Sunday, March 21, 2021

The dangers of mountain flight

(Editor’s note: This is the first of two stories dedicated to the history of flying in Western North Carolina.)




Flying over the Smoky Mountains is an exhilarating experience, and a dangerous one. The temperamental winds, changing weather and high elevations have claimed many a plane and many a life.

From its creation after World War II until it combined with the Asheville Squadron in the early 2000s, the Haywood County Squadron of the Civil Air Patrol was kept busy looking for missing planes, mostly in the mountains, though its members participated in searches in other parts of the state. Most of the long-term pioneers of the Haywood CAP are gone now – including M.T. “Buster” Bridges, Charles Balentine and Raymond Caldwell. Their adventures are preserved, however, thanks to interviews and news stories from the past 80 years.

The Haywood County pilots who loved flying and who invested their time, equipment and money in search and rescue missions became almost legendary in the years they served. Charles Balentine, who owned a service station in Waynesville, lost a brother and a son in separate airplane crashes but continued to fly. Raymond Caldwell was assigned to a squadron of Navy fighter planes in World War II, took his own flying lessons, and returned to Haywood County, joining the Civil Air Patrol. He would serve many years as squadron leader, retiring from the CAP at age 75, continuing to fly for years after. Bridges, for many years a co-owner of The Mountaineer, was also an active CAP leader; based on news reports from the 1960s and 1970s, Bridges had a gift for spotting downed planes.

Steve Siske


When Steve Siske was 5 years old, Balentine took him for an airplane ride on a Christmas morning. That flight ignited a passion in Siske, who used money earned by mowing yards to pay for flying lessons, starting at age 14. Siske took his solo flight around his 16th birthday — before he had a driver’s license. He was only a few years out of high school when he purchased his first airplane. He worked in law enforcement in Haywood County and later Asheville, and served as Haywood CAP squadron commander before the unit and other local squadrons consolidated into the Asheville Composite Squadron. Today, he no longer volunteers for the Civil Air Patrol, though he is a member of the Lake Hartwell Coast Guard Auxiliary. He is a licensed and active flight instructor who vividly remembers many of the search and rescue or retrieval operations that the older CAP members often recalled.

The search for Jack Kopper

Kopper was a salesman who flew out of Columbus, Ohio, in February 1969 and never reached his destination. The search for Kopper centered on Haywood County, because residents in the Crabtree and Fines Creek communities had seen a plane flying unusually low. Caldwell recalled how the CAP scoured the mountains from the Crabtree Bald to the state line. “I guess I flew as many as 50 hours,” he said. The CAP searched for a month. The Kopper family stayed in Haywood County for three weeks. When the Air Force called off the search, volunteers continued to look when they could.

Another search for Kopper, this one in May, had a tragic twist. The middle of that month, three Ohio fliers arrived in Haywood County to look for Kopper’s plane. They checked in with Haywood CAP leader Paul McElroy, who told them he was preparing to go on a search for four other men whose plane was missing. Those missing fliers were also from Ohio — and were friends of the searchers. So the Ohio volunteers ended up looking for friends they had not known were missing. The four men were found, dead, in the wreckage of their craft.

By Thanksgiving, the Kopper family had given up hope of finding Jack alive but desperately wanted a decent burial for his remains. Jean Kopper, his widow, addressed the searchers in The Mountaineer. “To all the Zeb Clarks, Jack Messers, Paul McElroys, Bus Bridges and others in Western North Carolina, we say ‘thank the good Lord for you and people like you,” she said.

In May 1970, a flight instructor and manager of the Morristown, Tennessee, airport, spotted a flash of what turned out to be sunlight reflecting off the plexiglass of a downed plane. Using her directions, volunteers found Kopper’s body, still in the plane 15 months after the crash. Kopper’s tragedy illustrates the challenges of searching for downed aircraft in the mountains — the rough terrain, heavy undergrowth, particularly laurel and rhododendron thickets, can swallow up a wrecked aircraft. “There are still a lot of planes lying around these mountains that ain’t been found,” Caldwell said in a 1999 interview.

Deadly terrain

The mountains create hazardous conditions for fliers, particularly those from out of state unfamiliar with piloting over the terrain. Winds can be tricky around mountain slopes, particularly an odd but extremely dangerous phenomenon known as a “mountain wave” that can pull a plane down. Fog can move in quickly, destroying visibility and leaving pilots unaware of how close they are to mountainsides — many a plane has flown full speed into the side of a mountain.

“Weather is the No. 1 killer when flying in the mountains,” Siske said. “You don’t know where you are, and you strike the side of a mountain.” The CAP requires its pilots to be certified for mountain flying before they are allowed to pilot planes during searches, he added.

Bad weather, bad timing

Terrible weather and a terrible coincidence claimed the lives of two pilots near Water Rock Knob in a tragedy that Siske remembers vividly.

P.S. Ferguson, who owned a dairy and a landing strip near Bryson City, took off from Charlotte with 19-year-old fellow pilot Samuel English on Christmas Eve, 1977. Ferguson had filed an instrument flight plan to Asheville, then stated he would fly on to Bryson City by following the highway. But at Balsam, in intense fog, Ferguson slammed his plane into Rocky Face Mountain, close to Water Rock. The deaths of Ferguson and English hit the Civil Air Patrol hard. Both men were CAP members and experienced fliers. How could such a thing have happened?

The Federal Aviation Administration report revealed a heart-breaking answer, Siske said. Despite the bad weather, Ferguson had decided to fly on to Bryson City, using instrument navigation. The Bryson City strip had no beacon, but Ferguson was confident he could use the transmitter signal from the Sylva radio station to set his course — something he had done many times before. Ferguson didn’t know that the Sylva station’s transmitter had just been moved. Shrouded in fog and sleet, setting his headings on a relocated transmitter, he flew into the mountain. It’s a good example, Siske added, of the reason pilots are prohibited from using radio station transmissions to set their course.

Not all crashes had such tragic endings. Caldwell, who died in 2019 at the age of 95, could remember at least three times when an aircraft came down in trees, and the pilots and passengers escaped without serious injury.

One pilot crash-landed his plane in trees in the Walnut Bottoms section of the Great Smoky Mountains National Park. He climbed down the tree, faced down a bear, then walked out. On another occasion, a group had purchased a lightweight plane that stalled out as they tried to fly over Soco Gap. It fell into a tree. The passengers climbed down and walked out. Another “tree landing” also occurred near Soco Gap when a plane stalled but “landed right on top of a locust tree 16 or 18 inches in diameter,” Caldwell said. “Their weight bent the tree over to the ground. They walked away.”



Fewer disasters

Though airplane tragedies still happen, they don’t happen as often as they did in the 1960s and 1970s. CAP veterans credit better technology and instrumentation.

“We used to have them (searches) all winter long, sometimes be working on two at the same time,” Caldwell said in 1999. “I guess we have more reliable airplanes, better navigational equipment and probably education — that would be the main thing.”

In an interview last week, Siske agreed with Caldwell’s decade-old statement.

“The No. 1 thing is the training,” Siske said. “The FAA has increased the practical test standards. Flight instructors are held to much higher standards than many years ago.

“As instructors, we have to do our dangdest to teach pilot judgment,” he said. “If the weather’s not good, don’t go. If you feel bad, don’t go. Teach them not to take risks. If something’s not right or doesn’t look right, don’t do it. It’s not usually one little thing that is going to bring an airplane down. You keep adding to a situation until it’s out of control.”

Brad Corpening, who lives in Haywood County, is a member of the Asheville Squadron of the CAP who gives a lot of credit to technology in improving the safety of mountain flights.

“The GPS navigation systems we have now are phenomenal,” he said. “Used to, you would see pilots with large satchels with maps and charts — now that’s all on an I-Pad.” Devices that describe local terrain and give terrain warnings are common in small aircrafts. “I think the technology is better and the instructors are better,” he said.

The military has had its share of aircraft tragedies in and around Haywood County, the most famous being the “Cold Mountain Bomber.”

(Next week, we take a look at the aircraft tragedies that had ties to the military and federal government.)

Fire / Smoke (Non-Impact): Piper PA-28-140, N2667Q; accident occurred March 20, 2019 at Savannah/Hilton Head International Airport (KSAV), Georgia








Aviation Accident Final Report - National Transportation Safety Board 

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Atlanta, Georgia

Investigation Docket - National Transportation Safety Board:


Location: Savannah, GA
Accident Number: GAA19CA176
Date & Time: 03/20/2019, 1500 EDT
Registration: N2667Q
Aircraft: Piper PA28
Aircraft Damage: Substantial
Defining Event: Fire/smoke (non-impact)
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis

The pilot reported that, during the landing roll, wind pushed the airplane to the right and that he overcompensated with left rudder. The airplane veered left, abruptly rotated about 180°, and then stopped on the runway at a taxiway intersection.

The tower controller asked the pilot if he could restart the engine or if he needed a tow. The pilot attempted to restart the engine four to five times. While attempting a "hot start," he saw black smoke coming from the lower left engine cowling. He leaned forward and saw flames in the same location. The pilot searched for a fire extinguisher to no avail. He egressed the airplane without further incident.

The pilot added that, during the multiple restarts, he engaged the starter for 5 to 8 seconds and estimated that the time between attempts was about 5 seconds. He attempted a hot start for the first couple of attempts. After he observed the engine fire, he attempted a flooded start. 

The airplane sustained substantial damage to the fuselage.

The pilot reported that there were no preaccident mechanical failures or malfunctions with the airplane that would have precluded normal operation.

The director of maintenance reported that the fire extinguisher was located in the seat pocket behind the copilot's seat.

The airport's automated weather observation station reported that, about 7 minutes before the accident, the wind was from 360° at 10 knots, gusting to 17 knots. The pilot landed the airplane on runway 10.

The Pilot's Operating Handbook, Section 3.7, "Engine Fire During Start," stated the following:

Engine fires during start are usually the result of overpriming.

Section 4.13, "Starting Engine," stated the following:

Starter manufacturers recommend that cranking periods be limited to thirty sections with a two minute rest between cranking periods. Longer cranking periods will shorten the life of the starter.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The pilot's failure to conduct the engine starting procedures in accordance with the Pilot's Operating Handbook, which resulted in an engine fire.

Findings

Personnel issues Use of policy/procedure - Pilot

Factual Information

History of Flight

Standing-engine(s) start-up Fire/smoke (non-impact) (Defining event)

Pilot Information

Certificate: Private
Age: 59, 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: Class 3 Without Waivers/Limitations
Last FAA Medical Exam: 10/02/2018
Occupational Pilot: No
Last Flight Review or Equivalent: 03/20/2019
Flight Time:  (Estimated) 81 hours (Total, all aircraft), 81 hours (Total, this make and model), 15 hours (Pilot In Command, all aircraft), 35 hours (Last 90 days, all aircraft), 17 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N2667Q
Model/Series: PA28 140
Aircraft Category: Airplane
Year of Manufacture: 1977
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28-7725203
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: 02/08/2019, 100 Hour
Certified Max Gross Wt.: 2150 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 4867.8 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: Installed, not activated
Engine Model/Series: O-320-E3D
Registered Owner: Bw Aviation Llc
Rated Power: 160 hp
Operator: Bw Aviation Llc
Operating Certificate(s) Held: None 

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation:
Distance from Accident Site:
Observation Time: 1853 UTC
Direction from Accident Site:
Lowest Cloud Condition: Scattered / 4800 ft agl
Visibility:  10 Miles
Lowest Ceiling:
Visibility (RVR):
Wind Speed/Gusts: 10 knots / 17 knots
Turbulence Type Forecast/Actual: None / None
Wind Direction: 360°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.1 inches Hg
Temperature/Dew Point: 19°C / 6°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Summerville, SC (DYB)
Type of Flight Plan Filed: None
Destination: Savannah, GA (SAV)
Type of Clearance: VFR; VFR Flight Following
Departure Time: 1400 EDT
Type of Airspace: Class C

Airport Information

Airport: SAVANNAH/HILTON HEAD INTL (SAV)
Runway Surface Type: Concrete
Airport Elevation: 50 ft
Runway Surface Condition: Dry
Runway Used: 10
IFR Approach: None
Runway Length/Width: 9351 ft / 150 ft
VFR Approach/Landing: Full Stop; Traffic Pattern 

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: On-Ground
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 32.128333, -81.198333 (est)

Suspected drug dealer may have used drone to make deliveries




Simi Valley authorities suspect a man used a drone to deliver heroin to customers.

The possible aerial transport was discovered Friday after narcotics detectives and homeless liaison officers finished an investigation into suspected heroin and methamphetamine sales involving 51-year-old John Piani, the Simi Valley Police Department reported. Piani lives in the city, officials said.

The patrol officer who found and arrested Piani Friday in the 900 block of Enchanted Way discovered he was operating a drone, authorities said. When police recovered the drone, they found suspected heroin attached to it. The department will further investigate the drone's usage.

Piani was booked into Ventura County jail on suspicion of felony possessing drugs for sale. He remained in jail Saturday with total bail set at $125,000, jail records showed.

Robinson R22 Beta II, N7782H: Accident occurred March 20, 2019 in Madill, Marshall County, Oklahoma























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; Oklahoma City, Oklahoma

Investigation Docket - National Transportation Safety Board:


Location: Madill, Oklahoma
Accident Number: CEN19LA106
Date and Time: March 20, 2019, 16:10 Local
Registration: N7782H
Aircraft: Robinson R22
Aircraft Damage: Substantial
Defining Event: Miscellaneous/other 
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot reported that about 10 minutes after takeoff, the helicopter was in level flight about 700 to 800 ft above ground level when the clutch actuator warning/caution light illuminated. He entered an autorotation intending to do a power recovery close to the ground. He indicated that, within a "short second or two" after the clutch light illuminated, he heard a "bang" and felt the helicopter shudder. He continued the autorotation and landed on rough terrain. The helicopter rolled onto its left side and sustained substantial damage to the tail boom, main rotor, and fuselage.

The examination of the helicopter revealed that the two double V-belts had separated from the upper sheave and that there was a field repair on the wire connections at the clutch actuator fuse holder. The terminals were wrapped in tape and a wire tie. When the wire tie and tape were removed, the fuse holder terminal fell and fractured from the holder, and the wires separated from the solder on the terminal. The extension limiter was found at 1.65 inches, which is the maximum extension limit; the normal range was 1.1 to 1.3 inches.

The improper repair of the clutch actuator fuse holder likely caused the loose condition of the V-belts, which resulted in V-belt failure and the loss of power to the helicopter's rotor system, subsequent autorotation, and forced landing.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The failure of the V-belts due to improper maintenance, which resulted in the loss of power to the helicopter's rotor system and subsequent forced landing on rough terrain. 

Findings

Aircraft Engine/transmission coupling - Failure
Aircraft Engine/transmission coupling - Damaged/degraded
Personnel issues Repair - Maintenance personnel
Environmental issues Rough terrain - Contributed to outcome

Factual Information

On March 20, 2019, about 1610 central daylight time, a Robinson R22 Beta II helicopter, N7782H, sustained substantial damage during an emergency landing to a field near Madill, Oklahoma. The pilot was not injured. The helicopter was owned and operated by Rocking R Enterprises under the provisions of Title 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological conditions prevailed for the flight, which was not on a flight plan. The flight departed the Madill Municipal Airport (1F4), Madill, Oklahoma, about 1600 and was en route to the Ardmore Municipal Airport (ARD), Ardmore, Oklahoma.

The pilot reported that he conducted a preflight of the helicopter which included checking the condition of the V-belts that drive the rotor, and they appeared to be normal and with the proper deflection (approximately 1 ½ inches). About 10 minutes after takeoff, he was in level flight about 700 to 800 ft above ground level, when the clutch light warning light illuminated. He entered an autorotation intending to do a power recovery close to the ground. However, within a "short second or two" after the clutch light illuminated, he heard a "bang" and felt the helicopter shudder. He continued the autorotation and landed in a pasture that was rough. The helicopter rolled onto its left side and sustained substantial damage to the tail boom, main rotor, and fuselage.

The examination of the helicopter revealed no preexisting anomalies to the engine, rotor system, and flight controls. However, the examination revealed that one of the two double V-belts was missing; and one belt of the other double V-belt was also missing. They were not located at the accident site. The remaining V-belt was displaced from the upper sheave and was found hanging on the output shaft. Black rubber marks were found on the clutch actuator, the forward face of the upper sheave, the centering strut, and on the frame tubes adjacent to the V-belt grooves. The examination revealed that there was a field repair on the wire connections at the clutch actuator fuse holder. The terminals were wrapped in tape and a wire tie. When the wire tie and tape were removed, the fuse holder terminal fell, fractured from the holder and the wires separated from the blob of solder on the terminal. The clutch actuator fuse was removed, and it was a 2-amp fuse instead of the specified 1.5-amp fuse. The extension limiter was found at 1.65 inches, which is the maximum extension limit; whereas, the normal range was 1.1 to 1.3 inches.

The maintenance logbook indicated that the last annual maintenance inspection was performed on December 5, 2018. The helicopter total time at the time of the inspection was 6,438.2 hours with an hour meter reading of 4,243.9 hours. The helicopter hour meter was 4259.4 hours at the accident site. The helicopter had operated 15.5 hours since the last annual inspection.

The Robinson R22 Series Pilot Operating Handbook stated the following concerning the clutch actuator:

"After the engine is started, it is coupled to the rotor drive system through V-belts which are tensioned by raising the upper drive sheave. An electric actuator, located between the drive sheaves, raises the upper sheave when the pilot engages the clutch switch. The actuator senses compression load (belt tension) and switches off when the V-belts are properly tensioned. The clutch caution light illuminates whenever the actuator is energized, either engaging, disengaging, or retentioning the belts. The light stays on until the belts are properly tensioned or completely disengaged. 

Belt slack during engine start should be adjusted such that blades begin turning within 5 seconds of clutch engagement. Excessive slack may cause belts to jump out of the sheave grooves during start. Periodic readjustment by a mechanic may be required as belts wear in service.

A fuse located on or near the test switch panel prevents an actuator motor overload from tripping the circuit breaker and turning off the caution light prematurely.

CAUTION

Never take off while clutch light is on."

The Robinson R22 Series Pilot Operating Handbook stated the following concerning the clutch actuator warning/caution light:

Clutch Light Warning: Indicates clutch actuator circuit is on, either engaging or disengaging clutch.

When switch is in the ENGAGE position, light stays on until belts are properly tensioned. Never takeoff before the light goes out.

NOTE

Clutch light may come on momentarily during run-up or during flight (approximately 3 to 6 seconds) to retention belts as they warm-up and stretch slightly. This is normal. If, however, the flight flickers or comes on in flight and does no go out within 10 seconds, pull CLUTCH circuit breaker and land as soon as practical. Reduce power and land immediately if there are other indications of drive system failure (be prepared to enter autorotation). Inspect drive system for a possible malfunction.

History of Flight

Enroute Miscellaneous/other (Defining event)
Autorotation Miscellaneous/other
Landing-flare/touchdown Hard landing

Pilot Information

Certificate: Airline transport; Commercial 
Age: 63,Female
Airplane Rating(s): Single-engine land; Single-engine sea
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter 
Restraint Used: 3-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: October 5, 2018
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time: 4300 hours (Total, all aircraft), 320 hours (Total, this make and model), 4020 hours (Pilot In Command, all aircraft), 6 hours (Last 90 days, all aircraft), 3 hours (Last 30 days, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Robinson
Registration: N7782H
Model/Series: R22 BETA II
Aircraft Category: Helicopter
Year of Manufacture: 2005
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 3962
Landing Gear Type: N/A; Skid 
Seats: 2
Date/Type of Last Inspection: December 5, 2018 Annual
Certified Max Gross Wt.: 1369 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 6459.4 Hrs at time of accident
Engine Manufacturer: Lycoming
ELT: Not installed 
Engine Model/Series: O-360-J2A
Registered Owner: 
Rated Power: 145 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: ADM,776 ft msl 
Distance from Accident Site:
Observation Time: 16:55 Local 
Direction from Accident Site:
Lowest Cloud Condition: Clear 
Visibility: 10 miles
Lowest Ceiling: None
Visibility (RVR):
Wind Speed/Gusts: 11 knots / 17 knots 
Turbulence Type Forecast/Actual:  /
Wind Direction: 320° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.19 inches Hg
Temperature/Dew Point: 18°C / 3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Madill, OK (1F4) 
Type of Flight Plan Filed: None
Destination: Ardmore, OK (ADM)
Type of Clearance: None
Departure Time: 16:00 Local
Type of Airspace:

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: 34.30389,-97.020553






Piper PA-32R-300, N5544F: Accident occurred March 21, 2019 at Atmautluak Airport (4A2), Alaska




Aviation Accident Final Report - National Transportation Safety Board 

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

Investigation Docket - National Transportation Safety Board:


Location: Atmautluak, Alaska 
Accident Number: GAA19CA174
Date & Time: March 21, 2019
Registration: N5544F
Aircraft: Piper PA32R 
Aircraft Damage: Substantial
Defining Event:
Injuries: 5 None
Flight Conducted Under: Part 135: Air taxi & commuter - Scheduled

Analysis

The pilot reported that, while taxiing to the runway for departure, he felt a "large bump." The pilot immediately shut down the engine and inspected the airplane. He identified damage to the right wing and landing gear. 

The pilot further reported that he inspected the taxiway after he saw the airplane's damage and noted that the large bump he felt was due to the right landing gear's encounter with a snow-covered pothole.

The airplane sustained substantial damage to the right wing.

The pilot reported that there were no preaccident mechanical failures or malfunctions 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 airplane's encounter with a snow-covered pothole during taxi.

Findings

Environmental issues Hidden/submerged object - Effect on operation

Factual Information

History of Flight

Taxi-to runway Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Commercial
Age: 47, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 2 Without Waivers/Limitations
Last FAA Medical Exam: 06/13/2018
Occupational Pilot: Yes
Last Flight Review or Equivalent: 10/13/2018
Flight Time:  (Estimated) 1183.9 hours (Total, all aircraft), 458.9 hours (Total, this make and model), 1153.9 hours (Pilot In Command, all aircraft), 250 hours (Last 90 days, all aircraft), 125 hours (Last 30 days, all aircraft), 6 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N5544F
Model/Series: PA32R 300
Aircraft Category: Airplane
Year of Manufacture: 1976
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 32R-7780014
Landing Gear Type: Retractable - Tricycle
Seats: 6
Date/Type of Last Inspection: 02/28/2019, 100 Hour
Certified Max Gross Wt.: 3600 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 2421.8 Hours
Engine Manufacturer: Lycoming
ELT: Not installed
Engine Model/Series: TIO-540-SER
Registered Owner: Michael W Renfro
Rated Power: 300 hp
Operator: Yute Commuter Service
Operating Certificate(s) Held: On-demand Air Taxi (135)

Meteorological Information and Flight Plan

Conditions at Accident Site: Unknown
Condition of Light: Not Reported
Observation Facility, Elevation: PABE, 102 ft msl
Distance from Accident Site: 14 Nautical Miles
Observation Time: 1753 UTC
Direction from Accident Site: 110°
Lowest Cloud Condition:
Visibility: 10 Miles
Lowest Ceiling: Broken / 5000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 6 knots /
Turbulence Type Forecast/Actual: /
Wind Direction: 30°
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 29.29 inches Hg
Temperature/Dew Point: -2°C / -3°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Bethel, AK (BET)
Type of Flight Plan Filed: Unknown
Destination: Atmautluak, AK (4A2)
Type of Clearance: Unknown
Departure Time:  ADT
Type of Airspace: Class G

Airport Information

Airport: Atmautluak (4A2)
Runway Surface Type: Gravel
Airport Elevation: 19 ft
Runway Surface Condition: Holes; Rough; Snow
Runway Used: 33
IFR Approach: None
Runway Length/Width: 3000 ft / 75 ft
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 4 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 5 None
Latitude, Longitude:  60.863889, -162.273889 (est)

Ground Collision: Cessna 172M Skyhawk, N20521 -and- Cessna 150M, N704VM; accident occurred March 21, 2019 at North Perry Airport (KHWO), Hollywood, Broward County, Florida







Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Miramar, Florida 

Investigation Docket - National Transportation Safety Board:



Location: Hollywood, Florida 
Accident Number: GAA19CA190
Date & Time: March 21, 2019, 11:00 Local 
Registration: N20521
Aircraft: Cessna 172 A
ircraft Damage: Minor
Defining Event: Ground collision 
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

The student pilot reported that, after landing, she and the flight instructor requested to taxi back to the runway for traffic pattern practice. They were instructed to taxi to the runway at a taxiway intersection. They complied and lined up behind another aircraft holding short of the runway. She added that, while stopped and waiting for a takeoff clearance, she felt the airplane shake. She turned around and saw that another airplane had struck their airplane's vertical stabilizer and rudder.

The solo student pilot in the other airplane reported that, after landing, during taxi from the runway to parking, he saw an airplane holding short of the runway at a taxiway intersection. He thought there was enough clearance to taxi around the airplane, but his airplane's left wing struck the stopped airplane.

The stopped airplane sustained substantial damage to the vertical stabilizer and rudder.

The student pilot of the stopped airplane and the flight school manager for the taxiing airplane reported that there were no preaccident mechanical failures or malfunctions with either of the airplanes 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 student pilot's failure to maintain adequate clearance from the stopped airplane while attempting to taxi around it.

Findings

Personnel issues Monitoring other aircraft - Student/instructed pilot
Environmental issues Aircraft - Effect on operation

Factual Information

History of Flight

Taxi-from runway Ground collision (Defining event)

Student pilot Information

Certificate: Student
Age: 19,Male
Airplane Rating(s): None 
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Unknown
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: December 24, 2018
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 26.3 hours (Total, all aircraft), 26.3 hours (Total, this make and model), 26.3 hours (Last 90 days, all aircraft), 11.1 hours (Last 30 days, all aircraft), 1.3 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 
Registration: N20521
Model/Series: 172M 
Aircraft Category: Airplane
Year of Manufacture: 1973
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 17261359
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: February 28, 2019 100 hour 
Certified Max Gross Wt.: 2300 lbs
Time Since Last Inspection: Engines: 1 Reciprocating
Airframe Total Time: 17819.6 Hrs as of last inspection
Engine Manufacturer: Lycoming
ELT: C91 installed, not activated 
Engine Model/Series: O-320-E2D
Registered Owner: 
Rated Power: 150 Horsepower
Operator: 
Operating Certificate(s) Held: Pilot school (141)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC) 
Condition of Light: Day
Observation Facility, Elevation: KHWO,9 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 14:53 Local
Direction from Accident Site: 280°
Lowest Cloud Condition: Few / 6000 ft AGL
Visibility 10 miles
Lowest Ceiling: 
Visibility (RVR):
Wind Speed/Gusts: 10 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 350° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.02 inches Hg
Temperature/Dew Point: 22°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Hollywood, FL (HWO) 
Type of Flight Plan Filed: VFR
Destination: Hollywood, FL (HWO)
Type of Clearance: None
Departure Time: 11:00 Local
Type of Airspace: Class D

Airport Information

Airport: NORTH PERRY HWO 
Runway Surface Type: Asphalt
Airport Elevation: 8 ft msl
Runway Surface Condition: Dry
Runway Used: 
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 None 
Aircraft Damage: Minor
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude: 25.998888,-80.24028(est)

Cessna L-19E Bird Dog, N13FM: Accident occurred March 21, 2019 in Milton, Lafayette Parish, Louisiana

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 did not travel to the scene of this accident.

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


Location: Milton, LA 
Accident Number: CEN19LA130
Date & Time: March 21, 2019, 11:50 Local
Registration: N13FM
Aircraft: Cessna L19 
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Personal

On March 21, 2019, about 1150 central daylight time, a Cessna L-19 airplane, N13FM, was substantially damaged when it collided with a tree during a forced landing near Milton, Louisiana. The pilot was not injured. The airplane was registered to and operated by a private individual under the provisions of 14 Code of Federal Regulations Part 91 as a personal flight. Visual meteorological
conditions prevailed for the flight, which operated without a flight plan.

According to preliminary information, while cruising about 1,200 ft, the airplane's engine began to run rough. The pilot switched tank, but power was not restored. The engine lost total power, so the pilot performed a forced landing. During the landing, the airplane collided with a tree resulting in substantial damage to the wing spar.

The airplane was retained for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 
Registration: N13FM
Model/Series: L19 E
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: KLFT, 42 ft msl
Observation Time:
Distance from Accident Site: 8 Nautical Miles
Temperature/Dew Point: 21°C /4°C
Lowest Cloud Condition: Clear 
Wind Speed/Gusts, Direction: 9 knots / , 320°
Lowest Ceiling: None 
Visibility: 10 miles
Altimeter Setting: 30.19 inches Hg
Type of Flight Plan Filed: None
Departure Point: 
Destination:

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: 30.093334,-92.076942 (est)

Loss of Control on Ground: Cessna 195B Businessliner, N195PC; accident occurred March 29, 2019 at Ormond Beach Municipal Airport (KOMN), Volusia County, Florida





Aviation Accident Final Report - National Transportation Safety Board 

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Orlando, Florida

Investigation Docket - National Transportation Safety Board:


Location: Ormond Beach, FL
Accident Number: GAA19CA198
Date & Time: 03/29/2019, 1035 EDT
Registration: N195PC
Aircraft: Cessna 195
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis

The pilot of the tailwheel-equipped airplane reported that, as the airplane touched down, it veered right. He tried to correct with full aft stick and full right aileron and left brake, but the airplane continued to yaw right and then exited the right side of the runway, and the left main landing gear collapsed.

The airplane sustained substantial damage to the left wing and fuselage.

The pilot reported that there were no preimpact mechanical failures or malfunctions 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 maintain directional control during landing, which resulted in a runway excursion and the nose landing gear collapsing.

Findings

Aircraft Directional control - Not attained/maintained
Personnel issues Aircraft control - Pilot

Factual Information

History of Flight

Landing-flare/touchdown Loss of control on ground (Defining event)
Landing-flare/touchdown Attempted remediation/recovery
Landing-flare/touchdown Landing gear collapse

Pilot Information

Certificate: Airline Transport; Flight Instructor; Commercial; Flight Engineer
Age: 78, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): Airplane
Second Pilot Present: No
Instructor Rating(s): Airplane Single-engine
Toxicology Performed: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 03/24/2019
Occupational Pilot: No
Last Flight Review or Equivalent: 03/25/2018
Flight Time:  (Estimated) 31706 hours (Total, all aircraft), 565 hours (Total, this make and model), 19468 hours (Pilot In Command, all aircraft), 11 hours (Last 90 days, all aircraft), 2 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N195PC
Model/Series: 195 B
Aircraft Category: Airplane
Year of Manufacture: 1954
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 16140
Landing Gear Type: Tailwheel
Seats: 5
Date/Type of Last Inspection: 04/23/2019, Annual
Certified Max Gross Wt.: 3350 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3103.5 Hours at time of accident
Engine Manufacturer: Jacobs
ELT: C91A installed, not activated
Engine Model/Series: 755B2 
Registered Owner: Cardinal 19Pc Llc
Rated Power: 275 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: KOMN, 29 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 1347 UTC
Direction from Accident Site: 171°
Lowest Cloud Condition:
Visibility:  7 Miles
Lowest Ceiling:
Visibility (RVR): 
Wind Speed/Gusts: 5 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 20°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.22 inches Hg
Temperature/Dew Point: 19°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Jacksonville, FL (CRG)
Type of Flight Plan Filed: None
Destination: Ormond Beach, FL (OMN)
Type of Clearance: VFR Flight Following
Departure Time: 0930 EDT
Type of Airspace: Class D

Airport Information

Airport: Ormond Beach Muni (OMN)
Runway Surface Type: Asphalt
Airport Elevation: 27 ft
Runway Surface Condition: Dry
Runway Used: 35
IFR Approach: None
Runway Length/Width: 3704 ft / 100 ft
VFR Approach/Landing: Full Stop; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 1 None
Aircraft Damage: Substantial
Passenger Injuries: 1 None
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 29.301111, -81.113889 (est)