Friday, June 25, 2021

Loss of Control in Flight: Grumman American AA-1B, N9261L; fatal accident occurred June 24, 2021 in Cleburne, Johnson County, Texas

Nick Duran, left, and Felipe Lopez 
~
 







































Aviation Accident Factual Report - National Transportation Safety Board

Investigator In Charge (IIC): Lindberg, Joshua

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Arlington, Texas
Lycoming Engines; Williamsport, Pennsylvania 

Investigation Docket - National Transportation Safety Board:


Location: Cleburne, Texas
Accident Number: CEN21FA290
Date and Time: June 24, 2021, 17:14 Local
Registration: N9261L
Aircraft: American Aviation AA-1A 
Aircraft Damage: Destroyed
Defining Event: Loss of control in flight
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On June 24, 2021, at 1714 central daylight time, an American Aviation AA-1A airplane, N9261L, was destroyed when it was involved in an accident near Cleburne, Texas. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Flight track data showed that the airplane departed Cleburne Regional Airport (CPT), Cleburne, Texas, about 1658 and flew south then northeast toward Keene, Texas. After the airplane made a tight left 360° turn over Keene, it proceeded west and overflew CPT. The airplane continued west at an altitude about 2,600 ft msl for another 3 miles. During the last 10 seconds of the recorded data, the flight track showed a hard right turn, immediately followed by a left spiraling descent toward the ground (see figure). There were no recorded air traffic control communications during the flight.

A witness, who was located about 1/2 mile south of the accident site, stated that he observed the airplane “going straight down,” but he did not see it impact the ground. An in-flight video from the passenger’s cell phone was uploaded to his social media account.  The video started by showing the airplane’s left wing, then panned right to show the front of the cockpit, then showed the pilot in the right seat. The pilot had his left hand on the control yoke, a tablet connected to the yoke, and a cell phone in his right hand. The canopy was open about 8 to 10 inches. Based on the cockpit instruments, the airplane was about 1,960 ft above mean sea level (msl) and climbing about 400 to 500 ft per minute. The airspeed indicator showed about 100 to 105 knots. Based on the geographical landmarks, the video was recorded about 6 minutes after takeoff and 10 minutes before the accident, as the airplane was headed northeast toward Keene.

Pilot Information

Certificate: Private 
Age: 20, Male
Airplane Rating(s): Single-engine land
Seat Occupied: Right
Other Aircraft Rating(s): None 
Restraint Used: 3-point
Instrument Rating(s): None 
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: Class 2 Without waivers/limitations
Last FAA Medical Exam: March 18, 2020
Occupational Pilot: No 
Last Flight Review or Equivalent: June 1, 2020
Flight Time: (Estimated) 197.7 hours (Total, all aircraft), 140.1 hours (Total, this make and model), 133.8 hours (Pilot In Command, all aircraft), 36 hours (Last 90 days, all aircraft), 12.2 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

Passenger Information

Certificate: 
Age: 20, Male
Airplane Rating(s): Seat
Occupied: Left
Other Aircraft Rating(s): 
Restraint Used: None
Instrument Rating(s): 
Second Pilot Present: No
Instructor Rating(s): 
Toxicology Performed:
Medical Certification: 
Last FAA Medical Exam:
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: American Aviation
Registration: N9261L
Model/Series: AA-1A 
Aircraft Category: Airplane
Year of Manufacture: 1971 
Amateur Built:
Airworthiness Certificate: Normal; Utility 
Serial Number: AA1A-0161
Landing Gear Type: Tricycle 
Seats: 2
Date/Type of Last Inspection: June 15, 2021 Annual
Certified Max Gross Wt.: 1500 lbs
Time Since Last Inspection: 11.6 Hrs 
Engines: 1 Reciprocating
Airframe Total Time: 
Engine Manufacturer: LYCOMING
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: O-320-D3G
Registered Owner:
Rated Power: 150 Horsepower
Operator: On file
Operating Certificate(s) Held: None

The accident airplane was equipped with a plexiglass and aluminum sliding canopy, which has inner tracks that slide on outer tracks with Teflon runners. The tracks allow the canopy to be slid forward and aft and provide access to the cabin. The left-side outer track features a placard that indicates the ½ open canopy point and states “130 MPH MAX WITH CANOPY ½ OPEN. NO FLIGHT WITH CANOPY FULL OPEN.”

A Grumman Pilot’s Association representative stated that the airplane would still fly with the canopy fully open, but there would be a significant increase in drag.

After the accident, the pilot’s father stated that the pilot flew with the canopy open when warm temperatures required additional airflow into the cockpit. If it was cold outside, then he did not open the canopy. The canopy was frequently opened while on the ground to get more airflow. The pilot would always manipulate the canopy by himself and did not request assistance from the passenger. The cockpit was small enough that the pilot could reach over and easily move the canopy by himself. The pilot liked to do this himself to make sure equal pressure was applied to both sides and the canopy would move smoothly. If there was unequal pressure applied, then the canopy could jam on one side. The pilot was reportedly always in control of manipulating the canopy and never appeared to have any issues with it moving backward inflight. The pilot’s father had noticed that the canopy would sometimes move forward during flight, and the pilot would have to adjust it aft as necessary. He would adjust the black screw knob lock to help keep the canopy in place.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KCPT,854 ft msl 
Distance from Accident Site: 3 Nautical Miles
Observation Time: 17:35 Local 
Direction from Accident Site: 88°
Lowest Cloud Condition: Clear
Visibility 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 16 knots /
Turbulence Type Forecast/Actual:  /
Wind Direction: 170° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.9 inches Hg
Temperature/Dew Point: 35°C / 21°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Cleburne, TX (CPT) 
Type of Flight Plan Filed: None
Destination: Cleburne, TX 
Type of Clearance: None
Departure Time: 16:58 Local
Type of Airspace: Class G

Airport Information

Airport: CLEBURNE RGNL CPT
Runway Surface Type:
Airport Elevation: 854 ft msl 
Runway Surface Condition:
Runway Used: 
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Fatal 
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 Fatal 
Latitude, Longitude: 32.352429,-97.493799(est)

The airplane came to rest in a rural field and partially on a gravel road. The initial impact point was identified by an impression in the dirt, which contained red glass near the outboard tip consistent with the left wing. The empennage was distorted to the left and the accident site showed signs of minimal forward momentum. All major components of the airplane were found at the accident site with the main wreckage.

The sliding canopy frame had separated from the fuselage and was found on the forward right side, in front of the right wing; the plexiglass had shattered and was dispersed around the accident site. The left side of the canopy frame was bent inboard about 30 inches from the aft end. The left side canopy track was separated from the fuselage. It contained a screw knob lock, which was mostly unscrewed, or loosened. The lock was screwed through its full range with no anomalies noted.

The left rear fuselage, under the left rear window, contained impact witness marks and damage similar to the shape of the lower canopy frame and inner tracks. An exemplar AA-1A airplane was examined to compare to the accident airplane canopy damage and witness marks. When the canopy was positioned full aft, the frame and inner tracks aligned with the rear fuselage underneath the rear window and above the accent paint line. When the canopy was slightly opened, the inner tracks did not extend back to the rear fuselage. The were no other preimpact anomalies with the airplane that would have precluded normal operation.

The engine remained partially attached to the airframe and sustained significant impact damage. The propeller remained attached to the crankshaft flange via two bolts. The propeller blades exhibited damage and scoring on the blade faces. One blade was bent aft about mid span with no leading edge damage. The other blade was mostly straight and exhibited leading edge gouges and chordwise scratches near the tip. Examination of the engine did not reveal any preimpact mechanical malfunctions or failures that would have precluded normal operation. 

The airplane was equipped with a JPI engine monitor, and data from the accident flight was extracted. During the accident flight between 1659 and 1709, the data appeared normal with no abnormalities. At 1709:40, the exhaust gas temperatures (EGT), cylinder head temperatures (CHT), oil pressure, engine rpm, manifold pressure, fuel flow, and horsepower all decreased slightly for about 40 seconds. The shock cool rate increased from 0°/min to 25°/min, then back to 0°/min after 48 seconds. This timeline corresponded to the flight track data where the airplane made a tight left 360° turn over Keene, Texas. At 1710:50, all parameters appeared to level off and were normal, albeit slightly lower than before the previous maneuver. At 1713:30, the data showed a significant reduction in engine power evidenced by a simultaneous rapid decrease in EGT, CHT, oil pressure, rpm, manifold pressure fuel flow, and horsepower. The shock cooling rate again rapidly increased from 0°/min to 42°/min. This timeline corresponded to the end of the flight track data where the airplane descended in a left spiral toward the ground.

Of interest was the manifold pressure data after 1713:30, which depicted a much lower barometric pressure, which was consistent with a closed throttle plate. Additionally, the fuel pressure value throughout the flight remained nominal. The engine data before 1713:30 was nominal.


Location: Cleburne, TX
Accident Number: CEN21FA290
Date & Time: June 24, 2021, 17:14 Local
Registration: N9261L
Aircraft: American Aviation AA-1A
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

On June 24, 2021 at 1714 central daylight time, an American Aviation AA-1A airplane, N9261L, was destroyed when it was involved in an accident near Cleburne, Texas. The pilot and passenger were fatally injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

Preliminary radar and ADS-B data showed that the airplane departed Cleburne Regional Airport (CPT), about 1658 and proceeded south, then northeast toward Keene, Texas. After the airplane made one full circle over Keene, it proceeded west and overflew CPT. The airplane continued west about 2,600 ft mean sea level (msl) for another 3 miles. During the last 10 seconds of the recorded data, the flight track showed a hard right turn followed by a left descending spiral toward the ground.

A witness who was located about 1/2 mile south of the accident site, stated that he observed the airplane “going straight down,” but he did not see it impact the ground.

The airplane was located in a field next to a gravel road as seen in Figure 1. 


All major components of the airplane were found at the accident site with the main wreckage.

The engine remained partially attached to the airframe and sustained significant impact damage. The propeller remined attached to the crankshaft flange via two bolts. The propeller blades exhibited damage and scoring on the blade faces. One blade was bent aft about mid span with no leading edge damage. The other blade was mostly straight and exhibited leading edge gouges and chordwise scratches near the tip. The sliding canopy frame was found separated from the fuselage and the plexiglass was fractured and scattered around the area.

An engine data monitor was retained for data extraction and analysis.

Aircraft and Owner/Operator Information

Aircraft Make: American Aviation 
Registration: N9261L
Model/Series: AA-1A
Aircraft Category: Airplane
Amateur Built: No
Operator: On file 
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site: VMC
Condition of Light: Day
Observation Facility, Elevation: KCPT,854 ft msl
Observation Time: 17:35 Local
Distance from Accident Site: 3 Nautical Miles
Temperature/Dew Point: 35°C /21°C
Lowest Cloud Condition: Clear 
Wind Speed/Gusts, Direction: 16 knots / , 170°
Lowest Ceiling: None 
Visibility: 10 miles
Altimeter Setting: 29.9 inches Hg
Type of Flight Plan Filed: None
Departure Point: Cleburne, TX (CPT)
Destination: Cleburne, TX

Wreckage and Impact Information

Crew Injuries: 1 Fatal 
Aircraft Damage: Destroyed
Passenger Injuries: 1 Fatal
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 2 Fatal 
Latitude, Longitude: 32.352429,-97.493799 (est)




The two men killed in Thursday’s plane crash have been identified as Cleburne High School graduates.

Nick Duran, 20, and Felipe Lopez, 20, were the pilot and passenger in the plane.

Bono firefighters responded at 9:29 p.m. to reports of a plane down, Bono Fire Chief Ralph Vaquera said.

Vaquera said the plane — an American Aviation AA-1A owned by Duran — apparently went down earlier in the day but was not reported for several hours.

Bono firefighters traveled county roads 1123 and 1124 looking for the plane. A Texas Department of Public Safety Trooper who was also helping in the search found the crashed plane near a private oil field road. The plane crashed about a mile from County Road 1123, Vaquera said.

Vaquera added that the plane sustained heavy damage but did not catch fire.

Duran was a cadet at the United States Air Force Academy. He obtained his pilot’s license in 2020.

“The impact of losing Nick has been felt throughout our Academy,” USAFA Superintendent Lt. Gen. Clark said. “He was our brother — a friend, teammate, and classmate — and will always be a part of USAFA. I am so proud of how our cadets have leaned on each other and honored Nick’s life.

“While words cannot lessen the loss felt by his family, we want to send our heartfelt condolences to Nick’s family and friends — you are in our thoughts and prayers.”

Duran played baseball for Cleburne High School from 2015-18. He was the 2018 All-Johnson County defensive player of the year and the 2018 District 9-5A defensive player of the year.

Lopez played soccer and participated in cross country and track for Cleburne High School from 2015-18. He was a two-time all-district and All-Johnson County selection in soccer and also a key part of the Yellow Jackets’ cross country program.

As a senior in 2018, Lopez served as a team captain for Yellow Jacket soccer, earning first-team all-district honors and first-team All-Johnson County recognition that season. Lopez helped Cleburne cross country win the 2017 district championship as he finished 14th overall at the district meet.

“Our teachers, coaches and administrators who had the opportunity to know Nick Duran and Felipe Lopez are deeply saddened by the loss of these two remarkable young men and Cleburne High School graduates of 2018,” Cleburne ISD Director of Community Relations Lisa Magers said. “Both competed for the Jackets as student athletes. 

“It was wonderful to see Nick achieve his dream of continuing his baseball career at the college level — and not just any college — the US Air Force Academy. Nick was also an academic leader among his classmates, graduating in the Top Ten. 

“We were so proud to see Felipe experience the international spotlight for his vocal talents, which were truly amazing. Whether in the classroom, on the cross country course or the soccer field, on the job — or on the stage — his work ethic and dedication to giving his best were always present. 

“Those of us who knew Nick, Felipe — or both — remember students who were bright, polite and respectful, friendly and very generous with their smiles. Our thoughts and prayers for their families will continue.”

GoFundMe pages have been set up for both of the men. Duran’s, which was created by Alyssa Naused on behalf of Cadet Squadron 29, had raised almost $10,000 as of Wednesday afternoon.

“Nick was passionate in all aspects of his life,” Naused said. “He worked ceaselessly towards earning his private pilot’s license and aspired above all to be an Air Force pilot upon graduation from USAFA. As dedicated as Nick was to his dreams, he was more passionate towards his commitment to those around him, especially his family.”

Naused said that Duran was described to be “the most positive cadet I’ve ever had the pleasure of meeting.”

“Nick was a brother, exuding constant joy and bearing an infectious smile, eager to share his love with everyone around him,” she said. “He cared for those around him in action and word, regardless of whether he knew them. He was a catcher for the Air Force Baseball Team where he impacted not just his friends, but every individual with whom he interacted. 

“To describe Nick as inspiring would be an understatement; Nick was one of the best. It was easy to see how much the underclassmen of CS-29 looked up to and respected Nick. He consistently checked in with cadets who were struggling and used what he learned during his time as a cadet to help others be their best.”

Funds raised will be used to create a gift for Duran’s family, create a memorial case to be built at the squadron and go towards the CS-29 support fund.

Lopez was a talented singer who recently appeared on the Spanish musical competition “Tengo Talento, Mucho Talento.”

He began singing as a teenager, inspired by his dad, who also loved to sing and bought him a karaoke machine. He was multi-faceted, able to sing everything from opera and R&B to reggaeton and mariachi.

He won second and third place at La Gran Plaza’s annual singing contest.

Lopez’ GoFundMe was created by Edalia Aguilar to help with funeral expenses.

“Felipe, lovingly known as Pancho, graduated from Cleburne High School in 2018,” Aguilar said. “Felipe was as talented as he was kind. He played soccer and ran cross country for CHS, and was pursuing his lifelong dream of a career in music. 

“In 2020, Felipe competed in several episodes of ‘Tengo Talento, Mucho Talento,’ a popular Spanish singing competition TV show. 

“Felipe is deeply loved and missed by his family, his friends and everyone who had the pleasure of knowing him.”

Lopez’ cross country coach, Alicia Johnson, said he was an amazing human being with a beautiful soul.

“Felipe was on the varsity cross country team, and qualified for regionals individually and helped lead his team to qualifying for regionals as a team,” she said. “He was naturally gifted in all he did and was an exceptionally gifted runner.

To donate, visit Duran’s page at gofund.me/578d03d0 or Lopez’ page at gofund.me/741b4554.


CLEBURNE, Texas -- An U.S. Air Force Academy cadet was one of two people killed in the crash of a small plane south of Fort Worth, Texas, this week, a military official said.

Lt. Gen. Richard Clark, superintendent of the U.S. Air Force Academy in Colorado Springs, Colorado, said on Twitter that Nick Duran, a junior, died in the crash Thursday while home in Texas on leave.

“He was our brother — a friend, teammate, and classmate — and will always be a part of USAFA,” Clark said. “I am so proud of how our cadets have leaned on each other and honored Nick’s life.”

The Tarrant County medical examiner's office said Duran, who was 20, died of blunt force injuries.

The Federal Aviation Administration said the wreckage of the Grumman American AA-1B with two people aboard was found Thursday near Cleburne after it had been declared missing.

The Texas Department of Public Safety said two people were confirmed dead. DPS said the plane was located just west of Cleburne Regional Airport.

Cleburne is located about 30 miles (48 kilometers) south of Fort Worth.

The FAA and National Transportation Safety Board will investigate the accident.


Air Force cadet Nick Duran died in the crash of a Grumman American AA-1B south of Fort Worth, Texas, on June 24, 2021.
 


49 comments:

  1. FlightRadar24 has nothing on this flight. FlightAware shows the pilot arriving (almost, it shows "arrival" at 12:14AM CDT then the last line, at the same time, shows 3,400') a little after midnight on the 24th. After that, nothing. The time listed here, converted to CDT, is 18:56 CDT). Maintenance check flight? 2 people. Didn't find the crash site until 10:30 pm.

    This article: https://www.wfaa.com/article/news/local/plane-crash-johnson-county-cleburne-regional-airport/287-afcb61fd-5e58-4a6e-96ec-01bbe329d890

    looks like there was rotation on impact :(

    ReplyDelete
    Replies
    1. rotation in that airplane is not good, fuel moves to the end of the wings I believe

      Delete
    2. The tanks, which are the wing spars, are baffled, but if the spin develops, fuel will centrifuge toward the tips. It's a tricky plane to fly, but it's lots of fun. Another weird feature of the plane concerns the wing panels being glued, and they're airtight. My TR-2 was painted medium brown, and when the wings heated up during the summer, they expanded like balloons.

      Delete
    3. Exactly, these planes are not happy when put into a spin, between the spar tanks and the little tail. I used to do falling leaf stalls with my students before I would solo them in the AA1s, that said if you understand the plane it’s a phenomenal trainer.

      Delete
  2. Wreckage photo links:
    https://www.the-sun.com/wp-content/uploads/sites/6/2021/06/NA-Plane-Crash-02.jpg?w=620

    https://www.the-sun.com/wp-content/uploads/sites/6/2021/06/NA-Plane-Crash-01.jpg?w=620

    https://www.the-sun.com/news/3157989/air-force-cadet-died-plane-crash/

    ReplyDelete
  3. Looks like an off-airport landing effort:

    https://globe.adsbexchange.com/?icao=acd6fa&lat=32.351&lon=-97.485&zoom=14.7&showTrace=2021-06-24&leg=2&trackLabels&timestamp=1624572847

    ReplyDelete
    Replies
    1. Zooming in at pinned crash location in map link below matches adsbexchange track endpoint, with the three posts and tall pole adjacent as seen in the video & photos:

      http://maps.google.com/maps?t=k&q=loc:32.352420+-97.493752

      https://globe.adsbexchange.com/?icao=acd6fa&lat=32.352&lon=-97.493&zoom=17.9&showTrace=2021-06-24&leg=2&trackLabels&timestamp=1624572847

      Delete
  4. Looks like he turned parallel to a road on his flight track. Maintenance or fuel issue? Trying to make a road to land?

    ReplyDelete
    Replies
    1. Open fields all around the road...I'd put my plane in the field.

      http://maps.google.com/maps?t=k&q=loc:32.352420+-97.493752

      Delete
  5. Hey everyone. Yes there was a flight that originated at DTO at approx 23:35 on the 23rd and arrived at Cleburne (CPT) at approx 00:14 on the 24th. this was not the accident flight. There was a flight later in the afternoon on the 24th at approx 17:14 that does not show on flightaware, but shows on ADS-B Here: https://globe.adsbexchange.com/?icao=acd6fa&lat=32.348&lon=-97.518&zoom=11.2&showTrace=2021-06-24&leg=2&timestamp=1624572856

    (ASIAS) puts the crash at approx 18:56 Here: https://www.asias.faa.gov/apex/f?p=100:96:1472330620567::::P96_ENTRY_DATE,P96_FATAL_FLG:25-JUN-21,YES

    The times I used are all converted to (CDT) for consistency.
    JW

    ReplyDelete
    Replies
    1. That Adsbexchange track was also posted on Friday, at:

      "Looks like an off-airport landing effort:"

      The matching pinned map location was posted in a reply.

      Delete
  6. The definition of a photo that is worth a thousand words...

    ReplyDelete
  7. To my flying brothers and sisters - please get the nose down if you lose the engine. If you stall, you die - 100%. If you crash-land without stalling, your chances of survival are much higher. Sad to see this young man dead when he had so much going for him. :( Perhaps we need to do a better job of training this simple but hard to implement concept - stick/yoke full forward on engine failure at takeoff.

    ReplyDelete
    Replies
    1. I flew back seat with my son when he was getting his private license. I did not think there was enough emphasis on emergency procedures. I hired and fired several (7) IPs for instruction quality until I found one who took the time to do extra EP and landing work. He is also academy grad now f15e and he and his counterparts with licenses all told me when they were USAF UPT that private flight training did not give them the skills they should have had. Most definitely 100 hours is not enough...

      Delete
    2. Many instructors are into teaching only Mild Maneuvering. That is why they like to teach IFR. IFR is MILD MANEUVERING. That is why so many IFR pilots crashing when doing Hard Maneuvering like EFATO, Low Go arounds, Windy heavy GRM or heavy crosswinds. Mild Maneuvering is not enought pilot training.

      Delete
    3. Mild maneuvering being taught as a culprit?? With such critical thinking “skills” demonstrated, I really hope you don’t operate on a flight crew.

      Delete
    4. Agreed. Training pilots should involve all flight regimes, from spins to inverted flight, vertical attitudes (Straight Up/Straight Down), Vne, Vso/1 and all possible emergency recovery scenarios. Flights to heavy traffic cities, rural dirt/grass runways, actual obstacle takeoffs/landings and actual instrument encounters should be included in this curriculum. A few of these conditions can be simulated, given the sophistication of flight simulators, but neophyte aviators should learn aviation: good, bad and ugly before they're cut loose.

      Delete
    5. The AA-1B, and all Grumman American aircraft, are not certified for aerobatic flight. Aerobatic flight is any intentional maneuver involving an abrupt change in aircraft attitude, an unusual attitude, pitch angles greater than 30 degrees, roll angles greater than 60 degrees, or abnormal acceleration not necessary for normal flight. They are also prohibited from spins. In my opinion, it is an excellent idea to get training in an aircraft which is certified for spins and get trained in spins and spin recovery by a qualified instructor. Training in upset recovery in an aerobatic aircraft or at least in a simulator would also be helpful. Low level spins, for example pattern altitude , are not recoverable.

      Delete

  8. 1971 AMERICAN AVIATION AA-1A
    Fixed wing single engine
    Owner: DURAN NICK R. CLEBURNE , TX, US
    (Individual)

    Status
    Assigned
    Certificate Issue Date
    2020-11-14
    Airworthiness Date
    1971-07-27
    Last Action Date
    2020-11-14
    Expiration
    2023-11-30

    ReplyDelete
  9. A 2016 for sale ad shows shoulder restraints (4th & 5th photo). The ad under Engine Notes described engine as low run time, 30 year span:

    "215 Hours Total Time – Engine
    (11/1/86) ~ Upgraded Engine to
    Lycoming 320 -150 HP"


    https://www.aircraft.com/aircraft/200971135/n9261l-1971-grumman-slash-american-general-aa1a

    ReplyDelete
    Replies
    1. He just hit 100 hours in March. Go to @realnickduran instagram to watch him fly.
      AA1A known for being hot for inexperienced, abrupt stalls and wing drop/roll. Sad

      Delete
    2. Video link:

      https://www.instagram.com/p/CMIQhzOn7mJ/

      Delete
  10. Recorded winds suggest that he had to deal with a significant gusting crosswind from his left side as he attempted the apparent emergency landing on approximately 270° heading (Per 2214Z data points in the AdsbExchange track and using AWOS archive data below.)

    KCPT 242135Z AUTO 16010G19KT 10SM FEW050 35/22 A2992
    KCPT 242155Z AUTO 17011G17KT 140V210 10SM FEW050 34/22 A2991
    KCPT 242215Z AUTO 10SM CLR RMK A01 PNO TSNO (See * below)
    KCPT 242235Z AUTO 17016KT 10SM CLR 35/21 A2990
    KCPT 242255Z AUTO 16012G20KT 10SM CLR 34/21 A2989

    * AWOS recording at 2215Z did not include a wind reading as retrieved from https://mesonet.agron.iastate.edu database. Presumably the winds recorded before and after 2215Z are representative for the period.

    Track:
    https://globe.adsbexchange.com/?icao=acd6fa&lat=32.352&lon=-97.489&zoom=15.5&showTrace=2021-06-24&leg=2&trackLabels&timestamp=1624572847

    ReplyDelete
  11. Many years ago my old man bought a TR-2 to use to teach me to fly. I thought it was a pig--spoiled, I suppose, because his other plane was a Cheetah, which I liked. We only flew in it a few times, as he took it up to stall test it one day, landed it and immediately put it up for sale.

    ReplyDelete
    Replies
    1. It's a unique plane, and pilots must learn its many quirks. The design was supposed to be a homebuilt model, developed by Jim Bede. Most of those planes will have flight characteristics that differ from long-certified, legacy trainers and traveling machines.

      Delete
  12. The satellite view shows power poles along side the road. Looks more likely they hit the power line. That would be consistent with the location and damage to the aircraft.

    ReplyDelete
    Replies
    1. The power line was not struck.

      CBS video linked below shows the power wires still in place and tight, easy to see at about the 25 second mark, with the aircraft in the same view.

      The oil patch poly pipe on the ground is not a downed power line of course, and that pipe is easily seen in the pinned location google map satellite image view at full zoom.

      https://dfw.cbslocal.com/video/5723750-2-dead-after-small-plane-crash-in-cleburne-officials-say/

      http://maps.google.com/maps?t=k&q=loc:32.352420+-97.493752

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  13. Prelim report's hard right turn followed by a left descending spiral from 2600' MSL doesn't provide speeds before turn entry. Can't tell if he just over banked as the turn became a tailwind or was turning back for a developing power delivery problem.

    https://data.ntsb.gov/carol-repgen/api/Aviation/ReportMain/GenerateNewestReport/103344/pdf

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  14. Classic stall spin accident. Very unforgiving in the two seat Grumman American series. Not the first. Unfortunately won’t be the last. As modified with the bigger engine this one had, these planes are best flow by experienced pilots.

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    1. Not a classic stall spin; when you see the NTSB report you will have a better understanding.

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    2. Recovery of data from the engine data monitor will help determine whether there was degrading engine performance before the hard turn and spiral dive.

      If the few data points in the Adsbexchange track correctly report heading and ground speed, his airspeed would equal ground speed for that crosswind he was in before the right turn. 59 knots is suspiciously slow, could be faltering power followed by overbanked right turn with tailwind that contributed to accelerated stall/spin.

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    3. True. 'Looks like they stalled/spun it, and ran out of recovery room.

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  15. apparently no AF Academy restrictions on cadets flying privatedly-own acft.

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    1. Does any University restrict their students from exercising their rights as private pilots especially on their own time?

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    2. Air Force cadet=military...no "own time"

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    3. Yes there is such a thing as “personal time” and/or “leave” in the military, or “own time” as stated here; where do folks come up with such nonsense to post as fact??

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    4. At Navy Flight School even certificated SEL PPL or better (1 classmate had flown commercial jets before signing up for the Navy and it’s flight training) are not allowed to fly outside of curriculum I.e. civilian a/c. However if technically a passenger then not the PIC but still … don’t get caught. I violated the regulation several times without getting caught. A classmate of mine made it to advance jets after flight-deck quals (hitting the boat) and rented a T-34. He ended up killing himself and friend (also Navy student pilot). Hence the regulation. Not only a loss of two human, great pilots (at least until …) plus all costs of training. In my friend’s case it also included a full ride NROTC 4 yr. scholarship.

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  16. Actually yes, universities have that concept for sports.
    If they are involved in sports of any physical type, they are under contract to NOT Participate in any extracurricular activities of that sport to prevent injuries!! Until after season!!!
    So yes, some Universities have those closures to prevent student-athletes from being injured!!!

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  17. A 1980's story published in in 2018 by AOPA about the effect of a fully open Grumman canopy included this passage:

    "Knowing how desperately we needed that canopy closed, we both leaned way back, seat belts loosened, and reached for the canopy with all of our hands. It must have been quite a sight for folks on the ground, us both partially standing up reaching back, canopy wide open, neither of us on the flight controls."

    https://www.aopa.org/news-and-media/all-news/2018/june/pilot/never-again-open-canopy

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  18. AA-1A/B aircraft are fun to fly, but they have characteristics that must be regarded with caution. The TR-2 I owned would develop a rapid drag component during turns at approach speeds. I nearly parked the plane in an adjacent baseball field during an approach to Rio Linda Airport near Sacramento. The plane just fell out of the sky. They're not approved for spins, so if they do enter that regime, you'll have your hands full configuring the controls for recovery.

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    1. I agree. They are generally easy to fly but have really weird quirks. If a cessna 172/182 is trimmed for approach and you put in full flaps without adjusting trim and neutral controls, the nose kind of drops a bit and the speed will bleed off and the plane will continue the approach.

      With the AA1B under certain balance situations if you put in full flaps on approach the nose will rise (not drop) and if you don't push it down and / or actively adjust trim the plane could stall. Almost no cessnas will do that with just flaps addition, they typically remain in a stable regime 'hands-off'.

      I had the canopy open quite a few times, it is approved for around 3-4 inches but can slide back and again will typically give the plane a nose up tendency with increased drag that has to be rapidly corrected by the pilot.

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    2. The onset of drag was so sudden, coincident with the turn to final, I was unprepared to correct the descent that resulted. I'm not kidding when I say the plane nearly plopped down on a baseball diamond before I cobbed the power and nursed it over the runway for a go-around. After that, I practiced stalls religiously.

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    3. Probably the most relevant comment. Canopy opened and lost control . RIP

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  19. “Way back when…” Navy primary flight syllabus used recip T-34. Upon entering the landing pattern, the canopies (student and instructor) were required to be opened (unless a Florida shower was in session).

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  20. are these similar to the Gruman Tiger?

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  21. Are these similar to the Grumman Tiger?

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    1. The AA-1B flies very differently than the AA-5B/AG-5B (Tiger) and has several quirks that make it more challenging in the wrong hands. While the planes may look similar, there are a lot of differences. I've flown a Tiger for years but would not hop into an AA-1B without some additional training in that model.

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