Thursday, March 26, 2020

Loss of Control in Flight: Rose Parrakeet A-1, N14842; fatal accident occurred July 12, 2018 near Fairview Airport (7TS0), Wise County, Texas

Accident Site

Photo of Fuel Selector and Fitting.








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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Irving, Texas
Continental Motors; Mobile, Alabama

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


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

http://registry.faa.gov/N14842

Location: Rhome, TX
Accident Number: CEN18FA265
Date & Time: 07/12/2018, 1330 CDT
Registration: N14842
Aircraft: ROSE PARRAKEET A-1
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General Aviation - Personal

On July 12, 2018, about 1330 central daylight time, an experimental Rose Parrakeet A-1 airplane, N14842, was destroyed when it was involved in an accident near Fairview Airport (7TS0), Rhome, Texas. The private pilot sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Two witnesses who were driving on Highway 407 just north of the airport and south of the accident site observed a small airplane that had departed from the airport and was flying "very low" (about 100 ft) over the highway. The witnesses stated that, as the airplane flew north, it was not climbing but was instead flying "flat." The witnesses added that, as airplane flew north past the highway, it banked "hard" to the right and "nose-dived" into terrain.

Another witness stated that he was about 0.5 mile west of the airport when he saw a small airplane taking off from the airport that seemed to be struggling to gain altitude. The witness indicated that the airplane's nose seemed to be "considerably higher" than the tail, and he and his wife could not hear the engine because they were in their pickup truck. The witness also stated that the airplane, as it cleared the runway and crossed the highway, started to bank or roll and then took a "sharp nosedive." The airplane wreckage was subsequently located in a field about 0.3 mile south of the airport.

Pilot Information

Certificate: Private
Age: 85, 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: Yes
Medical Certification:  Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 06/02/2015
Occupational Pilot: No
Last Flight Review or Equivalent: 
Flight Time:  5200 hours (Total, all aircraft), 50 hours (Total, this make and model) 

The pilot's next-door neighbor and friend (who was also a pilot) reported that the accident pilot flew the accident airplane about once per week.

No pilot records were received, and the pilot's recency of flight experience could not be established.

Aircraft and Owner/Operator Information

Aircraft Make: ROSE
Registration: N14842
Model/Series: PARRAKEET A-1
Aircraft Category: Airplane
Year of Manufacture: 1936
Amateur Built: No
Airworthiness Certificate: Experimental
Serial Number: 102
Landing Gear Type: Tailwheel
Seats: 1
Date/Type of Last Inspection: Unknown
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Continental
ELT: C91 installed
Engine Model/Series: C85-8FJ
Registered Owner: Pilot
Rated Power: 85 hp
Operator: Pilot
Operating Certificate(s) Held: None

According to the pilot's neighbor/friend, the pilot had owned the airplane for about 10 years and performed the maintenance on the airplane. No airplane maintenance records, including the airframe and engine hours, were available for the airplane. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: AFW, 723 ft msl
Distance from Accident Site: 9 Nautical Miles
Observation Time: 1253 CDT
Direction from Accident Site: 116°
Lowest Cloud Condition: Few / 5000 ft agl
Visibility:  10 Miles
Lowest Ceiling: Broken / 16000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: None /
Wind Direction: Variable
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.05 inches Hg
Temperature/Dew Point: 34°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Rhome, TX (7TS0)
Type of Flight Plan Filed: None
Destination:
Type of Clearance: None
Departure Time:  CDT
Type of Airspace: Class G 

Airport Information

Airport: Fairview Airport (7TS0)
Runway Surface Type: Grass/turf
Airport Elevation: 915 ft
Runway Surface Condition: Soft; Vegetation
Runway Used: 35
IFR Approach: None
Runway Length/Width: 2861 ft / 75 ft
VFR Approach/Landing: 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 33.100556, -97.426389 (est) 

The airplane was in a field about 0.3 miles south of the airport and oriented tail to nose on a heading of about 270°. Ground scarring was limited to the planform area of the airplane, and the airframe crush angle was consistent with a nose-low impact attitude. The front of the fuselage (engine compartment) was crushed aft, and the firewall was separated. The fixed landing gear was folded under the fuselage. The cabin section was crushed aft, and the pilot seat was still attached to its mounts. The leading edges of the left and right wings were crushed aft. The empennage was mostly intact and slightly buckled. The airplane showed no evidence of fire or soot.

The instrument panel and cockpit were damaged by impact. The cockpit throttle control was retarded about 1 inch, the primer was in its locked position, the altimeter displayed 920 ft, the altimeter setting was 30.14 inches of mercury, and the tachometer indicated 2.34 hours.

Flight control continuity was established from the cockpit to all flight control surfaces. Impact damage was noted to the flight control cables located under the pilot seat.

The main fuel tank and header tank were attached to the airframe but were breached. The fuel gascolator bowl was found separated from its mount. A small amount of fuel was present in the main fuel tank primer line. Fuel lines were broken open due to impact. The "FUEL SELECT" valve was in the "OFF" position. The area around the fuel valve was damaged by impact. The fuel line leading from fuel selector valve to the engine had a flareless fitting, and the nut of the fitting was loose and could be turned using hand pressure. The threaded portion of the fitting body had white-colored tape around its threads. The fuel system vent hoses and lines were unobstructed.

Engine control continuity was established from the cockpit to the carburetor. The engine was separated at the engine mounts, and the engine had impact damage around the No. 1 cylinder. The bottom of the case had a small hole that resulted from impact damage. Engine valve and drive train continuity to the accessory section was confirmed when the engine was manually rotated. The magnetos were in the "BOTH" position (before first responders moved them to the "OFF" position).

One of the two propeller blades was relatively straight, and the other propeller blade was bent rearward and twisted. The propeller hub displayed inward crushing. The propeller showed no evidence of rotation at the time of impact.

The examination of the airframe and engine revealed no mechanical anomalies that would have precluded normal operation.

Medical And Pathological Information

An autopsy of the pilot, conducted by The Office of the Medical Examiner, Dallas County, Texas, on July 13, 2018, stated that the pilot. His cause of death was blunt force injuries and the manner of death was accident.

Toxicology testing performed at the FAA Forensic Sciences Laboratory detected no carbon monoxide, ethanol, or drugs in the pilot's blood specimens.

Part(s) Separation from Rotorcraft: Bell 47G-2, N96195; fatal accident occurred July 06, 2018 in Arlington, Rush County, Indiana

Kerry D. Lee
May 8th, 1966 - July 6th, 2018

Main Wreckage

Main Wreckage - Aft Fuselage and Engine

Main Wreckage - Cabin

Cabin

Instrument Panel

Tail Boom

Tail Rotor

Lower Transmission

Main Rotor and Upper Transmission

Main Rotor Blades

Upper Transmission

Overall views of the main rotor transmission assembly components as-received.

Overall view of main rotor housing assembly attachment bolts, washer (on bolt 4), and nut received separately.

Close views of attachment bolt 2 threads after cleaning and degreasing. 

Close views of attachment bolt 3 threads after cleaning and degreasing.

Close views of attachment bolt 4 threads after cleaning and degreasing.

Close views of attachment bolt 5 threads after cleaning and degreasing. Unlabeled arrows point to circumferential sliding contact marks on pressure flanks of the threads.

Thread profile measurements on intact threads on bolt 2.

Thread profile measurements on intact threads on bolt 3.

Thread profile measurements on intact threads on bolt 4.

Thread profile measurements on intact threads on bolt 5.

Trimble Trim Flight 3 S/N: 4618B07595. 

Lowrance AIRMAP 2000C S/N: 101979244.

Five flight paths from July 6, 2018 on the Trimble Trim Flight 3.

One flight path from July 4, 2018 on the Trimble Trim Flight 3. 

Three flight tracks recorded on Lowrance Airmap 2000c. The dark purple track in the bottom right corner is the accident flight. No times or altitudes are associated with the latitude-longitude tracks.

Accident flight from Lowrance Airmap 2000c data. First (Data Point-0) and last (Data Point-399) data points are shown.

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

Additional Participating Entities: 

Federal Aviation Administration / Flight Standards District Office; Indianapolis, Indianapolis, Indiana
Lycoming Engines; Williamsport, Pennsylvania

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/N96195


Location: Arlington, IN
Accident Number: CEN18FA258
Date & Time: 07/06/2018, 1720 EDT
Registration: N96195
Aircraft: Bell 47G
Aircraft Damage: Substantial
Defining Event: Part(s) separation from AC
Injuries: 1 Fatal
Flight Conducted Under: Part 137: Agricultural 

On July 6, 2018, about 1720 eastern daylight time, a Bell 47G-2 helicopter, N96195, was substantially damaged when it impacted a corn field near Arlington, Indiana. A postimpact fire ensued. The commercial pilot was fatally injured. The helicopter was owned and operated by Central Indiana Ag Services, LLC as a Title 14 Code of Federal Regulations Part 137 aerial application flight. Visual meteorological conditions prevailed and no Federal Aviation Administration (FAA) flight plan had been filed for the flight. The local flight departed about 1655 from a loading platform at a farm located 1 mile northwest of the accident location.

According to the co-owner of the helicopter, the pilot had been flying since 0945 that morning and had completed between 10 and 15 spray runs. The pilot was applying a fungicide to corn crops and each run was averaging 20 minutes. When the pilot did not return after 30 minutes, they initiated search operations. The wreckage was located later that evening.

Figure 1 shows the flight track for the accident flight based on GPS latitude and longitude data recovered from a Lowrance AIRMAP 2000c device installed on the helicopter. The device contained data from three flight tracks; one of which was the accident flight. The data did not contain altitude or time data, so the time lengths of the track are not known. The last data point of the final flight recorded was consistent with the wreckage location.

There were no witnesses to the accident.

Figure 1. Accident Flight Track from Lowrance Airmap

Pilot Information

Certificate: Commercial
Age: 52, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Single
Other Aircraft Rating(s): Helicopter
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 With Waivers/Limitations
Last FAA Medical Exam: 04/24/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 02/26/2018
Flight Time:  1865 hours (Total, all aircraft), 27 hours (Total, this make and model) 

Aircraft and Owner/Operator Information

Aircraft Make: Bell 
Registration: N96195
Model/Series: 47G 2
Aircraft Category: Helicopter
Year of Manufacture: 1953
Amateur Built:No 
Airworthiness Certificate: Restricted
Serial Number: 681
Landing Gear Type: Skid
Seats: 1
Date/Type of Last Inspection: 02/15/2018, Annual
Certified Max Gross Wt.:
Time Since Last Inspection: 27 Hours
Engines: 1 Reciprocating
Airframe Total Time: 13948.8 Hours at time of accident
Engine Manufacturer: Lycoming Engines
ELT:
Engine Model/Series: VO-435-A1F
Registered Owner: Central Indiana AG Services, LLC
Rated Power: 250 hp
Operator: Central Indiana AG Services, LLC
Operating Certificate(s) Held: None

Limited maintenance records were provided to FAA inspectors and subsequently, National Transportation Safety Board (NTSB) investigators. A review of the available maintenance records indicated that an annual inspection had been completed on February 15, 2018, at an airframe total time of 13,922 hours. The Hobbs Meter on scene read 323.8. The helicopter flew approximately 26.8 hours between the last inspection and the accident and had a total airframe time of 13,948.8 hours.

On July 9, 2009, the main rotor transmission was replaced with another transmission. A maintenance release card for the main rotor transmission, dated June 24, 2009, revealed that the fan drive quill and the clutch assembly were repaired with serviceable parts in accordance with Bell 47G-2 maintenance procedures. The transmission was tested and reinstalled "in accordance with the manufacturers publications and FAR part 43." The work orders associated with this replacement confirmed this information.

The maintenance records contained only two entries indicating routine annual/100-hour inspections between July 2009 and January 2014. A maintenance log entry dated November 1, 2014, stated in part "retorqued transmission T adapter plat bolts." This maintenance was performed during a 100-hour inspection at an airframe total time of 13,875.2 hours. The mechanic that performed this work was no longer available to speak to investigators. No other entries in the available maintenance records noted work on the main rotor transmission.

According to the co-owner of the helicopter, on the day before the accident, he and the pilot performed general maintenance on the helicopter. The co-owner's description of the maintenance performed did not include any reference to work on the main rotor transmission.

According to the Illustrated Parts Breakdown (IPB) document for the Bell 47G-2 helicopter as provided by a representative of Scott's Bell, Inc., the attachment bolts holding pieces of the main rotor transmission housing together consist of 6 AN5-37A bolts, 1 AN5-41A bolt, and 1 AN5-44A bolt. The AN5-41A and AN5-44A bolts are located next to each other. Each of the bolts in the IPB has a NAS679A5 nut. The 6 AN5-37A bolts are each installed with 1 AN960-516 washer under the head and 1 AN960-516L washer under the nut. The AN5-41A and AN5-44A bolts are each installed with 1 AN960-516 washer under the head and another AN960-516 washer under the nut.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KGEZ, 802 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 2153 UTC
Direction from Accident Site: 250°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling:None 
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 40°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.24 inches Hg
Temperature/Dew Point: 28°C / 15°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Arlington, IN
Type of Flight Plan Filed: None
Destination: Arlington, IN
Type of Clearance: None
Departure Time: 1655 EDT
Type of Airspace: Class G 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None 
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 39.633056, -85.635833 

The wreckage was located at the south end of a corn field at an elevation of 850 ft. The initial impact point was characterized by damage to the crop, just north of the edge of the field. The initial damage swath/scar was 20 ft long and 6 ft at its widest point. The helicopter impacted on an approximate bearing of 002° and the wreckage came to rest inverted about 20 ft from the initial impact point.

The main wreckage of the helicopter included the fuselage, landing skids, engine and lower transmission assembly, tail rotor, and tail boom. A postimpact fire damaged the left side of the fuselage and engine.

The upper portion of the helicopter, to include both main rotor blades, the mast, collective and cyclic controls, swash plate, and upper portion of the transmission were located about 75 ft north of the main wreckage. The components remained together as an assembly.

The lower portion of the transmission assembly remained attached to the engine. The internal gears of the transmission rotated freely when actuated at the engine and the tail rotor spline. A large scar/witness mark was observed on the inside well of the transmission. The mounting holes on the lower housing of the transmission were labeled Nos. 1 through 8 for identification purposes (Figure 2). The Nos. 1 and 7 holes were torn and partially separated. The Nos. 2 and 3 holes were unremarkable. The Nos. 4 and 5 holes were elongated. The Nos. 6 and 8 holes were elongated, and the hole material exhibited tearing on the outer edge. No fasteners remained in any of the holes.

Figure 2. Lower Transmission With Labels 1 through 8

The upper portion of the transmission assembly remained attached to the main rotor assembly. The attachment locations where the upper portion separated from the lower portion were labeled Nos. 1 through 8 for identification purposes and corresponded with the lower portion of the transmission. Bolt Nos. 1 and 7 remained inserted and both the metal from the adjacent mounting surface and the nut remained attached. Bolts Nos. 2 and 3 remained inserted and neither bolt remained attached to a nut. Bolts Nos. 4, 5, and 6 remained partially inserted and neither bolt remained attached to a nut. Bolt No. 8 remained inserted and was bent at the thread end and no nut was attached.

The upper portion of the main rotor transmission assembly and the eight attachment bolts were sent to the NTSB Materials Laboratory in Washington, DC, for further examination.

A washer was observed under the head of each of the attachment bolts Nos. 1, 2, 7, and 8. A washer was also included with attachment bolt No. 4, but not with bolt Nos. 3 and 5. Bolts Nos. 1 and 7 had nuts remaining in place on the threaded end of the bolt, and 2 washers were observed under the nut on each bolt. The thickness of all remaining washers except for the one under the head of attachment bolt No. 7 was approximately 0.060 inch, consistent with an AN960-516 washer. The washer under the head of attachment bolt No. 7 was about one-half the thickness of the other washers, consistent with an AN960-516L washer.

On the lower surface of the freewheeling gear where it mated to the lower transmission housing, areas of slight fretting damage and material transfer were observed near attachment bolt holes Nos. 3 through 8. The lower edge of attachment bolt hole No. 5 was deformed inward consistent with contact with the attachment bolt grip.

The attachment bolts had varying numbers of intact and sheared threads. On bolts Nos. 1 and 7, all threads were intact. Bolts Nos. 2 through 6 and 8 had between one and five intact threads adjacent to the bolt grip, but the thread peaks were at least partially flattened and smeared, consistent with contact with the corresponding lower housing attachment hole bore. The remainder of the threads in bolts Nos. 2 through 6 and 8 were fractured near the thread roots, and the fracture surfaces were smeared, consistent with shear fracture from contact with the corresponding threads of the nut. Sheared bolt threads remained trapped within the separated nut.

Closer views of the threaded ends of bolts Nos. 2 and 3 illustrated intact but damaged threads between the shank and the completely sheared threads. The pressure flanks of some of the mostly intact threads were deformed and missing with a profile shape corresponding to the nut thread peak profile. Circumferential sliding contact marks were observed in the contact surfaces of the damaged pressure flanks where the deformed and missing bolt thread was observed.

The pressure flanks on several intact threads on bolt No. 5 had circumferential contact marks but appeared without substantial deformation or missing material. The pressure flanks of the intact threads on bolt No. 4 had no circumferential contact marks or circumferential contact damage.

Dimensional measurements on the intact portions of threads for attachment bolts Nos. 2 through 5 found that the major diameters of threads in bolts Nos. 2, 3, and 5 were less than the minimum specified diameter for a new bolt and the major diameter of the threads for bolt No. 4 was close to the lower limit.

Bolts Nos. 3 through 5 had thread profile measurements that were generally comparable to the thread specification. Measured values for bolt No. 2 showed larger deviations from the specified thread profile. The average flank angle for bolt No. 2 was about 11° less than the specified angle of 60° and the average thread depth for bolt No. 2 was 0.0055 inch less than the specified value of 0.02481 inch. The average width of the thread peaks in bolt No. 2 was about double the maximum thread peak width calculated from the thread form at the minimum major diameter of 0.3053 inch. The thread peaks for bolt No. 2 had a gold hue consistent with the original plating, indicating variations in thread depth and peak width were not due to wear or damage to the thread peak. 

Medical And Pathological Information

The Central Indiana Forensic Associates, LLC, performed the autopsy on the pilot on December 12, 2008, as requested by the Shelby County Coroner's Office. The cause of death was "positional asphyxia and left-sided rib fractures" and the manner of death was ruled an accident.

The FAA Forensic Sciences Laboratory, Oklahoma City, Oklahoma, performed toxicological tests on specimens that were collected during the autopsy. Results were negative for all tests conducted. 

Tests And Research


A performance study was conducted by the NTSB Office of Research and Engineering using the data recovered from the two onboard recording devices to understand the pilot's flying technique on previous flights. During the five flights, the helicopter stayed between 100 and 150 ft above ground level and the groundspeeds varied between 40 and 60 knots. The calculated load factors for these flights varied from about 1.20 g's to 1.45 g's, which were within the normal flight load factors of between 2 and 2.5 g's for most helicopters.

Piper PA-23 Aztec: Incident occurred March 20, 2020 in Casselton, Cass County, North Dakota

Federal Aviation Administration / Flight Standards District Office; Fargo, North Dakota

Aircraft made a forced landing in a snow covered field.

https://registry.faa.gov/N6136

Date: 20-MAR-20
Time: 22:45:00Z
Regis#: N6136
Aircraft Make: PIPER
Aircraft Model: PA23
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: EN ROUTE (ENR)
Operation: 91
City: CASSELTON
State: NORTH DAKOTA

Loss of Engine Power (Total): STOL CH 701, N736MM; accident occurred June 22, 2018 at Maple Lake Municipal Airport (MGG), Wright County, Minnesota

View of the propeller.
Wright County Sheriff’s Office

View of the right side of the airplane.
Wright County Sheriff’s Office


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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Minneapolis, Minnesota 

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/N736MM


Location: Maple Lake, MN
Accident Number: CEN18LA237
Date & Time: 06/22/2018, 1830 CDT
Registration: N736MM
Aircraft: ZENITH STOL CH701
Aircraft Damage: Substantial
Defining Event: Loss of engine power (total)
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On June 22, 2018, about 1830 central daylight time, an amateur-built experimental Zenith Aircraft Company STOL CH-701 airplane, N736MM, sustained substantial damage during a forced landing after a loss of engine power in the traffic pattern at Maple Lake Municipal Airport (MGG), Maple Lake, Minnesota. The left seat private pilot and the right seat certificated flight instructor (CFI) sustained no injury. The airplane was registered to a private individual and was operated by the pilot under the provisions of Title 14 Code of Federal Regulations Part 91 as a visual flight rules personal flight. Day visual meteorological conditions prevailed at the time of the accident, and no flight plan was filed. The flight originated from MGG about 1820.

In a conversation with the National Transportation Safety Board investigator-in-charge on June 26, the pilot reported that the purpose of the local area flight was to fly with his friend, who was a CFI, to help increase his dual pilot flight instruction time. The pilot reported that, upon taking off, he smelled a "burnt electrical" smell in the cockpit. The pilot and the CFI decided to remain in the traffic pattern due to the smell. On the second traffic pattern circuit, while on the downwind leg for runway 10, the smell dissipated, and the engine began to backfire. The backfiring sequence occurred about 10 minutes into the flight. During the backfiring sequence, the pilot observed the engine tachometer "jumping all over the gauge" from zero to a maximum indication. About 10 seconds after the backfiring began, the engine experienced a total loss of power while about 700 ft above ground level and at an airspeed of about 50 miles per hour.

The pilot attempted to troubleshoot the engine failure by switching fuel tanks, turning the fuel boost pump on, and attempting a restart of the engine with no success. The pilot reported he decided to attempt a forced landing to runway 10. However, due to the presence of power lines that he would be unable to maintain clearance over, the pilot attempted a forced landing onto a road. The airplane landed about 20 ft short of the road and impacted a ditch. The airplane came to rest in a grass-covered field about 400 ft to the northwest of the runway threshold for runway 10, as shown below in figure 1. During the forced landing, the nosewheel collapsed resulting in substantial damage to the fuselage and the engine mount. The right wing sustained substantial damage from impacting a street sign.


View of the front of the airplane. 
 Wright County Sheriff’s Office

The pilot reported that the airplane had an adequate amount of fuel for the flight and there were no known previous issues with the airframe or engine that would have precluded normal operation. The owner of the airplane reported the airplane departed with over ten gallons of fuel onboard.

On June 26, 2018, a Federal Aviation Administration (FAA) aviation safety inspector (ASI) from the FAA Minneapolis Flight Standards District Office traveled to MGG to examine the airframe and engine. Adequate fuel was found onboard the airplane. Flight control continuity was established for the airframe. The airplane's engine originated from a Suzuki Geo Metro subcompact automobile. All components of the engine were present and intact. All engine lines, wires, and hoses appeared to be connected. The engine would not start after multiple attempts. The FAA ASI attempted to use a vehicle code reader; however, no data was gathered because the reader required the vehicle identification number from the Suzuki Geo Metro that the engine originated from. No evidence or a pre or postimpact fire were noted with the airframe and engine. During the examination, no preimpact mechanical malfunctions or failures were found with the airframe and engine.

Pilot Information


Certificate: Private
Age: 52, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/09/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 06/22/2018
Flight Time:  (Estimated) 3180 hours (Total, all aircraft), 1.5 hours (Total, this make and model), 54 hours (Last 90 days, all aircraft), 19 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information


Aircraft Make: ZENITH
Registration: N736MM
Model/Series: STOL CH701
Aircraft Category: Airplane
Year of Manufacture: 2016
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: 7-8943
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection:
Certified Max Gross Wt.: 1100 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Suzuki / Raven ReDrive
ELT:  
Engine Model/Series: 1300SVS
Registered Owner: Duane Louisiana
Rated Power: 115 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: KMGG, 1028 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 2335 UTC
Direction from Accident Site: 250°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: Calm /
Turbulence Type Forecast/Actual: None / None
Wind Direction:
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.82 inches Hg
Temperature/Dew Point: 27°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Maple Lake, MN (MGG)
Type of Flight Plan Filed: None
Destination: Maple Lake, MN (MGG)
Type of Clearance: None
Departure Time: 1820 CDT
Type of Airspace:Class G  

Airport Information


Airport: MAPLE LAKE MUNI-BILL MAVENCAMP (MGG)
Runway Surface Type: Grass/turf
Airport Elevation: 1028 ft
Runway Surface Condition: Dry
Runway Used: 10
IFR Approach: None
Runway Length/Width: 2796 ft / 60 ft
VFR Approach/Landing: Forced Landing; Traffic Pattern

Wreckage and Impact Information


Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 45.237778, -93.991389 (est)

Cessna 177 Cardinal, N3451T: Accident occurred March 22, 2020 at Harrisville Municipal Airport (5Y0), Alcona County, Michigan

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

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Grand Rapids, Michigan

Aviation Accident Preliminary Report - National Transportation Safety Board:  https://app.ntsb.gov/pdf
 
https://registry.faa.gov/N3451T

Location: Harrisville, MI
Accident Number: CEN20LA130
Date & Time: 03/22/2020, 1300 EDT
Registration: N3451T
Aircraft: Cessna 177
Injuries: 3 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On March 22, 2020, about 1300 eastern daylight time, a Cessna 177, N34517, was substantially damaged when it was involved in an accident at Harrisville Municipal Airport (5Y0), Harrisville, Michigan. The pilot and 2 passengers were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Figure 1. Accident Site

According to the pilot, he was giving rides to friends in the local pattern at 5Y0. On the third landing on runway 21, the airplane veered off the grass runway due to a crosswind. The right wing raised up and the pilot was not able to maintain directional control. The reported winds were 120 degrees at 7 knots. The pilots total flight time was about 120 hours, 6 hours of which were in the accident airplane. After the airplane departed the runway, all three occupants exited without injury. The airplane's left wing sustained substantial damage when it struck trees of the side of the runway. The pilot did not report any mechanical control anomalies during the landing and rollout. 

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N3451T
Model/Series: 177 Undesignated
Aircraft Category: Airplane
Amateur Built: No
Operator: On file
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: 5Y0, 675 ft msl
Observation Time: 1245 EDT
Distance from Accident Site: 0 Nautical Miles
Temperature/Dew Point: 0°C / -6°C
Lowest Cloud Condition: Clear
Wind Speed/Gusts, Direction: 7 knots / , 120°
Lowest Ceiling: None
Visibility:  10 Miles
Altimeter Setting: 30.53 inches Hg
Type of Flight Plan Filed: None
Departure Point: Harrisville, MI (5Y0)
Destination: Harrisville, MI (5Y0)

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 2 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 None
Latitude, Longitude: 44.666944, -83.321944