Sunday, March 22, 2020

Runway Excursion: Air Tractor AT-502B, N6180J; accident occurred May 27, 2018 in Qulin, Butler County, Missouri



Weight and Balance Calculations


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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; St. Louis, Missouri

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/N6180J 

Location: Qulin, MO
Accident Number: CEN18LA194
Date & Time: 05/27/2018, 1200 CDT
Registration: N6180J
Aircraft: AIR TRACTOR INC AT 502B
Aircraft Damage: Substantial
Defining Event: Runway excursion
Injuries: 1 None
Flight Conducted Under: Part 137: Agricultural

On May 27, 2018, about 1200 central daylight time, an Air Tractor AT502B, N6180J, impacted terrain during takeoff from a private airstrip near Qulin, Missouri. The pilot was not injured, and the airplane sustained substantial damage. The airplane was registered to and operated by Danny's Air Agri Service, Inc. under the provisions of 14 Code of Federal Regulations Part 137 as an aerial application flight. Visual meteorological conditions prevailed for the flight, which operated without a flight plan. The local flight was originating at the time of the accident.

The pilot reported that the airplane was loaded with 2,700 lbs of chemical and he was using an airstrip owned by one of his customers. He noted that he had been using the airstrip for the past 14 years and knew how the airplane performed when taking off from this airstrip. He stated that the engine gauges were all indicating normal, but during the takeoff, the tailwheel of the airplane was still on the ground after the airplane had used about 3/4 of the runway length. At this point, he checked the engine instruments, and all were still indicating within normal parameters. When the airplane reached the end of the runway it was still not airborne, and the pilot applied full flaps to "jump" the ditch at the end of the runway. The airplane crossed the ditch and impacted the ground on the other side of the ditch.

Examination of the airplane after the accident confirmed substantial damage to both wings, landing gear, aft fuselage and tail surfaces. No preimpact anomalies were found that would have prevented normal operation, and the pilot didn't report any mechanical issues encountered during the flight.

The turf runway had a north-south orientation and was about 2,500 ft long. The takeoff was performed to the south. At the south end of the runway was a drainage ditch which separated two farm fields.

The pilot reported to Federal Aviation Administration inspectors that the airplane had between 130 and 140 gallons of fuel and 2,700 lbs of chemical on-board. Based on a fuel density of 6.7 lbs per gallon, and the airplane's empty weight of 4,778 lbs, the airplane's takeoff weight was calculated to be between 8,523 and 8,574 lbs. The maximum gross weight of the airplane was listed as 8,000 lbs.

At 1153, the recorded weather conditions at the Poplar Bluff Municipal Airport, Poplar Bluff, Missouri, about 12 nm north of the accident site were wind from 210 degrees at 5 kts,10 sm visibility, clear skies, temperature 30° C, dewpoint 22° C, and an altimeter setting 29.92 inches of mercury.

Based on the reported weather conditions, the calculated density altitude was about 2,200 ft.

Pilot Information

Certificate: Commercial
Age: 70, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Single
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 04/09/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 04/05/2017
Flight Time: 17616 hours (Total, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: AIR TRACTOR INC
Registration: N6180J
Model/Series: AT 502B B
Aircraft Category: Airplane
Year of Manufacture: 1995
Amateur Built: No
Airworthiness Certificate: Restricted
Serial Number: 502B-0329
Landing Gear Type: Tailwheel
Seats: 1
Date/Type of Last Inspection: 01/15/2018, Annual
Certified Max Gross Wt.:8000 lbs 
Time Since Last Inspection:
Engines: 1 Turbo Prop
Airframe Total Time: 10219 Hours as of last inspection
Engine Manufacturer: Pratt & Whitney
ELT:
Engine Model/Series: PT6A-45R
Registered Owner: DANNYS AIR AGRI SERVICE INC
Rated Power: 1100 hp
Operator: DANNYS AIR AGRI SERVICE INC
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: POF, 331 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 1153 CDT
Direction from Accident Site: 340°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 210°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.91 inches Hg
Temperature/Dew Point: 30°C / 22°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Qulin, MO (PVT)
Type of Flight Plan Filed: None
Destination: Qulin, MO (PVT)
Type of Clearance: None
Departure Time: 1200 CDT
Type of Airspace: Class G

Airport Information

Airport: Private (PVT)
Runway Surface Type: Dirt; Grass/turf
Airport Elevation: 300 ft
Runway Surface Condition: Dry
Runway Used: 18
IFR Approach: None
Runway Length/Width: 2500 ft / 100 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 36.557222, -90.204722

Fuel Related: Belite Pipper, N3748; accident occurred May 23, 2018 at Lake Hood Seaplane Base (PLHD), Anchorage, Alaska





Engine valves

Cylinder valve 

Engine Piston







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

Additional Participating Entity: 

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

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/N3748

Location: Anchorage, AK
Accident Number: ANC18LA038
Date & Time: 05/23/2018, 1630 AKD
Registration: N3748
Aircraft: JAMES WIEBE BELITE PIPPER
Aircraft Damage: Substantial
Defining Event: Fuel related
Injuries:1 Minor 
Flight Conducted Under: Part 91: General Aviation - Personal 

On May 23, 2018, about 1630 Alaska daylight time, a Belite Pipper, experimental amateur built airplane, N3748, sustained substantial damage during a forced landing, following a total loss of engine power at Lake Hood Seaplane Base (PLHD), Anchorage, Alaska. The airplane was registered to a private individual and operated by the pilot as a 14 Code of Federal Regulations (CFR) Part 91 visual flight rules flight when the accident occurred. The private pilot sustained minor injuries. Visual meteorological conditions prevailed, and no flight plan had been filed. The flight departed PLHD for a local flight in the airport traffic pattern.

According to the pilot, the accident flight was the first flight since maintenance was performed on the airplane's fuel system. The pilot stated that he departed Runway 32 and entered a right downwind to remain in the traffic pattern. While on final approach to Runway 32, he elected to execute a go-around. After advancing the throttle, when about 150 ft above ground level (AGL), all engine power was lost. He said the engine quit like there was no fuel. He did not see or hear anything that would be consistent with a mechanical failure.

During the forced landing, the pilot attempted to land back on the runway, but touched down between the runway end lights, bounced, and became airborne again. With no remaining runway surface available, the airplane descended into a fence and came to rest inverted in marshy terrain about 375 ft from the departure end of Runway 32. The airplane sustained substantial damage to the fuselage and both wings.

A post-accident examination of the Rotax 912 UL2 engine was performed by the NTSB investigator-in-charge along with another NTSB investigator. After removing the rocker box covers, all rocker arms exhibited discoloration consistent with high heat exposure. When the number 4 cylinder was removed, the valve was discovered fractured and a witness mark was present consistent with piston contact.

The engine had been altered from its original state by the addition of an Edge Performance Big Bore Kit. The kit, considered a high displacement cylinder/piston kit, was to increase performance and horsepower of the engine. As a result of the modification, the fuel requirements increased over that of a stock 912 UL2 engine. As installed, the kit replaced the crankshaft, camshaft, engine gaskets, cylinders and pistons. The fuel supply system remained the same and no modifications were made to the carburetors.

The pilot stated in a phone conversation that he had been discussing with the kit manufacturer a problem with fuel flow to the engine, which is why he was performing maintenance on it the day before and day of the accident. He said he had replaced all fuel lines and fittings with larger fuel lines but made no changes to the carburetors. During subsequent ground tests, fuel flow at the carburetors was measured between 1.8 – 2.0 psi.

Prior to the above-mentioned maintenance, after allowing the engine to warm up, when he would apply full power, the engine would quit and the carburetor bowls would be empty. The pilot stated that since the engine continued to run after changing the fuel lines, the "ground tests seemed good with the exception of the fuel pump pressure." 

Pilot Information

Certificate: Private
Age: 59, 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: BasicMed None
Last FAA Medical Exam: 04/03/2018
Occupational Pilot:No 
Last Flight Review or Equivalent: 03/26/2017
Flight Time:   2076 hours (Total, all aircraft), 222 hours (Total, this make and model), 2007 hours (Pilot In Command, all aircraft), 66 hours (Last 90 days, all aircraft), 46 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: JAMES WIEBE
Registration: N3748
Model/Series: BELITE PIPPER NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2017
Amateur Built:Yes 
Airworthiness Certificate: Experimental
Serial Number: 001
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 04/27/2018, Condition
Certified Max Gross Wt.: 1232 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 156 Hours as of last inspection
Engine Manufacturer: Rotax
ELT: C126 installed, not activated
Engine Model/Series:912UL2 
Registered Owner:On file 
Rated Power:122 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: PALH, 90 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 2353 UTC
Direction from Accident Site: 172°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 18 knots / 26 knots
Turbulence Type Forecast/Actual: / None
Wind Direction: 180°
Turbulence Severity Forecast/Actual: / N/A
Altimeter Setting: 29.76 inches Hg
Temperature/Dew Point: 12°C / 2°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Anchorage, AK (LHD)
Type of Flight Plan Filed: None
Destination: Anchorage, AK (LHD)
Type of Clearance: None
Departure Time:  AKD
Type of Airspace: Class D

Airport Information

Airport: LAKE HOOD (LHD)
Runway Surface Type: Dirt
Airport Elevation: 79 ft
Runway Surface Condition: Holes; Rough; Standing Water; Soft; Vegetation; Wet
Runway Used: 32
IFR Approach: None
Runway Length/Width: 2200 ft / 75 ft
VFR Approach/Landing: Forced Landing; Go Around; Traffic Pattern 

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Minor
Latitude, Longitude: 61.190278, -149.969444

Landing Gear Collapse: Piper PA-24-250 Comanche, N244TW; accident occurred May 20, 2018 at San Jose International Airport (KSJC), Santa Clara County, California

Emergency gear release bay (airplane forward is frame right).

Close up of release handle (rest position). 

Close up of release handle (lifted but not actuated).

RMLG tire and wheel scuff marks. 

NLG left drag link joint stop gap.

NLG right drag link stop gap.

NLG actuating rod with adjustable rod end.

RMLG retracted by normal system operation.

RMLG retracted by normal system operation.


NLG diagram.

Dual NLG downlock springs.

NLG downlock spring (NLG fully extended).

Gear motor and transmission.

Placard on emergency gear handle.

Transmission internal gears.

Main drive gear.


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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; San Jose/Los Angeles, California
Piper Aircraft; Vero Beach, 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/N244TW



Location: San Jose, CA 
Accident Number: WPR18LA153
Date & Time: 05/20/2018, 1950 PDT
Registration: N244TW
Aircraft: PIPER PA24
Aircraft Damage: Substantial
Defining Event: Landing gear collapse
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On May 20, 2018, about 1950 Pacific daylight time, a Piper PA24-250 airplane, N244TW, sustained substantial damage shortly after landing at Norman Y. Mineta San Jose International Airport (SJC), San Jose, California. The private pilot was not injured. The airplane was registered to two private individuals, and was operated by the pilot as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed at the time of the accident and no flight plan was filed. The flight had originated from French Valley Airport (F70), Murrieta/Temecula, California about 1730.

According to the pilot, he had rented the airplane from Plus One Flyers, located at McClellan-Palomar Airport (CRQ), Carlsbad, California. Early on the day of the accident, the pilot flew the airplane from CRQ to F70, and landed uneventfully. He departed F70 that afternoon, destined for SJC. Near the "Pruneyard" visual flight rules (VFR) reporting point, he contacted the SJC air traffic control tower (ATCT), and was instructed to cross midfield at 2,000 ft. After he crossed over the airport, he entered a right downwind leg for runway 30R.

Once stabilized on the downwind leg, the pilot reduced the engine power, extended the landing gear, and verified that the landing gear position indicator light was illuminated green, which denoted that the landing gear was down and locked into position. The pilot began a descent and turned onto base leg, and then again verified that the landing gear was down and locked. He confirmed with SJC ATCT that he was cleared to land, and turned final for runway 30R. The approach and touchdown were normal and uneventful, and the pilot then began to brake the airplane. About the intersection of runway 30R and taxiway Echo, when the airplane was traveling about 30 mph, the landing gear "suddenly collapsed." The airplane slid on its belly, and came to a stop approximately 150 ft beyond taxiway Echo.

After the ATCT controllers determined that the airplane was immobilized, and verified that the pilot was uninjured, the controllers dispatched airport safety personnel to assist. The airplane was lifted and towed to a secure location on the airport. Subsequent examination by Federal Aviation Administration (FAA) inspectors determined that the there was substantial damage to the airplane fuselage structure. 

Pilot Information

Certificate: Private
Age: 34, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
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 3 With Waivers/Limitations
Last FAA Medical Exam: 11/15/2015
Occupational Pilot:
Last Flight Review or Equivalent: 12/17/2017
Flight Time:  (Estimated) 250 hours (Total, all aircraft), 9 hours (Total, this make and model)

The pilot held a private pilot certificate with a single-engine land rating. He reported a total flight experience of about 250 hours, including about 87 hours in complex airplanes, and about 9 hours in the accident airplane make and model. His most recent flight review was completed in December 2017. His most recent FAA third-class medical certificate was issued in November 2015.

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N244TW
Model/Series: PA24 250
Aircraft Category: Airplane
Year of Manufacture: 1958
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 24-554
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 05/18/2018, Annual
Certified Max Gross Wt.: 2800 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 2918 Hours as of last inspection
Engine Manufacturer: LYCOMING
ELT: C91 installed, not activated
Engine Model/Series: O-540 SERIES
Registered Owner: WILLIAMS PATRICK D
Rated Power: 250 hp
Operator: Plus One Flyers
Operating Certificate(s) Held:None 

The airplane was manufactured in 1958, and was equipped with a Lycoming O-540 series piston engine. The airplane was purchased by its current owners in 2013, who placed it on leaseback to Plus One Flyers. According to the maintenance records, the most recent annual inspection was completed on May 18, 2018. At that time the airplane had accumulated a total time in service of about 2,918 hours. The maintenance records indicated that all applicable FAA airworthiness directives (AD), including AD 77-13-21 for the main landing gear bungees, had been complied with.

Landing Gear System

The tricycle-style landing gear (LG) is electrically controlled during normal operation by a landing gear handle on the instrument panel, and electrically actuated by a single motor-transmission mounted in the cockpit floor. All 3 LG are mechanically interlinked, and move in unison. Once adjusted by a technician, their geometric inter-relationship is fixed, and can only be altered by re-adjustment, or mechanical deformation of one or more of the system components.

When extended, each LG assembly is locked in place by an overcenter link assembly, whereby the integral stops on each LG assembly prevent overtravel during extension, while ensuring that each LG assembly is fully extended. The travel of each LG assembly and its links during extension is governed by mechanical adjustment of the system's respective links. Nose LG (NLG) travel is accomplished by adjustment of the NLG actuating rod and rod end assembly that extend forward from the landing gear motor-transmission assembly.

Each LG assembly has a microswitch which closes upon full extension of its respective LG assembly. When properly adjusted, microswitch closure occurs when the overcenter stops are in contact with one another. The three microswitches are wired in series. Closure of all three microswitches is required to complete an electrical circuit that allows passage of an input signal that is used to stop the tension motor, and to illuminate the green instrument panel light that denotes that the landing gear is fully extended. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night/Dark
Observation Facility, Elevation: SJC, 62 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1953 PDT
Direction from Accident Site:
Lowest Cloud Condition: Few / 2000 ft agl
Visibility:  10 Miles
Lowest Ceiling: Broken / 6000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 240°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.95 inches Hg
Temperature/Dew Point: 14°C / 8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Murrieta, CA (F70)
Type of Flight Plan Filed:
Destination: San Jose, CA (KSJC)
Type of Clearance: Unknown
Departure Time: 1730 PDT
Type of Airspace: Class C

The 1953 SJC automated weather observation included winds from 240° at 8 knots, visibility 10 miles, few clouds at 2,000 ft, scattered clouds at 3,200 ft, a broken cloud layer at 6,000 ft, temperature 14°C, dew point 8°C, and an altimeter setting of 29.95 inches of mercury.

Airport Information

Airport: Norman Mineta San Jose (KSJC)
Runway Surface Type: Concrete
Airport Elevation: 62 ft
Runway Surface Condition: Dry
Runway Used: 30R
IFR Approach: None
Runway Length/Width: 11000 ft / 150 ft
VFR Approach/Landing: Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 37.363056, -121.928611 (est) 

The airplane came to rest upright on the runway, with all 3 LG retracted almost completely into their respective wells. According to technicians from a repair facility on SJC who were summoned to recover the airplane from the runway, they found the cockpit LG handle to be in the fully DOWN position. The technicians did not move or cycle any cockpit controls, including the LG handle, prior to lifting the airplane for recovery. As the airplane was lifted off its belly, all three LG moved from their retracted to their partially extended positions. One technician then manually pulled the NLG forward as far as able towards its extended position, and this caused the two MLG to fully extend and lock. The emergency LG extension system was intact and undisturbed, and all other system components were securely attached, and showed no evidence of failure or disconnect.

The airplane was towed to the repair facility ramp on its gear, and examined for damage. Several skins were ground through, and several underlying fuselage frames incurred substantial damage from the slide on the runway. Visual inspection of the 3 wheel wells and LG linkage components therein did not reveal any obvious failures, or disconnected or damaged hardware. The RMLG tire and wheel had scuff marks on their outboard sides.

Initial Landing Gear Cycle Tests

The airplane was raised on jacks, auxiliary electrical power was provided to the airplane, and the instrument panel (normal) LG handle was raised to the "UP" position. The gear retracted normally, the gear motor shut off, and the amber LG cockpit status light illuminated (per normal operation). Attempts to extend the gear via the normal handle and system were only partly successful; the gear extended, but the motor continued to run, and the green indicator light (denoting gear fully extended) did not illuminate. Manual attempts to fully extend the NLG were unsuccessful. This process was repeated, with the same results. The green bulb was confirmed to be functional.

With the gear extended and the electrical power off, the 3 LG were manually manipulated to try to unlock and move them towards the retract position. The 2 MLG were unable to be moved when they were pushed inboard, the normal retraction direction. Light to moderate kicks in the aft direction on the NLG tire caused the system to unlock, and all 3 gear to move in their respective retracting directions. The gear moved freely, and could be manually pushed up to nearly the retracted position, and the process was repeatable.

When the gear was extended via the normal system, the MLG overcenter stops were observed to be in contact with one another, but the NLG drag link overcenter stops were observed to not be in contact with one another, indicating incomplete extension of the NLG. Concurrent with this condition, the NLG microswitch assembly was observed to not be actuated to the closed position. Proper rigging of the airplane LG system requires all 3 overcenter stops to be locked. Reasons for improperly rigged LG include damaged components or structure, worn or improper components, or improper maintenance.

The NLG actuating rod, rod end, and locknut assembly did not appear to have been altered after the airplane was repainted, and no components were observed to be damaged. The reason(s) for the observed conditions and test results were not able to be determined.

Post Recovery Examination and Tests

The airplane was recovered and transported to an off-airport facility for detailed examination; that recovery necessitated the disconnection of the MLG push-pull cables from their MLG bellcranks in the MLG wells, and the disconnection of the landing gear motor/transmission assembly from its fuselage mount. This mechanically separated NLG travel from MLG travel. All 3 LG were free to travel between their retracted and extended positions. The springs and bungees associated with all 3 LG were present, intact, and functional.

All 3 LG were observed to be able to be fully extended so that the stops and microswitches in their respective overcenter links were all closed, which is the proper design rigging condition. For the MLG, this condition was the same as observed in the pre-recovery tests and exam. However, this post-recovery NLG stop position condition was different from the pre-recovery tests and exam. The net effect of this new NLG overcenter stop condition was observed to increase the force required to unlock the NLG, because the NLG was now completely extended and locked.

The investigation was unable to determine the specific reason(s) that prevented the NLG from being fully extended after the accident but before it was separated from the rest of the LG system.

Examination of the motor and transmission assembly revealed that all components were intact, and exhibited no external damage. Disassembly revealed that all transmission gears were well lubricated, rotated readily, and meshed well, with no metal shavings, fragments, or other indications of excessive wear present. The NLG actuating rod, lever, and bellcrank assemblies downstream of the motor/transmission assembly were all undamaged, and did not exhibit any visible wear.

The absence of damaged, worn, improper or improperly installed components, or relevant airframe damage, prevented determination of the reason(s) for, and timing of, the observed differences between the pre-recovery and post-recovery test and examination results.

Low Altitude Operation/Event: McDonnell Douglas MD500 (369D), N362JS; fatal accident occurred May 20, 2018 in Luling, St. Charles Parish, Louisiana

Ryan Lamont Cardwell 1984~2018 
Ryan Cardwell passed away on May 20th, 2018 in Boutte, Louisiana at the age of 33. Ryan worked for Air2 LLC as a helicopter lineman in various states, and also with electrical and oil field-related companies.














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

Additional Participating Entities:

Federal Aviation Administration / Flight Standards District Office; Baton Rouge, Louisiana 
Air2 LLC; Timonium, Maryland
Boeing; Mesa, Arizona
MD Helicopters; Mesa, Arizona
Rolls Royce Corporation; Indianapolis, Indiana

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/N362JS


Location: LULING, LA
Accident Number: CEN18FA182
Date & Time: 05/20/2018, 1049 CDT
Registration: N362JS
Aircraft: MD HELICOPTER INC 369D
Aircraft Damage: Destroyed
Defining Event: Low altitude operation/event
Injuries: 1 Fatal, 1 Serious, 1 Minor
Flight Conducted Under: Part 133: Rotorcraft Ext. Load 

On May 20, 2018, at 1049 central daylight time, an MD Helicopters, Inc. 369D helicopter, N362JS, was destroyed when it collided with a power line structure and impacted terrain while performing an aerial repair near Luling, Louisiana. The commercial pilot sustained minor injuries, one crewmember sustained serious injuries, and a second crewmember sustained fatal injuries. The helicopter was registered to and operated by Air2 LLC as a Title 14 Code of Federal Regulations Part 133 external load operation. Day visual meteorological conditions prevailed at the time of the accident, and a company flight plan was filed for the flight, which originated from Port of South Louisiana Executive Regional Airport (APS), Reserve, Louisiana, at 0936.

The operator stated that the accident occurred while the pilot and crewmembers were attempting to position a shield wire to a bracket that had separated from the end of the "goat head" arm, which extended from the power line support structure. The goat head arm was approximately 13 ft in length, and the goat head end that the bracket was secured to was positioned 8 ft vertically above the horizontal support structure arm. The goat head held a shield wire in position above high-tension power lines.

The pilot stated that he arrived at APS about 0700, conducted a preflight inspection of the helicopter, and found no discrepancies. He discussed the job hazard analysis and repair plan with his crewmembers, and they decided that the flight would be a good opportunity to train the second crewmember on skid work and allow him to observe the work being performed. After departing, the original crewmember performed the first repair and the second crewmember performed two more. They then proceeded to the next structure.

The structure shield wire had already fallen from the shield wire arm and was laying on top of the conductor arm on a steel frame. They planned to hang a chain hoist below the helicopter to hook the shield wire and attach the other end of the hoist to the static arm in order to raise the shield wire pack into position. The pilot was hovering the helicopter over the conductor arm when he noticed a rumbling and the helicopter descending. The helicopter impacted the marsh area below on its left side. The pilot egressed and found the first crewmember conscious and lying next to the helicopter. The pilot was unable to locate the second crewmember and suspended his search because the engine was idling and a fire had ignited around the helicopter. The pilot used a fire extinguisher to put out the fire but quickly depleted the extinguisher.

A witness heard a boom/crack and responded to the accident location. He stated that a fire was surrounding the helicopter and that the pilot was waving for assistance. The witness, along with first responders, transported the pilot from the accident site. During the transport, the pilot stated that he "hooked a skid and could not get it out."

The second crewmember, who sustained fatal injuries, was restrained to the helicopter by a harness that was connected to the outside of the helicopter via a D-ring and a lanyard that was connected in the aft cargo area. Once the helicopter was rolled over by rescue personnel to remove the passenger, the harness was cut, and the lanyard was disconnected.

Pilot Information

Certificate: Commercial
Age: 38, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): Helicopter
Second Pilot Present: No
Instructor Rating(s): Helicopter
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 04/24/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 03/15/2018
Flight Time:  4500 hours (Total, all aircraft), 2500 hours (Total, this make and model), 4000 hours (Pilot In Command, all aircraft), 102 hours (Last 90 days, all aircraft), 39 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: MD HELICOPTER INC
Registration: N362JS
Model/Series: 369D
Aircraft Category: Helicopter
Year of Manufacture: 1980
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 300676D
Landing Gear Type: Skid
Seats: 4
Date/Type of Last Inspection: 05/04/2018, 100 Hour
Certified Max Gross Wt.: 3000 lbs
Time Since Last Inspection:
Engines: 1 Turbo Shaft
Airframe Total Time: 17963.2 Hours at time of accident
Engine Manufacturer: Rolls Royce
ELT: Installed, activated, did not aid in locating accident
Engine Model/Series: 250-C20B
Registered Owner: AIR2, LLC
Rated Power: 420 hp
Operator: AIR2, LLC
Operating Certificate(s) Held: Rotorcraft External Load (133)
Operator Does Business As:
Operator Designator Code: X2RL 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: APS, 7 ft msl
Distance from Accident Site: 18 Nautical Miles
Observation Time: 1035 CST
Direction from Accident Site: 320°
Lowest Cloud Condition: Scattered / 4000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 100°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.07 inches Hg
Temperature/Dew Point: 34°C / 20°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Reserve, LA (APS)
Type of Flight Plan Filed: Company VFR
Destination: LULING, LA
Type of Clearance: None
Departure Time: 0936 CST
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 Fatal, 1 Serious, 1 Minor
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Serious, 1 Minor
Latitude, Longitude: 29.879167, -90.403611 

The helicopter came to rest on its left side beneath the power line structure in marshy terrain and was submerged in about 3 ft of water. The main wreckage comprised the fuselage, skids, main rotor head with two blades attached, and a portion of the tail boom. A 5-ft section of the tail boom and the tail rotor driveshaft were located in trees adjacent to the main wreckage. The aft section of the tail boom, including the tail rotor assembly, was about 25 ft south of the main wreckage. Two main rotor blades were located about 100 ft south of the main wreckage, and one main rotor blade was located about 50 ft south of the main wreckage. The canopy structure was fragmented and the left cockpit/cabin door and right cockpit door frames were crushed and deformed. The lower fuselage sustained damage in the area where all four landing gear struts passed through the fuselage. The left forward strut was fractured, and the left aft strut was undamaged. The left and right skids were intact.

The tail boom displayed partial separations near its forward fuselage attachment and near the horizontal stabilizer. Damage near the forward fuselage attachment exhibited features of a main rotor blade strike. The tail rotor transmission and the horizontal and vertical stabilizers were attached and secured to the tail boom. The tail rotor blades were separated outboard of the blade root fittings and were not recovered. The main rotor blade spars and skins were wrinkled, bent, and torn. Three of the main rotor blades were separated from the main rotor hub at the pitch housing assemblies, which remained attached to the root end of the blades, and two main rotor blades remained attached to the hub.

Flight control continuity was confirmed from the cyclic and collective cockpit controls through overload fractures of the control system to the main rotor swashplate. Flight control continuity was confirmed from the antitorque pedals through overload fractures of the tail boom control rod to the tail rotor pitch control assembly and tail rotor blades.

The lateral and longitudinal flight control trim actuators were tested using battery power with the actuation of trim control switch. The trim actuators extended and retracted normally. The tail rotor swashplate bearing and pitch control assembly operated normally when moved by hand. The tail rotor gearbox rotated freely when moved by hand; no binding was felt.

Main rotor and tail rotor drive continuity from the engine driveshaft through the main transmission was confirmed. There was no ferrous debris on the main transmission and tail rotor gearbox chip detectors.

The engine to main transmission driveshaft was separated at the overrunning clutch flex coupling. The flex coupling bolts and nuts were in place, and the flex coupling plates fractured. The main transmission was rotated by hand through the input drive shaft and the gear train moved smoothly, freely, and without binding. The main rotor head moved with movement of the input drive shaft. A liquid consistent with oil was present in the main transmission oil level sight glass.

The engine remained attached to its mounts and was displaced toward the left due to impact damage, which also damaged the left side compressor discharge tubes and burner can. Engine control continuity from the cockpit controls to the engine power turbine governor (PTG) and fuel control unit (FCU) was confirmed. The FCU indicator was at the ground idle position. Liquid consistent with Jet A fuel was found in the fuel line leading to the fuel nozzle. The airframe oil filter did not contain metallic debris. There was no ferrous debris on either of the two engine chip detectors. The first stage compressor blades were undamaged, and the compressor (N1 rotor) turned freely using hand pressure. The gas producer turbine blades were present, intact, and undamaged. The gas producer turbine rotor was continuous to the compressor, which rotated freely using hand pressure. Continuity from the fourth-stage power turbine wheel to the power output shaft was also established.

The top of the goat head comprised a 1-inch thick horizontal plate on which a bracket was mounted that held the shield cable shoe hardware. The shield cable mounting bracket had been sheared off and was not recovered. All four of the attaching 1/2-inch diameter bolts were sheared flush with the face of the plate. One bolt face displayed red paint transfer. The upper plate exhibited red paint transfer on the face and one side/edge. The paint transfers were consistent in color with that of the helicopter, which was painted red. There was a puncture hole under the upper horizontal plate about 6 inches in length that was consistent with the dimensions of a main rotor blade. 

Medical And Pathological Information

Toxicology testing of the pilot performed at the Federal Aviation Administration (FAA) Forensic Sciences Laboratory was negative for ethanol and tested-for drugs.

Toxicology testing of the deceased crewmember performed at the FAA Forensic Sciences Laboratory revealed carboxyhemoglobin in blood, no ethanol in vitreous, and yohimbine in blood and urine.