Thursday, January 28, 2021

Piper PA-31-325 Navajo CR, N59948: Incident occurred January 27, 2021 at North Palm Beach County General Aviation Airport (F45), Florida

Federal Aviation Administration / Flight Standards District Office; South Florida

Aircraft landed gear up.

Wynn Aviation LLC 


Date: 27-JAN-21
Time: 22:56:00Z
Regis#: N59948
Aircraft Make: PIPER
Aircraft Model: PA31
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: WEST PALM BEACH
State: FLORIDA

Cessna 177RG Cardinal, N177DR: Incident occurred January 24, 2021 at Blue Ridge Airport (KMTV), Martinsville, Virginia

Federal Aviation Administration / Flight Standards District Office; Richmond, Virginia

Aircraft landed and veered off runway into the grass.


Date: 24-JAN-21
Time: 16:43:00Z
Regis#: N177DR
Aircraft Make: CESSNA
Aircraft Model: 177RG
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: MARTINSVILLE
State: VIRGINIA

Cessna 152, N95787: Incident occurred January 27, 2021 at Dane County Regional Airport (KMSN), Madison, Wisconsin

Federal Aviation Administration / Flight Standards District Office; Milwaukee, Wisconsin

Aircraft experienced a carburetor fire when pilot attempted to start the aircraft.

Wisconsin Aviation - Four Lakes Inc


Date: 27-JAN-21
Time: 14:00:00Z
Regis#: N95787
Aircraft Make: CESSNA
Aircraft Model: 152
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: MINOR
Activity: INSTRUCTION
Flight Phase: STANDING (STD)
Operation: 91
City: MADISON
State: WISCONSIN

System/Component Malfunction/Failure (Non-Power): Piper PA-38-112 Tomahawk, N2452C; fatal accident occurred February 22, 2017 in East Haven, New Haven County, Connecticut

 NNH-CV19-6089055-S 


MATTA-ISONA, MARIE, ADMINISTRATRIX OF THE ESTATE O v. AMERICAN FLIGHT ACADEMY, LLC Et Al 


NEW HAVEN, Connecticut (AP) — The sister of a student pilot who died in a small plane crash in Connecticut in 2017 has settled a wrongful-death lawsuit against the flight school she accused of failing to maintain the aircraft.

Terms of the settlement over the death of Pablo Campos-Isona during a training flight crash in East Haven have not been disclosed. The agreement with the now-defunct American Flight Academy was revealed in a document filed Monday in New Haven Superior Court by the attorney for Campos-Isona’s sister, Marie Matta-Isona.

Messages seeking comment were left for lawyers in the case Wednesday.

Campos-Isona, 31, died after a Piper PA38 crashed while he and instructor Rafayel Hany Wassef were practicing touch-and-go landings near Tweed New Haven Airport on February 22, 2017. Wassef survived but suffered multiple broken bones.

American Flight Academy and its owner, Arian Prevalla, denied the lawsuit’s allegations and, in court documents, blamed Campos-Isona for the crash.

Federal investigators concluded a fuel selector valve failure likely caused the plane’s engine to stall and placed some blame on Wassef.

American Flight Academy also was sued over a 2016 fatal training flight crash in East Hartford, but a judge dismissed the lawsuit in 2019. In that case, Prevalla, who survived the crash, accused student Feras Freitekh, who died, of intentionally causing the crash, which Freitekh’s family denied.
 
 31-year-old student pilot Pablo Campos Iona and flight instructor, 20-year-old Rafayel Hany Wassef.











Aviation Accident Final Report - National Transportation Safety Board

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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Windsor Locks, Connecticut
Lycoming Engines; Williamsport, Pennsylvania
Piper Aircraft; Vero Beach, Florida 

Investigation Docket - National Transportation Safety Board:

International Aviation LLC

Location: East Haven, CT
Accident Number: ERA17FA112
Date & Time: 02/22/2017, 0956 EST
Registration: N2452C
Aircraft: PIPER PA38
Aircraft Damage: Destroyed
Defining Event: Sys/Comp malf/fail (non-power)
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General Aviation - Instructional

Analysis 

The flight instructor and the student pilot were practicing touch-and-go landings in the airplane. During the initial climb after the fourth landing, the flight instructor reported an emergency to air traffic control and indicated that he was going to return and land on a runway at the airport. During that transmission, a stall warning horn was sounding. The airplane then spun to the left and descended to impact in a marsh.

The damage to the airplane was consistent with the airplane being in a left spin at impact, and the propeller displayed little damage, which is consistent with the engine not producing power at impact. The fuel selector handle was found positioned to the right main fuel tank; however, examination of the fuel selector's polymeric insert revealed that it had fractured and was in a position that provided openings of about 20% for the right main fuel tank inlet and for the engine outlet, instead of the 100% openings that would have been present with an intact polymeric insert. With only 20% of the normal fuel flow available, the airplane likely experienced a total loss of engine power due to fuel starvation. One of the pilots likely switched fuel tank positions during the previous touch-and-go landing, and the polymeric insert failed at that time. Examination of the wreckage did not reveal any other preimpact mechanical malfunctions.

Metallurgical examination of the fuel selector valve revealed that the lower portion of the polymeric insert exhibited fracture features consistent with rotational ductile overstress. Abrasive wear was present on the outer portion of the insert due to contact with burs on the valve housing. The wear likely took place over a period during which the fuel selector handle would have been difficult to move and excessive force would have been required to move the handle from one position to another.

Review of maintenance records did not reveal any prior anomalies with the fuel selector. The airplane maintenance manual contained instructions, applicable to 100-hour inspections, for the fuel selector to be inspected for condition, security, and operation. The instructions stated that, if the valve binds, sticks, or is otherwise difficult to operate, the fuel selector valve should be lubricated. However, about 5 months had passed since the most recent 100-hour inspection was completed on the airplane. During that time, the airplane had been operated about 78 hours. The investigation could not determine the condition of the fuel selector valve at the last 100-hour inspection.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The failure of the fuel selector valve in a position that restricted fuel flow to the engine, resulting in a total loss of engine power during initial climb due to fuel starvation. Also causal was the operator's failure to effectively detect and resolve the wear and progressive binding of the fuel selector valve before it failed due to excessive rotational force being applied. Contributing was the flight instructor's exceedance of the airplane's critical angle of attack during an emergency return to the airport, which resulted in an aerodynamic stall/spin. 

Findings

Aircraft
Fuel selector/shutoff valve - Failure (Cause)
Fuel selector/shutoff valve - Fatigue/wear/corrosion (Cause)
Fuel selector/shutoff valve - Not serviced/maintained (Cause)
Angle of attack - Capability exceeded (Factor)

Personnel issues
Aircraft control - Instructor/check pilot (Factor)

Factual Information

History of Flight

Initial climb
Sys/Comp malf/fail (non-power) (Defining event)
Fuel starvation
Loss of engine power (total)

Emergency descent
Aerodynamic stall/spin

Uncontrolled descent
Collision with terr/obj (non-CFIT)

Location: East Haven, CT
Accident Number: ERA17FA112
Date & Time: 02/22/2017, 0956 EST
Registration: N2452C
Aircraft: PIPER PA38
Aircraft Damage: Destroyed
Defining Event: Sys/Comp malf/fail (non-power)
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General Aviation - Instructional 

On February 22, 2017, about 0956 eastern standard time, a Piper PA-38-112, N2452C, was destroyed when it impacted terrain in East Haven, Connecticut, during the initial climb from Tweed-New Haven Airport (HVN), New Haven, Connecticut. The flight instructor was seriously injured, and the student pilot was fatally injured. The airplane was operated by American Flight Academy as an instructional flight conducted under the provisions of Title 14 Code of Federal Regulations Part 91. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight.

According to an air traffic control transcript provided by the Federal Aviation Administration (FAA), the airplane completed four touch-and-go landings on runway 20, a 5,600-ft-long by 150-ft-wide asphalt runway. At 0955:43, during initial climb after the fourth landing, one of the pilots declared an emergency and stated, "mayday mayday mayday we're going to land on the other runway." The controller cleared the airplane to land, and no further communications were received from the pilots. Another flight instructor, who was also flying in the HVN airport traffic pattern at the time of the accident, stated that he heard the emergency transmission and could hear the airplane's stall warning horn in the background during the transmission. According to a witness, the airplane then spun to the left, descended in a nose-down attitude, and impacted terrain about 1,000 ft southeast of the departure end of runway 20. Review of radar data did not reveal any targets that could be correlated with the accident airplane during the initial climb in which the accident occurred.

The flight instructor was subsequently interviewed at a hospital by an FAA inspector. The flight instructor told the FAA inspector that he remembered practicing airwork and then returning to the airport to practice touch-and-go landings, but he did not recall the accident sequence. 

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 20, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: Yes
Medical Certification: Class 1 With Waivers/Limitations
Last FAA Medical Exam: 11/14/2014
Occupational Pilot: Yes
Last Flight Review or Equivalent: 12/23/2016
Flight Time:  236.3 hours (Total, all aircraft), 11.9 hours (Total, this make and model), 30.9 hours (Last 90 days, all aircraft), 27.8 hours (Last 30 days, all aircraft) 

Student Pilot Information

Certificate: None
Age: 31, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: None
Last FAA Medical Exam:
Occupational Pilot:  No
Last Flight Review or Equivalent:
Flight Time: 16.8 hours (Total, all aircraft), 14.6 hours (Total, this make and model), 3 hours (Last 90 days, all aircraft), 2.1 hours (Last 30 days, all aircraft) 

The flight instructor held a commercial pilot certificate with ratings for airplane single-engine land, airplane multi-engine land, and instrument airplane. He also held a flight instructor certificate with a rating for airplane single-engine. His most recent FAA first-class medical certificate was issued on November 14, 2014. Review of the flight instructor's logbook revealed that he had accumulated a total flight experience of about 236 hours, of which 12 hours were in the same make and model as the accident airplane. The flight instructor had flown about 28 hours during the 30-day period preceding the accident.

Review of the student pilot's logbook revealed that he had accumulated a total flight experience of about 17 hours of which 15 hours were in the same make and model as the accident airplane. The student pilot had not yet flown solo. 


Aircraft and Owner/Operator Information

Aircraft Manufacturer: PIPER
Registration: N2452C
Model/Series: PA38 112
Aircraft Category: Airplane
Year of Manufacture:
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 38-79A0192
Landing Gear Type: Tricycle
Seats: 2
Date/Type of Last Inspection: 09/30/2016, 100 Hour
Certified Max Gross Wt.: 1670 lbs
Time Since Last Inspection: 78 Hours
Engines: 1 Reciprocating
Airframe Total Time: 8472.9 Hours at time of accident
Engine Manufacturer: Lycoming
ELT: C91A installed, activated, did not aid in locating accident
Engine Model/Series: O-235
Registered Owner: INTERNATIONAL AVIATION LLC
Rated Power: 112 hp
Operator: INTERNATIONAL AVIATION LLC
Operating Certificate(s) Held: None
Operator Does Business As: American Flight Academy
Operator Designator Code: 

The two-seat, low-wing, fixed tricycle-gear airplane was manufactured in 1978. It was powered by a Lycoming O-235, 112-horsepower engine, equipped with a two-blade, fixed-pitch Sensenich propeller.

Review of the airplane's logbooks revealed that, at the time of the accident, the airframe had accumulated about 8,473 total hours of operation, and the engine had accumulated 2,508 hours since major overhaul. The airplane had been operated for 78 hours since its most recent 100-hour inspection, which was completed on September 30, 2016. Review of maintenance records did not reveal any prior anomalies with the airplane's fuel selector. Review of the airplane maintenance manual revealed instructions, applicable to 100-hour inspections, for the fuel selector to be inspected for condition, security, and operation. According to the instructions, if the fuel selector valve binds, sticks, or is otherwise difficult to operate, the fuel selector valve should be lubricated. Specifically, the insert, position washer, and "O" rings should be lubricated. 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: HVN, 12 ft msl
Observation Time: 0953 EST
Distance from Accident Site: 1 Nautical Miles
Direction from Accident Site: 360°
Lowest Cloud Condition:
Temperature/Dew Point: 6°C / 2°C
Lowest Ceiling: Overcast / 7500 ft agl
Visibility:  10 Miles
Wind Speed/Gusts, Direction: 5 knots, 210°
Visibility (RVR):
Altimeter Setting: 30.03 inches Hg
Visibility (RVV):
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: East Haven, CT (HVN)
Type of Flight Plan Filed: None
Destination: East Haven, CT (HVN)
Type of Clearance: None
Departure Time: 0955 EST
Type of Airspace:

The reported weather at HVN, at 0953, included wind from 210° at 5 knots, visibility 10 statute miles, and an overcast ceiling at 7,500 ft. 

Airport Information

Airport: Tweed-New Haven Airport (HVN)
Runway Surface Type: Asphalt
Airport Elevation: 12 ft
Runway Surface Condition: Dry
Runway Used: 20
IFR Approach: None
Runway Length/Width: 5600 ft / 150 ft
VFR Approach/Landing: None 

Wreckage and Impact Information

Crew Injuries: 1 Fatal, 1 Serious
Aircraft Damage: Destroyed
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude:   41.253611, -72.885556 

No debris path was observed, and the wreckage came to rest upright in a marsh, oriented on a near north magnetic heading. Both wings remained attached to the airframe, and the ailerons and flaps remained attached to their respective wings. The ailerons were about neutral, and the flaps were partially extended. The fuel caps remained secured to their respective wing fuel tanks, and, although both wing fuel tanks were breached during impact, several gallons of fuel remained in each wing. The right wing was buckled. The left wing exhibited more leading edge damage than the right wing, and its wingtip was bent upward, consistent with the left wing impacting terrain before the right wing.

The empennage was curled up and to the left. The horizontal stabilizer, vertical stabilizer, rudder, and elevator remained intact. Flight control continuity was confirmed from all flight control surfaces to the cockpit area. Examination of the elevator trim wheel revealed that the elevator trim cable remained wrapped around the spool twice, which equated to an elevator trim position between neutral and full nose up. Examination of the cockpit revealed that the seatbelts and shoulder harnesses remained intact. The throttle and mixture levers were in the forward position, and the magnetos were selected to both. The fuel selector handle was found positioned to the right main fuel tank.

The engine was partially buried in mud but remained attached to the airframe, and the propeller remained attached to the engine. The two propeller blades did not exhibit rotational damage. The wreckage was further examined at a recovery facility, and the engine was separated from the airframe for the examination. The valve covers were removed, and oil was noted throughout the engine. The top spark plugs were removed, and the propeller was rotated by hand. Camshaft, crankshaft, and valve train continuity were confirmed to the rear accessory section. Thumb compression was attained on all cylinders. The engine-driven fuel pump was removed from the engine. Several drops of fuel were recovered from the pump. When the pump was actuated by hand, suction and compression were confirmed at the inlet and outlet ports. The electric fuel pump activated when connected to a battery.

The throttle and mixture cables remained attached to the carburetor. The carburetor was disassembled, and its float and needle were intact. The carburetor inlet screen was absent of contamination. The carburetor bowl contained a mixture of fuel and water, consistent with its submersion in the marsh. The oil filter was opened, and no contamination was observed. The left magneto remained attached to the engine and produced spark at all four leads when rotated by hand. The right magneto had separated from the engine during impact and did not produce spark when rotated. The right magneto was disassembled, and the plastic housing that secured the breaker points was found fractured, resulting in no gap in the points. The spark plug electrodes remained intact and exhibited normal wear signatures when compared to a Champion Aviation Check-A-Plug chart. The bottom spark plugs exhibited corrosion consistent with submersion in the brackish marsh water.

During the airframe examination, the fuel selector valve would not move when the fuel selector handle was moved. The fuel selector was then removed and partially disassembled for examination. The examination revealed that the fuel selector valve's polymeric insert had fractured and was in a position that provided openings of about 20% to the right main fuel tank inlet and to the engine outlet, instead of the 100% openings that would have been present with an intact polymeric insert. The fuel selector valve was retained and forwarded to the NTSB Materials Laboratory, Washington, DC.

Metallurgical examination of the fuel selector valve revealed that the lower portion of the polymeric insert exhibited fracture features consistent with rotational ductile overstress. Abrasive wear was present on the outer portion of the insert due to contact with burs on the valve housing. (For more information, see the Materials Laboratory Factual Report in the public docket for this accident.) 

Medical And Pathological Information

The State of Connecticut, Office of the Chief Medical Examiner performed an autopsy on the student pilot. The cause of death was reported as blunt trauma.

Toxicological testing was performed by the FAA Bioaeronautical Science Research Laboratory, Oklahoma City, Oklahoma, on samples from both pilots. The results were negative for the student pilot. Positive results for the flight instructor were consistent with the emergency medical treatment that he received after the accident.

Robert Gretz, National Transportation Safety Board senior air safety investigator. 



















Isona v. American Flight Ac... by Ellyn Santiago

Mooney M20C: Incident occurred January 26, 2021 in Clearwater, Florida

Federal Aviation Administration / Flight Standards District Office; Tampa, Florida

Aircraft landed hard incurring a propeller strike. 

Date: 26-JAN-21
Time: 18:30:00Z
Aircraft Make: MOONEY
Aircraft Model: M20C
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: PERSONAL
Flight Phase: LANDING (LDG)
Operation: 91
City: CLEARWATER
State: FLORIDA

Aerodynamic Stall / Spin: Piper PA-24-250 Comanche, N6427P; fatal accident occurred July 26, 2018 at Palatka Municipal Airport (28J), Putnam County, Florida

Kimberly and David Niblett

Daniel Boggs, Investigator In Charge
National Transportation Safety Board
 

Aviation Accident Final Report - National Transportation Safety Board

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

Additional Participating Entities:
Federal Aviation Administration / Flight Standards District Office; Orlando, Florida
Piper Aircraft; Vero Beach, Florida
Lycoming Engines; Dallas, Texas

Investigation Docket - National Transportation Safety Board:


Location: Palatka, Florida 
Accident Number: ERA18FA200
Date & Time: July 25, 2018, 20:07 Local 
Registration: N6427P
Aircraft: Piper PA24 
Aircraft Damage: Destroyed
Defining Event: Aerodynamic stall/spin 
Injuries: 2 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The accident flight was the private pilot's second solo flight in the accident airplane, which he had purchased and had first flown 13 days before the accident. A witness standing near the departure end of the runway stated that the pilot held the airplane's brakes while advancing the engine to full power, and he believed that the pilot was going to perform a short-field takeoff. As the airplane accelerated down the runway, the nosewheel lifted off then touched down again before the airplane rotated off the runway and began to climb. The witness further stated that he thought that the pilot had rotated the airplane "early," as the airplane appeared slow. The airplane's angle of climb continued to increase until, about 150 ft above ground level, the airplane entered an aerodynamic stall and spiraled to the ground.

Examination of the airframe and engine revealed no evidence of any preimpact mechanical malfunctions or abnormalities that would have precluded normal operation. Between the time of purchase and the accident flight, the pilot logged about 15 hours of flight instruction in the airplane; logbook remarks indicated that, during those flights, the pilot had received instruction in normal and crosswind takeoffs and landings. Autopsy and toxicology testing of the pilot identified no evidence of physiological impairment or incapacitation. The lack of mechanical anomalies, the witness statement, and the surveillance video footage are consistent with the pilot's exceedance of the airplane's critical angle of attack during the initial climb after takeoff, which resulted in an aerodynamic stall and a subsequent loss of control.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's exceedance of the airplane's critical angle of attack during the initial climb after takeoff, which resulted in an aerodynamic stall and a loss of control.

Findings

Personnel issues  Aircraft control - Pilot
Aircraft Angle of attack - Not attained/maintained

Factual Information

HISTORY OF FLIGHT

On July 26, 2018, about 2007 eastern daylight time, a Piper PA-24-250, N6427P, was destroyed when it impacted the ground during the initial climb after takeoff from Palatka Municipal Airport (28J), Palatka, Florida. The private pilot and passenger were fatally injured. The airplane was owned by the pilot who was operating it as a Title 14 Code of Federal Regulations Part 91 personal flight. Visual meteorological conditions prevailed, and no flight plan was filed for the local flight.

A witness was standing in his hangar about 200 yards from the end of runway 17 when he heard the accident airplane beginning its takeoff. He noticed that the airplane's brakes were engaged while the engine was at full throttle and he believed that the pilot was going to perform a short-field takeoff. As the airplane rolled down the runway, it's nosewheel lifted off the ground then touched down again before the airplane became airborne. The witness thought that the pilot rotated the airplane "early," as the airplane appeared slow. He added that the airplane kept climbing "steeper and steeper" and that the pilot did not lower the nose to gain airspeed. When the airplane was about 150 ft above ground level, it
entered a stall and the left wing dropped; the airplane spiraled to the ground. The witness further stated that the engine was operating at full power during the entire flight.

An airport security video at 28J showed the airplane immediately after takeoff as it climbed to about 150 ft; the airplane's left wing dropped and the airplane spiraled to the ground, consistent with the witness' account.

PERSONNEL INFORMATION

The pilot held a private pilot certificate with ratings for airplane single-engine land and instrument airplane. He was operating under the provisions of the BasicMed; his most recent physical exam was completed on July 14, 2018. According to the pilot's logbook, he had a total of 704.4 hours of flight experience. The accident flight was the pilot's second solo flight in the airplane. The pilot purchased the airplane 13 days before the accident; since purchase, the pilot had logged 15.1 hours of flight instruction in the airplane. Logbook remarks indicated that, during those flights, the pilot had received instruction in normal and crosswind takeoffs and landings, approach and departure stalls, and simulated engine failures.

AIRCRAFT INFORMATION

The four seat, low-wing, tricycle gear airplane was manufactured in 1959. It was powered by a Lycoming O-540-A1C5, 250-horsepower engine equipped with a three-bladed McCauley propeller. The most recent annual inspection was completed on July 12, 2018. At the time of the accident, the airframe total time was 3,435.73 hours (13.73 hours since the annual inspection) and the engine had accrued 1,268 hours since major overhaul.

METEOROLOGICAL INFORMATION

At 2015, the recorded weather at 28J included wind from 180° at 5 knots, 10 statute miles visibility, temperature 27°C, dew point 26°C, and an altimeter setting of 29.98 inches of mercury.

WRECKAGE AND IMPACT INFORMATION

The wreckage was located about 60 ft to the left of and about halfway down the length of runway 17, which measured 3,510 ft long. The wreckage came to rest on a magnetic heading of 270°. The propeller was fractured from the engine and buried about 2 ft into the ground. The engine was displaced into the instrument panel and cockpit. The landing gear was extended, and the wing flaps were retracted. Both wings exhibited accordion-like crushing on the leading edges. Flight control cable continuity was established from the cockpit to all flight controls. The stabilator trim control was fragmented and the trim position could not be verified. Both pitch and trim servos rotated freely, and the clutch was not engaged. The fuselage was crushed, and the empennage was bent over top of the cabin. The vertical stabilizer, rudder, and elevator were not damaged.

The engine was removed from the airframe for further examination. The top spark plugs were removed, and a lighted borescope was used to look inside the cylinders. All valves and pistons showed normal wear. Thumb compression was confirmed on all cylinders. Drivetrain continuity was established through the engine and accessory case by rotating the propeller flange and observing the movement of the gears. Both magnetos were removed and turned by hand. All leads sparked to ground.

MEDICAL AND PATHOLOGICAL INFORMATION

An autopsy was performed on the pilot by the Office of the Medical Examiner, St. Augustine, Florida. The report listed the cause of death as multiple blunt force trauma.

Toxicology testing performed at the FAA Forensic Sciences Laboratory was negative for drugs and alcohol.

History of Flight

Initial climb Aerodynamic stall/spin (Defining event)
Uncontrolled descent Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Private
Age: 44,Male
Airplane Rating(s): Single-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: Unknown
Instrument Rating(s): Airplane 
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: Yes
Medical Certification: BasicMed 
Last FAA Medical Exam: July 14, 2018
Occupational Pilot: No 
Last Flight Review or Equivalent: July 16, 2018
Flight Time: 704.4 hours (Total, all aircraft), 15.1 hours (Total, this make and model), 660.5 hours (Pilot In Command, all aircraft), 38 hours (Last 90 days, all aircraft), 15.1 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Piper 
Registration: N6427P
Model/Series: PA24 250 
Aircraft Category: Airplane
Year of Manufacture: 1959
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 24-1537
Landing Gear Type: Retractable - Tricycle 
Seats: 4
Date/Type of Last Inspection: July 12, 2018 Annual
Certified Max Gross Wt.: 2899 lbs
Time Since Last Inspection: 14 Hrs
Engines: 1 Reciprocating
Airframe Total Time: 3422 Hrs as of last inspection
Engine Manufacturer: Lycoming
ELT: C91 installed, not activated
Engine Model/Series: O-540 SERIES
Registered Owner: 
Rated Power: 250 Horsepower
Operator: On file 
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Dusk
Observation Facility, Elevation: 28J,47 ft msl 
Distance from Accident Site: 0 Nautical Miles
Observation Time: 20:15 Local
Direction from Accident Site: 0°
Lowest Cloud Condition: Clear 
Visibility 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 180° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.97 inches Hg
Temperature/Dew Point: 27°C / 26°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Palatka, FL (28J) 
Type of Flight Plan Filed: None
Destination: Palatka, FL (28J)
Type of Clearance: None
Departure Time: 20:07 Local 
Type of Airspace:

Airport Information

Airport: Palatka Muni - Lt Kay Larkin F 28J 
Runway Surface Type: Asphalt
Airport Elevation: 47 ft msl
Runway Surface Condition: Dry
Runway Used: 17 
IFR Approach: None
Runway Length/Width: 3510 ft / 75 ft 
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: 29.656389,-81.688613(est)










Robinson R22 Beta II, N474AT: Accident occurred January 26, 2021 at Palm Beach County Park Airport (KLNA), West Palm Beach, Florida

This is preliminary information, subject to change, and may contain errors. Any errors in this report will be corrected when the final report has been completed.

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

Additional Participating Entities: 
Federal Aviation Administration / Flight Standards District Office; Miramar, Florida
Federal Aviation Administration - Accident Investigation and Prevention AVP100; Washington, District of Columbia

Airmen Testing & Training Inc


Location: West Palm Beach, FL
Accident Number: ERA21LA117
Date & Time: January 26, 2021, 17:15 Local
Registration: N474AT
Aircraft: Robinson R22 
Injuries: 2 None
Flight Conducted Under: Part 91: General aviation - Instructional

Aircraft and Owner/Operator Information

Aircraft Make: Robinson
Registration: N474AT
Model/Series: R22 Beta
Aircraft Category: Helicopter
Amateur Built: No
Operator: 
Operating Certificate(s) Held: None
Operator Designator Code:

Meteorological Information and Flight Plan

Conditions at Accident Site:
Condition of Light:
Observation Facility, Elevation: 
Observation Time:
Distance from Accident Site: 
Temperature/Dew Point:
Lowest Cloud Condition:
Wind Speed/Gusts, Direction: / ,
Lowest Ceiling: Visibility:
Altimeter Setting: 
Type of Flight Plan Filed:
Departure Point: 
Destination:

Wreckage and Impact Information

Crew Injuries: 2 None 
Aircraft Damage: Substantial
Passenger Injuries: 
Aircraft Fire: None
Ground Injuries: 
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 26.593056,-80.085065 (est)

Loss of Control in Flight: Piper PA-18-150 Super Cub, N8987Y; accident occurred June 01, 2020 in Nikiski, Alaska






Aviation Accident Factual Report - National Transportation Safety Board

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Anchorage, Alaska

Investigation Docket - National Transportation Safety Board: 


Location: Nikiski, AK
Accident Number: ANC20CA056
Date & Time: 06/01/2020, 2020 AKD
Registration: N8987Y
Aircraft: Piper PA18
Aircraft Damage: Substantial
Defining Event: Loss of control in flight
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

The pilot was landing the tailwheel and tundra tire-equipped airplane on a remote unimproved airstrip. While on final approach and just before touchdown, a gust of wind pushed the airplane to the left. The left wing contacted alder brush and the airplane veered to the left and ground looped sustaining substantial damage to the right wing. The pilot reported no preaccident mechanical failures or malfunctions that would have precluded normal operations.

In the recommendation section of the NTSB Accident/Incident Reporting Form 6120.1, the pilot stated that the accident may have been prevented if he had waited for a day without gusting wind conditions. 

Pilot Information

Certificate: Private
Age: 43, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Front
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: 11/19/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 03/27/2020
Flight Time: 525.3 hours (Total, all aircraft), 525.3 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N8987Y
Model/Series: PA18 150
Aircraft Category: Airplane
Year of Manufacture:1974 
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 18-7409132
Landing Gear Type: Tailwheel
Seats:
Date/Type of Last Inspection: 06/14/2019, Annual
Certified Max Gross Wt.: 1750 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 2028.4 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C126 installed, not activated
Engine Model/Series: O-320 SERIES
Registered Owner: On file
Rated Power:160 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: PAEN
Distance from Accident Site:
Observation Time: 0353 UTC
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:
Wind Direction: 90°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 29.54 inches Hg
Temperature/Dew Point: 17°C / 1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point:Soldotna, AK (PASX) 
Type of Flight Plan Filed: VFR
Destination: Nikiski, AK
Type of Clearance:None 
Departure Time: 1935 AKD
Type of Airspace: Class G

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