Sunday, May 10, 2020

Loss of Control in Flight: Cessna 170, N1726D; accident occurred August 31, 2016 at Range Regional Airport (KHIB), Hibbing, Saint Louis County, Minnesota





Wreckage Overview (Right Side)

Wreckage Overview (Front) 

Wreckage Overview (Aft) 


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/N1726D

Location: Hibbing, MN
Accident Number: CEN16LA343
Date & Time: 08/31/2016, 1130 CDT
Registration: N1726D
Aircraft: CESSNA 170A
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 1 Serious
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 31, 2016, about 1130 central daylight time, a Cessna 170A airplane, N1726D, was substantially damaged while landing on runway 31 at Range Regional Airport (HIB), Hibbing, Minnesota. The pilot was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he arrived at HIB about 0800 to preflight the airplane before he departed about 0900 on a pleasure flight to Anderson Field, a private airstrip, located about 25 miles north of HIB near Bear River, Minnesota. The pilot stated that he made 8 uneventful landings at the private airstrip before taking a half hour break on the ground. He noted that the winds were "picking up" when departed the private airstrip about 1100 for the return flight to HIB. The pilot stated that the air was "turbulent" during the return flight to HIB. The pilot stated that his last recollection of the flight was when he entered the traffic pattern for runway 31 at HIB. The pilot was unsure if he "had a bad landing or tried to go around" when the accident occurred. The pilot stated that although he has a brief memory of a first responder speaking to him after the accident, his first substantive memory was after he woke up in the hospital a week after the accident.

According to the Hibbing Police Department, an individual called 911 around 1256 to report the accident. There were no witnesses to the final portion of flight.

The airplane was examined by a Federal Aviation Administration (FAA) Airworthiness Inspector. The FAA inspector stated that he did not observe any tire skid marks that could be associated with a loss of directional control after the airplane touched down. The initial point-of-impact was where the left wingtip hit the ground about 30 ft from the left edge of the runway. The airplane came to rest in the grass area along the left side of runway 31, about 1,375 ft from the approach end of runway 31 and about 65 ft off the left edge of the runway. The airplane was upright at the accident site and facing southeast. The forward fuselage was crushed aft, which was consistent with a nose-down impact. The wings exhibited upward bending near both wing tips and buckling along both wing roots. The upper wing surfaces were buckled along their entire span. There was no evidence of leading edge wing damage. The aft fuselage and empennage appeared undamaged. Flight control cable continuity was confirmed from the cockpit controls to the ailerons, elevator, rudder, and flaps. Both flaps were found fully retracted, which was consistent with the position of the cockpit flap control lever. Both the pitch trim tab and the associated pitch trim indicator were in a mid-range position. The fuel selector had been turned off by a first responder; however, the first responder noted that there was fuel draining from a fuel line leading to the engine before the fuel selector was turned off. The left main landing gear leg was bent slightly forward. The right main landing gear leg appeared to be undamaged. The right brake system operated normally when tested. The left brake system could not be tested due to a damaged master cylinder; however, the remaining components of the left brake system did not exhibit any anomalies. The tailwheel assembly had fractured where it attached to the tailwheel spring; however, the observed fracture features were consistent with impact related damage. The tail wheel rotated freely and there was no evidence of a malfunction of the tailwheel steering components. The postaccident examination did not reveal any anomalies that would have precluded normal airplane operation during the flight.

The engine remained partially attached to the firewall, and the propeller remained attached to the crankshaft flange. Engine control cable continuity could not be verified due to impact related damage. The propeller blades exhibited minor chordwise scratches and leading edge damage. Both propeller blades exhibited aft bends. Compression and suction were noted on all six cylinders in conjunction with crankshaft rotation. The lower spark plugs were removed and exhibited features consistent with normal engine operation. The magnetos remained attached to their respective installation point and provided spark on all posts while the engine crankshaft was rotated. The carburetor had separated from the engine during impact. The postaccident examination did not reveal any anomalies that would have precluded normal engine operation during the flight.

The pilot held a private pilot certificate with ratings for single-engine land and sea airplanes. The pilot reported having about 160 hours of total flight experience, of which 21.5 hours were flown in the accident airplane. The pilot received his tailwheel endorsement the day before the accident.

Pilot Information

Certificate: Private
Age: 66, Male
Airplane Rating(s): Single-engine Land; Single-engine Sea
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 Without Waivers/Limitations
Last FAA Medical Exam: 08/13/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 06/29/2016
Flight Time:  (Estimated) 160 hours (Total, all aircraft), 21.5 hours (Total, this make and model), 36.5 hours (Pilot In Command, all aircraft), 20 hours (Last 90 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N1726D
Model/Series: 170A
Aircraft Category: Airplane
Year of Manufacture: 1951
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 20169
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 03/07/2016, Annual
Certified Max Gross Wt.: 2200 lbs
Time Since Last Inspection: 7 Hours
Engines: 1 Reciprocating
Airframe Total Time: 2816.4 Hours at time of accident
Engine Manufacturer: Continental
ELT: C91A installed, not activated
Engine Model/Series: C145-2
Registered Owner: On file
Rated Power: 145 hp
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: HIB, 1354 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1153 CDT
Direction from Accident Site:
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 10 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 340°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.23 inches Hg
Temperature/Dew Point: 19°C / 12°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Bear River, MN (PVT)
Type of Flight Plan Filed: None
Destination: Hibbing, MN (HIB)
Type of Clearance: None
Departure Time: 1100 CDT
Type of Airspace: Class E

Airport Information

Airport: Range Regional Airport (HIB)
Runway Surface Type: Asphalt
Airport Elevation: 1354 ft
Runway Surface Condition:Dry 
Runway Used: 31
IFR Approach:None 
Runway Length/Width: 6758 ft / 150 ft
VFR Approach/Landing: Unknown

Wreckage and Impact Information

Crew Injuries: 1 Serious
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Serious
Latitude, Longitude: 47.380833, -92.831111 (est)

Loss of Engine Power (Partial): Cirrus SR20, N314BF; accident occurred August 13, 2016 near Des Moines International Airport (KDSM), Iowa









































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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Ankeny, Iowa
Cirrus Aircraft; Duluth, Minnesota 
Continental Motors Group; 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/N314BF

Location: Des Moines, IA
Accident Number: CEN16LA320
Date & Time: 08/13/2016, 1001 CDT
Registration: N314BF
Aircraft: CIRRUS DESIGN CORP SR20
Aircraft Damage: Destroyed
Defining Event: Loss of engine power (partial)
Injuries: 3 Minor, 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On August 13, 2016, about 1001 central daylight time, a Cirrus Design Corporation SR20 airplane, N314BF, had a partial loss of engine power shortly after takeoff from Des Moines International Airport (DSM), Des Moines, Iowa. The pilot deployed the Cirrus Airframe Parachute System (CAPS) and descended into power lines and terrain. The airplane was subsequently destroyed by a postimpact fire. The pilot and 2 passengers sustained minor injuries. An additional passenger was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that he did not observe any airframe or engine anomalies during his preflight inspection. He also noted that the fuel tanks were completely full, and that he did not observe any contamination in the fuel samples that he obtained during his preflight inspection. The pilot reported that the engine started without hesitation and idled normally before taxi, and that he did not observe any anomalies during his before takeoff engine run-up.

A normal takeoff was made on runway 31 from the taxiway Romeo intersection with the wing flaps set at 50%, the electric fuel pump selected to boost, and the mixture-control set to full rich. The pilot reported that the engine instrumentation indicated normal readings during the takeoff run and that liftoff was achieved at 70 knots indicated airspeed (KIAS). After liftoff, the pilot reduced airplane pitch and accelerated to 90-95 KIAS before he retracted the wing flaps. The pilot reported that during the initial climb, about 500 ft above ground level (agl), he heard and felt a sudden reduction in engine power. He told the tower controller that he had engine trouble and requested an immediate landing. The tower controller cleared the pilot to enter a right downwind for landing on runway 31. The pilot reported that he was unable to maintain altitude and, as a result, he deployed the CAPS. After a successful parachute deployment, the airplane contacted power lines shortly before it impacted the ground at the intersection of Park Avenue and SW 56th Street. The pilot remarked that the airplane had landed "remarkably soft" in a nose level attitude. After landing, a fire erupted from under the left wing and the pilot told his passengers to evacuate from the right cabin door. The airplane was subsequently destroyed by the postimpact fire.

The airplane was a four-place single engine low-wing airplane of primarily composite construction. The airplane was powered by a 6-cylinder, 200 horsepower, Continental Motors IO-360-ES16B engine, serial number 1000059, which drove a two-blade Hartzell model BHC-J2YF-1BF/F7694 constant speed propeller. According to airplane logbook entries, the most recent annual inspection was completed on May 19, 2016, at 1,565.6 hours total airframe time. As of the annual inspection, the engine had accumulated 555.1 hours since it was rebuilt at the factory on March 20, 2009. A review the engine logbook only revealed one maintenance entry, dated February 10, 2012, at 181.5 hours total engine time, in which the induction system was specifically mentioned as having been inspected. However, further review the engine logbook was inconclusive if the induction system tubes had been removed for maintenance in the 7.4 years since the engine had been rebuilt. According to the pilot, the airplane had accumulated about 66.5 flight hours since the last annual inspection.

The engine and propeller were not damaged by the postimpact fire. The engine remained attached to the firewall and the propeller remained attached to the crankshaft flange. The propeller exhibited torsional twisting, S-shaped spanwise bends, leading edge damage, and burnishing of the blade face and back. Internal engine and valve train continuity was confirmed as the engine crankshaft was rotated. Compression and suction were observed on all cylinders in conjunction with crankshaft rotation, and both magnetos provided spark at all leads. The sparkplugs for cylinder Nos. 4 and 5 exhibited excessive black soot, consistent with an over-rich fuel/air mixture. The remaining sparkplugs exhibited features consistent with normal engine operation. A borescope inspection of each cylinder did not reveal any anomalies. Additionally, no anomalies were observed with the fuel servo, mechanical fuel pump, fuel flow divider, or fuel injectors. A disassembly of the oil filter did not reveal any metal debris. The induction tube coupler closest to the No. 1 cylinder, part number (p/n) 654439-16, was observed partially disconnected from its associated induction tube. Although both coupler clamps were tight, the clamp, p/n AN737TW74, closest to the No. 1 cylinder did not overlap its associated induction tube. Additionally, the cylinder No. 3 induction tube, p/n 655224-1, was fractured at the cylinder mounting flange.

The fractured No. 3 induction tube, p/n 655224-1, was submitted to the National Transportation Safety Board (NTSB) Materials Laboratory for additional examination. A visual examination confirmed that the mounting flange of the induction tube had fractured from the main body of the tube. An additional attachment flange that had been installed between the induction tube flange and the engine cylinder did not exhibit any discernible damage. Several measurements of the induction tube revealed it was deformed in multiple directions such that the measurements at various locations produced inconsistent data. The tube inner diameter measured 1.624 inches, and the outer diameter measured between 1.742 and 1.767 inches. The tube thickness ranged between 0.705 and 0.735 inches. The manufacturer drawing dimension AB measured 2.822 inches, and the AC line measured about 2.6 inches. The fracture between the flange and the remaining tube was circumferential in orientation and perpendicular to the tube direction. The flange had also fractured in two additional locations longitudinally, creating two flange fragments. In general, the mating fracture surfaces exhibited a flat orientation, with some other areas exhibiting a 45° fracture orientation. The fracture surfaces exhibited smearing and rub marks, consistent with post-fracture damage. Examination of the flange-side fracture surface with a scanning electron microscope revealed fatigue striations, consistent with fatigue crack propagation. The character and spacing of the striations were consistent with high-cycle fatigue. The likely initiation sites of the fatigue had been destroyed by the post-fracture smearing. The chemical composition of the fractured induction tube flange was determined by energy dispersive x-ray spectroscopy (EDS) and was consistent with an AA 6061-series aluminum alloy. The results of material electrical conductivity and hardness testing were consistent with those typical of the 6061-O aluminum alloy in the annealed condition. The chemical composition, electrical conductivity, and hardness values were consistent with the engine manufacturer's part specification.

Pilot Information

Certificate: Private
Age: 42, 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: 02/08/2013
Occupational Pilot: No
Last Flight Review or Equivalent: 03/23/2016
Flight Time:  (Estimated) 252 hours (Total, all aircraft), 66 hours (Total, this make and model), 211 hours (Pilot In Command, all aircraft), 66 hours (Last 90 days, all aircraft), 37 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: CIRRUS DESIGN CORP
Registration: N314BF
Model/Series: SR20 NO SERIES
Aircraft Category: Airplane
Year of Manufacture: 2000
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 1055
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 05/19/2016, Annual
Certified Max Gross Wt.: 3000 lbs
Time Since Last Inspection: 66 Hours
Engines: 1 Reciprocating
Airframe Total Time: 1632 Hours at time of accident
Engine Manufacturer: Continental
ELT: Installed, not activated
Engine Model/Series: IO-360-ES16B
Registered Owner: Alidade Partners, LLC
Rated Power: 200 hp
Operator: Alidade Partners, LLC
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light:Day 
Observation Facility, Elevation: DSM, 958 ft msl
Distance from Accident Site: 2 Nautical Miles
Observation Time: 0954 CDT
Direction from Accident Site: 130°
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: 350°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.97 inches Hg
Temperature/Dew Point: 25°C / 18°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Des Moines, IA (DSM)
Type of Flight Plan Filed: IFR
Destination: Lebanon, OH (I68)
Type of Clearance: IFR
Departure Time: 1001 CDT
Type of Airspace: Class C

Airport Information

Airport: Des Moines International Arpt (DSM)
Runway Surface Type: Asphalt; Concrete
Airport Elevation: 958 ft
Runway Surface Condition: Dry
Runway Used: 31
IFR Approach:None 
Runway Length/Width: 9002 ft / 150 ft
VFR Approach/Landing: Forced Landing

Wreckage and Impact Information

Crew Injuries: 1 Minor
Aircraft Damage: Destroyed
Passenger Injuries: 2 Minor, 1 None
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 3 Minor, 1 None
Latitude, Longitude: 41.555556, -93.691389

System/Component Malfunction/Failure (Non-Power): Beech C24R, N20135; accident occurred May 22, 2016 in Marine City, St. Clair County, Michigan

Accident Site Overview 

Wreckage Overview (Forward Left Side) 

Wreckage Overview (Right Side)


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

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

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/N20135


Location: Marine City, MI
Accident Number: CEN16LA190
Date & Time: 05/22/2016, 1600 EDT
Registration: N20135
Aircraft:BEECH C24R 
Aircraft Damage: Substantial
Defining Event: Sys/Comp malf/fail (non-power)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On May 22, 2016, about 1600 eastern daylight time, a Beech C24R airplane, N20135, was substantially damaged while landing at Marine City Airport (76G), near Marine City, Michigan. The pilot was not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

The pilot reported that after takeoff he did not initially observe an indication that the right main landing gear had retracted properly. He stated that before he could recycle the landing gear he felt a "thump" and the right main landing gear position indicator light turned off (indicating a fully retracted landing gear). Believing the issue had resolved itself, he continued to his planned destination. The pilot reported that while on landing approach at 76G, he selected the landing gear to extend; however, the indicator light for the right main landing gear did not illuminate (indicating an unsafe gear position). He advanced engine power and conducted a go-around. His initial thought was that there was a faulty position switch in the landing gear system. He subsequently established that the right main landing gear was not properly extended when he attempted another landing and the right wing dropped after the left main landing gear contacted the runway. He aborted the landing and attempted to cycle the landing gear multiple times while he orbited the airport; however, he never received a safe indication for the right main landing gear. He then attempted the emergency landing gear extension procedure, but still did not observe a safe landing gear indication. Ultimately, he decided to land with the right main landing gear retracted. The pilot intentionally landed along the right edge of the runway to allow the right wing to drop onto the grass alongside the runway. Upon landing, the right wing contacted the ground and the airplane swerved off the right side of the runway into a marshy grass area.

The airplane was examined onsite by a Federal Aviation Administration (FAA) inspector. The right wing and the right side of the stabilator were substantially damaged when they collided with several runway lights during the landing. Additionally, the right main fuel tank ruptured when the right wing collided with a runway edge light post. The right main landing gear was observed retracted in the wheel well at the accident site. Further examination established that the right main landing gear tire was jammed against the aft wheel well fairing, which prevented the landing gear tire from extending out of the wheel well. The landing gear fully extended after an aviation mechanic used a crowbar to dislodge the tire from the aft wheel well fairing.

Several FAA inspectors reexamined the airplane after it was recovered to a hangar. While on jack stands, the right main landing gear tire jammed against the aft wheel well fairing during landing gear retraction and extension. The airplane was equipped with Condor part number (p/n) 26295-B1, 6.00-6 x 17.50 (8 ply) main landing gear tires. The airframe manufacturer's illustrated part catalog specified a 6.00-6 x 17.50 (4 ply) main landing gear tire. Although the airplane was equipped with 8 ply tire treads, instead of the manufacturer-specified 4 ply tire treads, the left main landing gear extended and retracted without binding on the aft wheel fairing. The main landing gear was cycled again after the main tires were swapped from side to side to determine if the right tire was the source of the anomaly. The right tire retracted and extended normally when it was installed on the left main landing gear; however, the left tire bound on the aft wheel well fairing when it was installed on the right main landing gear. Measurements of the right main landing gear shock disks were within the airframe manufacturer's specifications. The FAA inspectors then loosened the right main landing gear shock disc nut about 1 turn to move the gear yoke forward about ½" forward in the gear well, which allowed the right main landing gear to extend and retract without contacting the aft wheel well fairing.

The pilot was re-interviewed by FAA inspectors after their examination of the landing gear retraction system. The FAA inspectors told the pilot that they had found the right main landing gear to be misaligned, which resulted in the tire contacting the aft wheel well fairing. The pilot then told the FAA inspectors that the airplane had been involved in a recent hard landing, after which the right-side cabin door began to scrape the top of the right wing when it was opened and closed.

A review of the airframe maintenance logbook revealed that the airplane had undergone an annual inspection on August 5, 2015, at 5,242.32 total airframe hours. According to the logbook entry, no anomalies were observed with the extension or retraction of the main landing gear during the last annual inspection. There were no additional maintenance logbook entries following the last annual inspection. At the time of the accident, the airplane had accumulated 94.2 hours since the last annual inspection. 

Pilot Information

Certificate: Private
Age: 57, Male
Airplane Rating(s): Single-engine Land; Single-engine Sea
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: 04/28/2016
Occupational Pilot: No
Last Flight Review or Equivalent: 11/07/2015
Flight Time: (Estimated) 950 hours (Total, all aircraft), 400 hours (Total, this make and model), 950 hours (Pilot In Command, all aircraft), 47 hours (Last 90 days, all aircraft), 2 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make:BEECH
Registration: N20135
Model/Series: C24R
Aircraft Category: Airplane
Year of Manufacture: 1978
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: MC-604
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: 08/05/2015, Annual
Certified Max Gross Wt.: 2750 lbs
Time Since Last Inspection: 94 Hours
Engines: 1 Reciprocating
Airframe Total Time: 5336.54 Hours at time of accident
Engine Manufacturer: LYCOMING
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: IO-360-A1B6
Registered Owner: On file
Rated Power: 200 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: MTC, 579 ft msl
Distance from Accident Site: 12 Nautical Miles
Observation Time: 1558 EDT
Direction from Accident Site: 239°
Lowest Cloud Condition: Few / 23000 ft agl
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 10 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction:10° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.01 inches Hg
Temperature/Dew Point: 20°C / 4°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Kokomo, IN (OKK)
Type of Flight Plan Filed: None
Destination: Marine City, MI (76G)
Type of Clearance: None
Departure Time: 1400 EDT
Type of Airspace: Class G

Airport Information

Airport: Marine City Airport (76G)
Runway Surface Type: Asphalt
Airport Elevation: 613 ft
Runway Surface Condition: Dry
Runway Used: 04
IFR Approach: None
Runway Length/Width: 3100 ft / 60 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: 42.721389, -82.596389 (est)

Loss of Control on Ground: Cessna T182T Turbo Skylane, N68AX; accident occurred May 28, 2018 at Yerington Municipal Airport Lyon County, Nevada

Accident airplane at accident site. 



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

Additional Participating Entity:

Federal Aviation Administration / Flight Standards District Office; Reno, Nevada

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/N68AX

Location: Yerington, NV
Accident Number: ANC18LA039
Date & Time: 05/28/2018, 1300 PDT
Registration: N68AX
Aircraft: CESSNA T182T
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

On May 28, 2018, about 1300 Pacific daylight time, a Cessna 182 airplane, N68AX, sustained substantial damage following a loss of directional control, a runway excursion and nose over while landing at Yerington Municipal Airport (O43), Yerington, Nevada. The airplane was registered to M & B Holdings, LLC and operated by the pilot as a visual flight rules flight under the provisions of 14 Code of Federal Regulations Part 91 when the accident occurred. The private pilot and pilot rated passenger were not injured. Visual meteorological conditions prevailed, and no flight plan had been filed.

According to the pilot, after conducting multiple uneventful landings at O43 they were returning for a full stop landing. He reported that the touchdown on the main wheels was normal, but immediately after the nose wheel came in contact with the asphalt surface the airplane veered sharply to the left, exited the improved runway surface and encountered an area of soft sand. The nose wheel separated from the fuselage and the airplane subsequently nosed over sustaining substantial damage to the fuselage, vertical stabilizer and rudder.

The closest weather reporting facility was Minden-Tahoe Airport (KMEV), Minden, Nevada, about 28 miles west of the accident site. At 1253, an METAR from KMEV was reporting, in part: wind from 30°at 8 knots; visibility, 10 statute miles; clouds and sky condition, clear; temperature, 66°F; dew point 39° F; altimeter, 30.19 inches of mercury.

The airplane's wreckage was disposed of without the knowledge or consent of the NTSB. Therefore, the wreckage could not be examined by investigators.

Pilot Information

Certificate: Private
Age: 64, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used:
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed:No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 05/01/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 03/09/2017
Flight Time:   780 hours (Total, all aircraft), 735 hours (Total, this make and model), 603 hours (Pilot In Command, all aircraft), 14 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: CESSNA
Registration: N68AX
Model/Series: T182T T
Aircraft Category: Airplane
Year of Manufacture: 2008
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: T18208851
Landing Gear Type: Tricycle
Seats:
Date/Type of Last Inspection: 12/15/2017, Annual
Certified Max Gross Wt.:
Time Since Last Inspection:
Engines: Reciprocating
Airframe Total Time: 863 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C126 installed, activated, did not aid in locating accident
Engine Model/Series: TIO-540-AK1A
Registered Owner: M&B HOLDINGS LLC
Rated Power: 230 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: KMEV, 4724 ft msl
Distance from Accident Site: 28 Nautical Miles
Observation Time: 1953 UTC
Direction from Accident Site: 270°
Lowest Cloud Condition: Clear
Visibility:  10 Miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 30°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.19 inches Hg
Temperature/Dew Point: 19°C / 4°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Reno, NV
Type of Flight Plan Filed: None
Destination: Yerington, NV (O43)
Type of Clearance: None
Departure Time:
Type of Airspace: Class G

Airport Information

Airport: YERINGTON MUNI (O43)
Runway Surface Type: Asphalt
Airport Elevation: 4381 ft
Runway Surface Condition: Dry
Runway Used: 19
IFR Approach: None
Runway Length/Width: 5814 ft / 75 ft
VFR Approach/Landing: Full Stop

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 39.005556, -119.156667 (est)