straight-in

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: 1 Serious
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious, 1 Minor
Latitude, Longitude: 26.291944, -81.112222