Sunday, March 07, 2021

Beech 65-A90 King Air, N129LA: Incident occurred March 07, 2021 at Northwest Florida Beaches International Airport (KECP), Panama City, Bay County, Florida

Federal Aviation Administration / Flight Standards District Office; Alabama and NW Florida 

Aircraft nose gear collapsed on landing. 

Bluebird 2000 LLC


Date: 07-MAR-21
Time: 22:12:00Z
Regis#: N129LA
Aircraft Make: BEECH
Aircraft Model: 90
Event Type: INCIDENT
Highest Injury: NONE
Aircraft Missing: No
Damage: UNKNOWN
Activity: SKYDIVING
Flight Phase: LANDING (LDG)
Operation: 91
City: PANAMA CITY
State: FLORIDA

PANAMA CITY, Florida (WJHG/WECP) - A single passenger plane was forced to make an emergency landing at Northwest Florida Beaches International Airport.

Northwest Florida Beaches International Airport Executive Director Parker McClellan was notified that a Beech 65-A90 King Air reported an emergency while in flight and notified the ECP control tower Sunday afternoon. Upon landing, the aircraft’s nose gear collapsed.

“There was one passenger aboard the plane. The passenger experienced no injuries and the emergency teams along with other crews were able to get the plane off the runway within an hour. Our fire department, our police department, and our maintenance folks at the airport train for this. It’s an event that doesn’t happen every day, but we train for it every day, said, McClellan.

Fuel Related: Piper PA-23-250 Aztec C, N335W; accident occurred March 05, 2020 near Stanly County Airport (VUJ), Albemarle, Stanly County, North Carolina







Aviation Accident Final Report - National Transportation Safety Board

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

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Charlotte, North Carolina

Investigation Docket - National Transportation Safety Board:


Location: Albemarle, North Carolina
Accident Number: ERA20LA127
Date & Time: March 5, 2020, 14:22 Local 
Registration: N335W
Aircraft: Piper PA23 
Aircraft Damage: Substantial
Defining Event: Fuel related 
Injuries: 2 None
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

The owner of the multiengine airplane was receiving a check out in the airplane from the flight instructor. During the initial climb, about 200 ft above ground level, the instructor noticed a decrease in airspeed and the pilot receiving instruction stated that both engines were losing power. The instructor immediately confirmed that the mixture levers were full rich and that the propeller and manifold levers were full forward. He also turned on the electric fuel pumps, which had not been turned on before takeoff. With insufficient runway remaining on which to land, the pilots continued over trees at the end of the runway before landing in a field. The instructor further stated that the electric fuel pump switches were on the far left of the instrument panel and he was unable to see their position before the loss of engine power. He added that he believed that the loss of engine power was the result of the electric fuel pumps being off.

Examination of the engines, fuel systems, ignition systems, and induction systems did not reveal any preimpact mechanical malfunctions, and examination of fuel samples from each fuel tank and both engine fuel sumps did not reveal any anomalies. Subsequent testing of the left and right engine mechanical fuel pumps revealed that they operated within specifications. Review of checklists in an owner's manual and airplane flight manual for the airplane make and model revealed instructions in both to use the electric fuel pumps during takeoff. Thus, it is likely that the pilot receiving instruction did not turn on the electric fuel pumps, which were located on his side of the instrument panel, before takeoff, and the instructor did not ensure that they were on.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilots' failure to ensure that the electric fuel pumps were on before takeoff, which resulted in a partial loss of power on both engines during initial climb.

Findings

Aircraft Fuel pumps - Not used/operated
Personnel issues Use of policy/procedure - Pilot
Personnel issues Use of policy/procedure - Instructor/check pilot
Personnel issues Use of equip/system - Pilot

Factual Information

On March 5, 2020, about 1422 eastern daylight time, a Piper PA-23-250, N335W, was substantially damaged when it was involved in an accident near Stanly County Airport (VUJ), Albemarle, North Carolina. The airline transport pilot and pilot receiving instruction were not injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 instructional flight.

According to a Federal Aviation Administration (FAA) inspector, the owner of the airplane was not onboard during the accident flight but was taking a video recording of the accident takeoff. The owner did not possess a multiengine land rating. The owner's flight instructor was seated in the left seat, receiving a "check out" in the make and model airplane from the pilot-in-command (PIC) flight instructor seated in the right seat. After the "check out," the owner's flight instructor could then provide training to the owner. The accident flight was the first flight after an annual inspection was completed on the airplane. Additionally, the airplane was completely fueled prior to the accident flight.

According to the PIC, during initial climb, about 200 ft above ground level, the pilot receiving instruction was the pilot flying. The PIC noticed a decrease in airspeed and the pilot receiving instruction stated that the engines were losing power. The PIC immediately made sure the mixture levers were full rich, and the propeller and manifold levers were full forward. He also switched on the electric fuel pumps, which had not been turned on prior to takeoff. The PIC further stated that the electric fuel pump switches were on the far left of the instrument panel and he was unable to see their position prior to the loss of engine power. The PIC added that he believed that was the mistake that caused the dual loss of engine power.

The PIC then coached the pilot receiving instruction to push forward on the yoke to retain airspeed; however, the airplane was too fast to land back on the remaining runway. The engines never fully recovered power and they climbed over trees at the end of the runway before making a hard landing in a muddy field.

Examination of the accident site by the FAA inspector revealed that during impact with the field, the airplane slid for about 190 ft. The left main landing gear separated and the nose gear collapsed, followed by the airplane rotating 180° before coming to rest upright. The inspector observed damage to the left wing spar, left wheel well, nose wheel well, and lower fuselage.

Review of a copy of the video corroborated the pilots' statements. Further examination of the engines was performed by an independent mechanic. The top spark plugs were removed from both engines and no anomalies were observed with their electrodes. The crankshaft was rotated by hand on both engines and valve train continuity was confirmed to the rear accessory section. Additionally, thumb compression was attained on all cylinders. Examination of the induction systems did not reveal any blockages or obstructions. Eight-ounce fuel samples were obtained from each of the four fuel cells as well as the left and right engine fuel sumps. All samples were noted to be blue in color and no water or debris were detected in any of the six samples. The magnetos were removed from both engines and rotated at 420 rpm for 10 seconds. All four magnetos produced spark at all leads.

The left and right engine mechanical fuel pumps were then removed and forwarded to a facility for testing. Both pumps tested satisfactorily within specifications.

Review of checklists in an owner's manual and airplane flight manual for the make and model airplane revealed instructions in both to turn the electric fuel pumps on prior to takeoff.

History of Flight

Initial climb Fuel related (Defining event)
Initial climb Loss of engine power (partial)
Emergency descent Off-field or emergency landing
Landing Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Airline transport; Commercial 
Age: 58, Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap only
Instrument Rating(s): Airplane 
Second Pilot Present: Yes
Instructor Rating(s): Airplane multi-engine; Airplane single-engine; Instrument airplane
Toxicology Performed: No
Medical Certification: Class 1 With waivers/limitations 
Last FAA Medical Exam: November 22, 2019
Occupational Pilot: Yes 
Last Flight Review or Equivalent: January 31, 2019
Flight Time: 16000 hours (Total, all aircraft), 40 hours (Total, this make and model), 194 hours (Last 90 days, all aircraft)

Other flight crew Information

Certificate: Airline transport; Commercial 
Age: 26, Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: Lap only
Instrument Rating(s): Airplane 
Second Pilot Present: Yes
Instructor Rating(s): Airplane multi-engine; Airplane single-engine; Instrument airplane
Toxicology Performed: No
Medical Certification: Class 1 Without waivers/limitations
Last FAA Medical Exam: April 2, 2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: December 22, 2018
Flight Time: 1019 hours (Total, all aircraft), 0 hours (Total, this make and model), 689 hours (Pilot In Command, all aircraft), 210 hours (Last 90 days, all aircraft), 46 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N335W
Model/Series: PA23 250
Aircraft Category: Airplane
Year of Manufacture: 1962 
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: 27-3017
Landing Gear Type: Retractable - Tricycle 
Seats: 6
Date/Type of Last Inspection: March 2, 2020 Annual 
Certified Max Gross Wt.: 5200 lbs
Time Since Last Inspection: 0 Hrs
Engines: 2 Reciprocating
Airframe Total Time: 4027 Hrs as of last inspection
Engine Manufacturer: Lycoming
ELT: C91A installed, not activated
Engine Model/Series: TIO-540
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: Day
Observation Facility, Elevation: VUJ,609 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 14:15 Local
Direction from Accident Site: 220°
Lowest Cloud Condition: Scattered / 3100 ft AGL 
Visibility: 10 miles
Lowest Ceiling: 
None Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 70° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.12 inches Hg 
Temperature/Dew Point: 13°C / 6°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Albemarle, NC (VUJ)
Type of Flight Plan Filed: None
Destination: Albemarle, NC (VUJ)
Type of Clearance: None
Departure Time: 14:22 Local
Type of Airspace:

Airport Information

Airport: Stanly County VUJ
Runway Surface Type: Asphalt
Airport Elevation: 609 ft msl
Runway Surface Condition: Dry
Runway Used: 04R 
IFR Approach: None
Runway Length/Width: 5499 ft / 100 ft
VFR Approach/Landing: Forced landing

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None 
Latitude, Longitude: 35.416667,-80.150833(est)

Loss of Control on Ground: Mooney M20K, N3928H; accident occurred March 06, 2020 at Louis Armstrong New Orleans International Airport (KMSY), Louisiana



Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Baton Rouge, Louisiana

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

https://registry.faa.gov/N3928H


Location: New Orleans, LA 
Accident Number: CEN20CA115
Date & Time: 03/06/2020, 2243 CST
Registration: N3928H
Aircraft: Mooney M20K
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal

Analysis

According to the pilot, the air traffic tower controller requested that he "keep up the speed" and execute a "close approach" before landing. During the landing roll at night, the pilot attempted to exit the runway at an excessive speed, and the airplane "began to tilt to the right." He tried to steer the airplane back to the runway, but the airplane exited the runway and impacted a taxiway sign. The airplane sustained substantial damage to the left wing. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's improper decision to turn the airplane from the runway onto the taxiway at an excessive speed, which resulted in a loss of directional control, runway excursion, and collision with a taxiway sign.

Findings

Personnel issues Decision making/judgment - Pilot
Aircraft Directional control - Not attained/maintained
Aircraft Surface speed/braking - Not attained/maintained
Environmental issues Sign/marker - Effect on operation
Environmental issues Dark - Effect on personnel

Factual Information

History of Flight

Landing-landing roll Loss of control on ground (Defining event)
Landing-landing roll Runway excursion
Landing-landing roll Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Private
Age: 51, Male
Airplane Rating(s): Single-engine Land
Seat Occupied:Left 
Other Aircraft Rating(s):None 
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 01/15/2020
Occupational Pilot: No
Last Flight Review or Equivalent: 11/04/2018
Flight Time:  (Estimated) 106.3 hours (Total, all aircraft), 40.9 hours (Total, this make and model), 47.2 hours (Pilot In Command, all aircraft), 18.5 hours (Last 90 days, all aircraft), 5.6 hours (Last 30 days, all aircraft), 5.6 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Mooney
Registration: N3928H
Model/Series: M20K No Series
Aircraft Category: Airplane
Year of Manufacture: 1979
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 25-0220
Landing Gear Type: Retractable - Tricycle
Seats:4 
Date/Type of Last Inspection: 03/01/2020, Annual
Certified Max Gross Wt.: 2900 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time:
Engine Manufacturer: Continental
ELT: C126 installed, not activated
Engine Model/Series: TSIO-360-6BCL
Registered Owner: On file
Rated Power:231 hp 
Operator:On file 
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Night
Observation Facility, Elevation: KMSY, 4 ft msl
Distance from Accident Site: 1 Nautical Miles
Observation Time: 0353 UTC
Direction from Accident Site: 283°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 25000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 8 knots /
Turbulence Type Forecast/Actual:
Wind Direction: 340°
Turbulence Severity Forecast/Actual:
Altimeter Setting: 30.21 inches Hg
Temperature/Dew Point: 17°C / 7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Mobile, AL (BFM)
Type of Flight Plan Filed: VFR
Destination: New Orleans, LA (MSY)
Type of Clearance: VFR
Departure Time: 2115 EST
Type of Airspace: Class B

Airport Information

Airport: LOUIS ARMSTRONG NEW ORLEANS IN (MSY)
Runway Surface Type: Concrete
Airport Elevation: 3 ft
Runway Surface Condition: Dry
Runway Used: 02
IFR Approach:None 
Runway Length/Width: 7001 ft / 150 ft
VFR Approach/Landing: Full Stop; Straight-in

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: 29.993333, -90.259167 (est)

Loss of Control on Ground: Piper PA-28R-200 Arrow II, N41429; accident occurred March 06, 2020 at Magic Valley Regional Airport (KTWF), Twin Falls County, Idaho





Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Boise, Idaho

Investigation Docket - National Transportation Safety Board:

Location: Twin Falls, Idaho
Accident Number: WPR20CA100
Date & Time: March 6, 2020, 10:40 Local
Registration: N41429
Aircraft: Piper PA28R 
Aircraft Damage: Substantial
Defining Event: Loss of control on ground 
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal
  
Analysis
  
The pilot reported that, during the takeoff roll with an 80° left crosswind of 18 knots, gusting to 24 knots, the airplane unexpectedly became airborne due to a wind gust. The airplane drifted off the right side of the runway, so the pilot aborted the takeoff and landed on dirt, closed the throttle, and applied braking. As the airplane continued forward, its right wing impacted a runway approach light, which resulted in substantial damage to the right wing. The pilot reported that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.
  
Probable Cause and Findings
  
The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's loss of directional control during takeoff in gusting crosswind conditions, which resulted in a runway excursion and impact with a runway approach light.

Findings
  
Aircraft Directional control - Not attained/maintained
Personnel issues Aircraft control - Pilot
Environmental issues Crosswind - Effect on operation
Environmental issues Gusts - Effect on operation
Environmental issues Runway/taxi/approach light - Effect on operation

Factual Information
  
History of Flight
  
Takeoff Other weather encounter
Takeoff Loss of control on ground (Defining event)
Takeoff Runway excursion
After landing Collision with terr/obj (non-CFIT)
  
Pilot Information
  
Certificate: Private 
Age: 63, Male
Airplane Rating(s): Single-engine land 
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: 3-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: BasicMed None
Last FAA Medical Exam: December 12, 2017
Occupational Pilot: No 
Last Flight Review or Equivalent: July 1, 2018
Flight Time: 358 hours (Total, all aircraft), 283 hours (Total, this make and model), 358 hours (Pilot In Command, all aircraft), 6 hours (Last 90 days, all aircraft), 4 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)
  
Aircraft and Owner/Operator Information
  
Aircraft Make: Piper 
Registration: N41429
Model/Series: PA28R 200 
Aircraft Category: Airplane
Year of Manufacture: 1974
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28R-7435180
Landing Gear Type: Retractable - Tricycle
Seats: 4
Date/Type of Last Inspection: April 5, 2019 Annual
Certified Max Gross Wt.: 2650 lbs
Time Since Last Inspection: 59 Hrs
Engines: 1 Reciprocating
Airframe Total Time: 5302.4 Hrs at time of accident
Engine Manufacturer: Lycoming
ELT: C126 installed, not activated
Engine Model/Series: IO-360-CIC
Registered Owner: 
Rated Power: 200 Horsepower
Operator: On file 
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan
  
Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KTWF, 4154 ft msl 
Distance from Accident Site:
Observation Time: 10:32 Local 
Direction from Accident Site:
Lowest Cloud Condition: Clear 
Visibility:  10 miles
Lowest Ceiling: None Visibility (RVR):
Wind Speed/Gusts: 18 knots / 24 knots 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 180° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.02 inches Hg
Temperature/Dew Point: 18°C / -7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Twin Falls, ID (KTWF) 
Type of Flight Plan Filed: None
Destination: Jackpot, NV (K06U)
Type of Clearance: None
Departure Time: 10:40 Local
Type of Airspace: Class D
  
Airport Information
  
Airport: Joslin Field - Magic Valley Re KTWF
Runway Surface Type: Asphalt
Airport Elevation: 4154 ft msl
Runway Surface Condition: Dry
Runway Used: 26 
IFR Approach: None
Runway Length/Width: 8703 ft / 150 ft 
VFR Approach/Landing: Forced landing
  
Wreckage and Impact Information
  
Crew Injuries: 1 None 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 None 
Latitude, Longitude: 42.483333,-114.484725(est)

Loss of Control on Ground: de Havilland Canada DHC-6-300 Twin Otter, N72GC; accident occurred March 06, 2020 at Boulder City Municipal Airport (KBVU), Clark County, Nevada




















Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Las Vegas, Nevada

Investigation Docket - National Transportation Safety Board:

https://registry.faa.gov/N72GC

Date & Time: March 6, 2020, 11:15 Local
Registration: N72GC
Aircraft: De Havilland DHC6 
Aircraft Damage: Substantial
Defining Event: Loss of control on ground 
Injuries: 2 None
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

An operator's pilot was conducting training for a newly hired pilot for a first officer position in the twin-engine airplane. After accomplishing air work, the pilots returned to the airport to practice landings and takeoffs. According to both pilots, the first approach was normal, and the airplane touched down slightly right of the runway centerline. The trainee pilot stated that, after touchdown, the airplane began drifting further right and that he was unable to correct the deviation. The trainer pilot reported that, when directional control became unstable, he told the trainee, "I have the controls." The trainer pilot saw that the trainee pilot released his hands from the engine power levers and the yoke, but the airplane continued to deviate to the right, contrary to his control inputs and his addition of asymmetric power to the engines. The trainer pilot realized that, based on his inputs, the airplane should have returned to the centerline but that it did not and that it was behaving as if the trainee pilot was applying some braking. At that point, the trainer pilot again told the trainee pilot to release the controls, and he used the brakes, which he reported applied and released normally. Subsequently, the airplane exited the right side of the runway and impacted a ditch. The airplane sustained substantial damage to the right wing. The trainer pilot and the operator reported that there were no mechanical failures or malfunctions with the airplane that would have precluded normal operation. The trainer pilot reported that he believed the trainee pilot's feet were either on the brakes or interfered with his brake and/or rudder application attempts. The trainee pilot reported that he could not recall the position of his feet after he relinquished airplane control to the trainer pilot.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The trainee pilot's loss of directional control during landing and his subsequent unintentional control interference with the brakes and/or rudder during the trainer pilot's attempted remedial action, which resulted in a runway excursion and collision with a ditch.

Findings

Aircraft Directional control - Not attained/maintained
Personnel issues Aircraft control - Student/instructed pilot
Personnel issues Use of equip/system - Student/instructed pilot
Aircraft Brake - Unintentional use/operation
Aircraft Rudder control system - Unintentional use/operation
Environmental issues Sloped/uneven terrain - Effect on operation

Factual Information

History of Flight

Landing-landing roll Loss of control on ground (Defining event)
Landing-landing roll Attempted remediation/recovery
Landing-landing roll Runway excursion
Landing-landing roll Collision with terr/obj (non-CFIT)

Flight instructor Information

Certificate: Airline transport
Age: 55, Male
Airplane Rating(s): Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 1 With waivers/limitations
Last FAA Medical Exam: February 25, 2020
Occupational Pilot: Yes 
Last Flight Review or Equivalent: October 22, 2019
Flight Time: 23500 hours (Total, all aircraft), 20000 hours (Total, this make and model), 18500 hours (Pilot In Command, all aircraft), 75 hours (Last 90 days, all aircraft), 28 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)

Pilot Information

Certificate: Commercial; Private 
Age: 52, Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Right
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: Yes
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Class 1 With waivers/limitations
Last FAA Medical Exam: January 17, 2020
Occupational Pilot: Yes
Last Flight Review or Equivalent: September 26, 2018
Flight Time: 583 hours (Total, all aircraft), 4 hours (Total, this make and model), 539 hours (Pilot In Command, all aircraft), 8 hours (Last 90 days, all aircraft), 6 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: De Havilland 
Registration: N72GC
Model/Series: DHC6 300 
Aircraft Category: Airplane
Year of Manufacture: 1969 
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 264
Landing Gear Type: Tricycle 
Seats: 21
Date/Type of Last Inspection: September 25, 2019 Continuous airworthiness
Certified Max Gross Wt.: 12500 lbs
Time Since Last Inspection: 
Engines: 2 Turbo prop
Airframe Total Time: 50964 Hrs as of last inspection
Engine Manufacturer:
ELT: Installed, not activated 
Engine Model/Series:
Registered Owner: 
Rated Power:
Operator: 
Operating Certificate(s) Held: Commercial air tour (136)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: BVU,2200 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 11:15 Local
Direction from Accident Site:
Lowest Cloud Condition: Clear 
Visibility 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual:  /
Wind Direction: 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.07 inches Hg
Temperature/Dew Point: 21°C / -1°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Boulder City, NV (BVU) 
Type of Flight Plan Filed: Company VFR
Destination: Boulder City, NV (BVU) 
Type of Clearance: None
Departure Time: 10:05 Local
Type of Airspace: Class E

Airport Information

Airport: Boulder City BVU
Runway Surface Type: Asphalt
Airport Elevation: 2200 ft msl 
Runway Surface Condition: Dry
Runway Used: 27
IFR Approach: None
Runway Length/Width: 4803 ft / 75 ft 
VFR Approach/Landing: Traffic pattern

Wreckage and Impact Information

Crew Injuries: 2 None 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 2 None 
Latitude, Longitude: 35.947223,-114.864723(est)

Nose Over: CubCrafters CC11-160 Carbon Cub SS, N78BK; accident occurred March 07, 2020 in Mack, Mesa County, Colorado




Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Salt Lake City, Utah

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

https://registry.faa.gov/N78BK


Location: Mack, Colorado 
Accident Number: CEN20CA116
Date & Time: March 7, 2020, 11:00 Local
Registration: N78BK
Aircraft: Cub Crafters CC11-160 
Aircraft Damage: Substantial
Defining Event: Nose over/nose down
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

According to the pilot, he was conducting an off-airport landing to a river sandbar when he noticed wires in his approach path. He pushed forward on the stick to lower the nose and avoid the wires; however, the airplane touched down in the river just short of the sand bar and nosed over. The airplane sustained substantial damage to the right wing strut. The pilot reported that the accident could have been avoided if he had reconnoitered the area for obstacles before beginning the approach. The pilot added that there were no preaccident mechanical malfunctions or failures with the airplane that would have precluded normal operation.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to reconnoiter the approach area in preparation for an off-airport landing on a sandbar, which necessitated an evasive maneuver to avoid wires and resulted in an unintentional landing in the river short of the sandbar and a subsequent nose-over.

Findings

Personnel issues Decision making/judgment - Pilot
Personnel issues Flight planning/navigation - Pilot
Environmental issues Soft surface - Effect on operation

Factual Information

History of Flight

Approach Abrupt maneuver
Landing Off-field or emergency landing
Landing-flare/touchdown Nose over/nose down (Defining event)

Pilot Information

Certificate: Commercial
Age: 36,Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Front
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: No
Medical Certification: Class 2 With waivers/limitations 
Last FAA Medical Exam: June 21, 2019
Occupational Pilot: No 
Last Flight Review or Equivalent: February 24, 2019
Flight Time: (Estimated) 3113 hours (Total, all aircraft), 72 hours (Total, this make and model), 3046 hours (Pilot In Command, all aircraft), 73 hours (Last 90 days, all aircraft), 21 hours (Last 30 days, all aircraft), 3 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cub Crafters 
Registration: N78BK
Model/Series: CC11-160 100
Aircraft Category: Airplane
Year of Manufacture: 2012 
Amateur Built: No
Airworthiness Certificate: Experimental light sport (Special)
Serial Number: CC11-00222
Landing Gear Type: Tailwheel 
Seats: 2
Date/Type of Last Inspection: July 13, 2019
Annual Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 305 Hrs as of last inspection
Engine Manufacturer: CUB CRAFTERS
ELT: C126 installed, activated, aided in locating accident
Engine Model/Series: CC340
Registered Owner: 
Rated Power: 180 Horsepower
Operator: 
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KGJT, 4839 ft msl 
Distance from Accident Site: 21 Nautical Miles
Observation Time: 17:53 Local 
Direction from Accident Site: 112°
Lowest Cloud Condition: Clear 
Visibility 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 10 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 130° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.29 inches Hg
Temperature/Dew Point: 12°C / -8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Moab, UT (UT97) 
Type of Flight Plan Filed: None
Destination: Mack, CO
Type of Clearance: None
Departure Time: 07:15 Local
Type of Airspace: Class G

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 None 
Latitude, Longitude: 39.264999,-108.950279(est)






Nose Over: Cessna P206 Super Skylane, N206JF; accident occurred March 02, 2020 at Hill City-Quadna Mountain Airport (07Y), Aitkin County, Minnesota





Aviation Accident Final Report - National Transportation Safety Board

 Additional Participating Entity: 
Federal Aviation Administration / Flight Standards District Office; Minneapolis, Minnesota

Investigation Docket - National Transportation Safety Board:
Location: Hill City, Minnesota
Accident Number: CEN20CA111
Date & Time: March 3, 2020, 17:00 Local
Registration: N206JF
Aircraft: Cessna P206 
Aircraft Damage: Substantial
Defining Event: Nose over/nose down
Injuries: 1 Minor, 1 None
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

According to the pilot, he was receiving a flight review and the flight instructor had briefed him to fly the approach to the runway and to terminate the approach by conducting a go-around. However, the pilot allowed the airplane to become "too low and too slow." The landing gear contacted the snow-covered runway as engine power was being added, and the airplane nosed over. The airplane sustained
substantial damage to the left wing. The chart supplement for the airport indicated that the airport was closed during winter months. In addition, a NOTAM was in effect advising pilots that the runway was closed from early December through mid-May.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to maintain the proper altitude and airspeed during the approach and his delayed addition of power to go around and the flight instructor's delayed remedial action, which resulted in a nose-over after landing on the closed snow-covered runway. 

Findings

Personnel issues Aircraft control - Pilot
Personnel issues Delayed action - Pilot
Personnel issues Delayed action - Instructor/check pilot
Aircraft Altitude - Not attained/maintained
Aircraft Airspeed - Not attained/maintained
Environmental issues Snow/slush/ice covered surface - Contributed to outcome

Factual Information

History of Flight

Approach Miscellaneous/other
Approach Collision with terr/obj (non-CFIT)
Other Nose over/nose down (Defining event)

Pilot Information

Certificate: Private
Age: 61, Male
Airplane Rating(s): Single-engine land; Single-engine sea
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: No
Medical Certification: Class 3 Without waivers/limitations
Last FAA Medical Exam: July 23, 2018
Occupational Pilot: No 
Last Flight Review or Equivalent: February 18, 2018
Flight Time: 1342 hours (Total, all aircraft), 1259 hours (Pilot In Command, all aircraft), 8 hours (Last 90 days, all aircraft), 6 hours (Last 30 days, all aircraft)

Flight instructor Information

Certificate: Commercial; Flight instructor 
Age: 69, Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land
Seat Occupied: Right
Other Aircraft Rating(s): None
Restraint Used: Lap only
Instrument Rating(s): Airplane 
Second Pilot Present: Yes
Instructor Rating(s): Airplane single-engine
Toxicology Performed: No
Medical Certification: Class 2 With waivers/limitations
Last FAA Medical Exam: May 9, 2019
Occupational Pilot: Yes
Last Flight Review or Equivalent: May 21, 2019
Flight Time: (Estimated) 19315 hours (Total, all aircraft), 1150 hours (Total, this make and model), 18450 hours (Pilot In Command, all aircraft), 14 hours (Last 90 days, all aircraft), 4 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 
Registration: N206JF
Model/Series: P206 Undesignated
Aircraft Category: Airplane
Year of Manufacture: 1965 
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: P206-0137
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: March 27, 2019 Annual
Certified Max Gross Wt.: 3300 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 2164.7 Hrs at time of accident
Engine Manufacturer: Continental
ELT: C126 installed, not activated 
Engine Model/Series: IO-520-F
Registered Owner: 
Rated Power: 285 Horsepower
Operator: On file
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: KGPZ,1355 ft msl 
Distance from Accident Site: 16 Nautical Miles
Observation Time: 22:56 Local 
Direction from Accident Site: 13°
Lowest Cloud Condition: Clear 
Visibility: 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 11 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 180°
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.5 inches Hg
Temperature/Dew Point: 1°C / -8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Grand Rapids, MN (GPZ)
Type of Flight Plan Filed: None
Destination: Bowstring, MN (9Y0)
Type of Clearance: None
Departure Time: 16:45 Local 
Type of Airspace: Class G

Airport Information

Airport: Hill City-Quadna Mountain 07Y
Runway Surface Type: Snow
Airport Elevation: 1289 ft msl 
Runway Surface Condition: Snow
Runway Used: 16
IFR Approach: None
Runway Length/Width: 2902 ft / 150 ft 
VFR Approach/Landing: Go around

Wreckage and Impact Information

Crew Injuries: 1 Minor, 1 None 
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A Aircraft
Explosion: None
Total Injuries: 1 Minor, 1 None 
Latitude, Longitude: 46.955833,-93.597503(est)

’Copter-based collar work means stressful day for elk, but aids research for good of species





If elk could talk, four of them near Aspen would have quite the story to tell their herdmates about what they experienced Friday morning.

There, each one of them was, minding its own business, when in swooped this noisy, airborne contraption, from which a net was shot its way. Before the elk knew it, it was being hobbled, blindfolded, and wrapped in a sling, to be hauled off dangling beneath a helicopter to a location where humans awaited to sedate it and give it what amounted to a quick physical in the field.

The elk was then released, still a bit dazed and confused by its experience, and began making it way back to its herd, with three of the four wearing newly placed collars on their necks.

Though they were unharmed, it was perhaps not these animals’ best day. But their experience was for the good of their species in western Colorado. What they underwent was part of a research project by Colorado Parks and Wildlife aimed at studying declines in elk numbers in parts of the Western Slope and factors that might be contributing, from recreation, to development, to predation.

Winter is a busy time for aviation-related work by CPW. It’s when agency staff flying in airplanes and helicopters do winter counts of deer and elk, classifying the animals they see by age and health to help determine herd health.

But the more hands-on, capturing-and-collaring project of which Friday’s work was a part is a six-year project that started in 2019 and is aimed at better understanding the drop in what’s called recruitment in elk herds. That’s a reference to how many elk calves survive long enough to become part of the adult populations, at which point each animal’s odds of long-term survival are far higher.

“We have been seeing a steady decline in that (recruitment) number over the last 15 or 20 years,” Nathaniel Rayl, a big-game researcher leading the study, said Friday before the start of the helicopter-facilitated collaring work.

CALF-COW RATIO CONCERNS

The focus of the day’s work was the Avalanche Creek elk herd, which is spread out through much of the Roaring Fork Valley. Matt Yamashita, CPW’s area wildlife manager in Glenwood Springs, said that historically the herd had a ratio of about 50 calves for every 100 cows. Now as few as 30 or fewer calves are being seen for every 100 cows — not enough to sustain an elk population over the long term.

The concern isn’t just in the Roaring Fork Valley, and neither is the focus of the research project. Crews planned to conclude work in the Roaring Fork Valley this weekend by collaring a total of 40 pregnant elk at various locations there, before moving on to do the same on the Uncompahgre Plateau, and then collar 20 elk at the new Fishers Peak State Park near Trinidad.

Earlier this week they collared 40 elk in the Bears Ears herd in the Craig area. For the study’s purpose, that herd is serving as a control, reference herd — a healthy one with the highest recruitment in the state.

Pregnant cows also are fitted with vaginal implant transmitters. When their calves are born this spring, the transmitters fall onto the ground and communicate with the radio collars on the mother elks’ necks, said Yamashita. CPW crews are alerted and head quickly to a transmitter’s location, and are able to find the newborn calf and collar it.

CPW says it plans to use the information obtained from collared cows and calves to assess herd health, estimate survival rates, identify major sources of mortality and evaluate the influence of human recreation on herds. Yamashita said collars that stop moving eventually send out a mortality signal, and CPW can then investigate what caused the death, from predation, to road kill, to harvest by a hunter.

RECREATION IMPACTS

Researchers also are trying to determine to what degree recreation use by hikers, backcountry skiers, bikers, motorized-vehicle users and others may be displacing herds from areas. It’s a concern that’s only increasing due to the explosion in recreation on public land in places like the Roaring Fork Valley and the Uncompahgre Plateau.

John Groves, district wildlife manager in Carbondale for CPW, said local outdoor recreation was “off the hook this year.”

“It seemed like an exponential increase … but we’ve been seeing that for the last 10 years, anyways, if not more, which we understand. People want to get out and recreate. The challenge is how to manage between wildlife needs and the desire to recreate.”

He said that’s why CPW already uses seasonal closures in places. At certain times of year recreation may not have much impact, but at others times it does, such as in calving season, and in winter on critical winter range, he said.

The pandemic helped drive up outdoor recreation activity last year, and Groves thinks it could contribute to longer-term increases. People have been escaping cities and buying up homes locally, realizing they can live anywhere and work virtually.

Another concern is that people more frequently are pushing farther into backcountry big-game habitat than ever before. Better, lighter gear, such as for skiing, helps foster this, as does a drive by adventurous skiers, mountain bikers, trail runners and others to explore new areas.

“They’re going farther into the woods than 20 years ago they did,” Groves said. “So there used to be some of those areas that wouldn’t see people. Those areas are being impacted more and more.”

Yamashita said the Uncompahgre Plateau gets considerable motorized use and is seeing a significant increase in recreation as well.

He said multiple factors likely are contributing to a decline in elk numbers. The study could help shed more light on what’s going on, and what might be done about it, in a state that historically has boasted of having the largest elk herd in the continental United States.

“We’re slowly declining,” in elk numbers, Yamashita said. “We’re slowly coming to a point where we may lose that status and stature.”

‘A GIANT EAGLE’

Those involved in Friday’s work are doing their part to keep that from happening. Among them was Harley Cushman, of Cody, Wyoming, who works for Quicksilver Air Inc., the contract helicopter involved with the work. On this day he was the helicopter’s field truck driver. Other times he works as a “mugger” on the ’copter crew.

An airplane was used Friday to spot elk from the air, aided by GPS data and radio transmissions from previously collared elks, and fresh tracks from snow the previous day. Then the helicopter crew headed in, worked the elk to a good spot, and the net gunner leaned out and fired a net at a cow elk. In what sounds a bit like a rodeo sport, the mugger and net gunner then jumped out of the helicopter to hobble and blindfold the animal, disentangle it from the net and position it in the sling to be flown away.

Crews on Friday sought to capture elk within a mile or so of where ground crews would work on them.

“We don’t want to fly them for 10, 20 miles at a time. We want to minimize the risk,” Yamashita said.

Cushman said the Quicksilver crew makes quality animal handling a priority, trying to cause the least harm possible.

“You’re putting them in a very high-stress situation. I mean, they certainly think it’s a giant eagle … or a fire-breathing dragon. But we really try to work these animals calm. I think, obviously, at the end of the day we all want to go home in one piece, and we want all the animals to go about their lives as usual,” Cushman said.

He called the job “a fun gig” that lets him see beautiful western scenery from the air. But it’s dangerous as well, with helicopter capture crews globally typically suffering at least one wreck a year, often fatal, he said. He remembers a snow squall moving in on an airborne crew he was part of once near Salida and the helicopter’s blades quickly icing up. Fortunately, the “very competent pilot” was able to promptly and safely land the helicopter, Cushman said.

A DRUG TO HELP FORGET

Crews worked in sunny conditions Friday, hauling the elk to the CPW work site on private ranch land. There, veterinarians administered an immobilization drug and joined others in getting to work taking the animals’ temperature, drawing blood samples, using ultrasound to see if they were pregnant, collaring and installing vaginal transmitters in the three that were, checking the animals’ ages by inspecting their teeth, and so on.

The vets monitored the animals to make sure they weren’t getting too hot. They can use medicine and cold-water enemas to cool the animals, or if need be simply release them without processing if overheating remains a concern.

While the drug used to immobilized the animals doesn’t totally knock them out, it “helps them forget the experience, so that’s always a nice thing,” said Mary Wood, state wildlife veterinarian for CPW.

Once the ground crews finished their work on the animals, typically within 15 minutes or so, a reversal drug was administered that quickly rejuvenated them and they were released in the direction from which they were captured. Pink flagging on their collar indicated they’d already been captured, to keep the helicopter crew from inadvertently putting them through the same experience more than once during the day’s work.

Wood was pretty happy with how things went with the four elk in the day’s first operation. None were hot, and there weren’t signs of health issues. A few were on the skinny side but the last two were “actually quite fat,” she said.

“We didn’t see any injuries. The processing time was pretty quick, so they weren’t down very long — what we like to see,” Wood said.

Eden Vardy, a member of the Colorado Parks and Wildlife Commission who grew up in and lives in the Aspen area, was on hand with his daughter, Jasper, 7, to watch Friday’s work. He said he still sees a lot of elk in the area, but not as many as when he was growing up.

He’s happy to see the elk research taking place.

“I think the balance of recreation and conservation is always at the forefront at the commission table,” Vardy said. “… We know we have a lot of work to do, but getting good physical science helps us make the best decisions.”