Saturday, May 08, 2021

Right Rudder Aviation: Glider program puts you in pilot's seat in 10 training hours

Monte Mishoe learned to fly in glider airplane in a special flight-training program that only requires 10 hours in the air.



INVERNESS, Florida — Monte Mishoe fulfilled his lifelong dream in less than three months.

What You Need To Know:

A program launched last March will get you a pilot's license in 10 flight training hours;

Right Rudder Aviation in Inverness says it's the only program of its kind in the country;

The training is done in a glider plane and doesn't give you a regular commercial pilot's license;

Students as young as 14 are eligible to go through the program, Right Rudder says.



“I mean, what kid doesn’t want to get in a plane and fly?” he said. "I happened to see the sign out by the road that said 'learn to fly,' and that’s when I stopped in.” 

The program, offered through Right Rudder Aviation in Inverness, launched last March, right when everything started to shut down because of the pandemic.

The FAA-approved program for a glider plane only requires 10 hours of training in the air. The rules and regulations portion is on your own time.

“We’re the only flight school that we know of in the whole entire country that is offering this type of program,” said Shavonna Reid, one of the commercial pilots at Right Rudder Aviation.

“One of the best parts about this program is that we can get people started flying and get people interested in aviation a lot earlier,” she said.

Students can start learning as early as 14 years old, but the license that students receive upon completion is not the average commercial pilot license.

“The training that we conduct for this private pilot glider program is done in a brand new Pipistrel Alpha trainer,” she said.

Reflecting on how long it took him to get his license, Mishoe said, “It’s crazy to think about at first, that you're actually going from no experience to actually flying a plane in the air by yourself.” 

Reid said skills learned during this training are transferable to other pilot licenses.

“If you choose to continue on and get a commercial license,” Reid said, “you can absolutely do that and count this time and experience toward your ultimate goal.” 

For more information on the program and the cost, head to the company's website.




Carroll Joye: From aircraft mechanic in Vietnam to topflight Flight Instructor

After the Air Force, Carroll Joye worked as a corporate pilot and flight instructor.

Veteran Carroll Joye said he had "a good life" in the Air Force and after.

"I actually entered the Air Force in 1957 - my best buddy said, 'Hey, let's go join the Air Force,' so we did," Carroll Joye said.  



As an aircraft mechanic, U.S. Air Force veteran Carroll Joye didn’t see combat in Vietnam, but he did have some harrowing experiences.

He used to see planes flying in, shot up and damaged. And one time, the damage was just too much.

“By the time we got to the pilot, he was dead,” Joye said.

Another time, Joye was shot at. He and another mechanic were working on a plane on a run-up used for repairs and running engines. It was an isolated area.

Some Viet Cong penetrated the fence and began shooting at them. Joye was on the wing of the plane at the time.

“I heard this ‘ping, ping, ping,’” he said. He realized the Viet Cong were firing on him.

He and the other mechanic chased the perpetrator and shot at him.

“I’m not sure if we got him or not,” Joye said.

Joye recalls a time when a fellow airman asked him to accompany him to a nearby city for a few drinks. Joye told him he didn’t feel like it, so the man went anyway. That night, the Viet Cong decided to attack the city.

Joye waited by the gate all night for his friend to come in. Finally, the next morning, his friend showed up, bloody but alive. It forged a deep bond of friendship that lasts to this day, according to Joye.

He said he still has dreams about Vietnam, although they are not as frequent as they used to be.

“It was a good life, it was a great life,” said Joye of his time in the Air Force and as a pilot.

“And I would encourage anybody if they don’t have some goal in mind, such as a doctor or lawyer or something like that, to at least join the Air Force,” he said. “There’s so much you can do.”

The 82-year-old kind of entered the military on a whim. But it turned out for the best.

“I actually entered the Air Force in 1957 – my best buddy said, ‘Hey, let’s go join the Air Force,’ so we did,” he said.

‘And I spent 22 years in there, and it’s probably the best thing I ever did in my life.”

Joye said he’s originally from the Orangeburg area.

“We lived down below Branchville ... I went to school in Bamberg for the first through the sixth grade. Then when I moved to Rowesville, I went to Orangeburg High School, it was back then. Then I finally ... went through 11th grade at Edisto – and that’s when I joined the Air Force,” he said.

Flying was “the best thing that ever happened,” he said. “I think it’s the greatest thing in the world that I ever did, other than give my life to God.”

“While I was in the Air Force stationed over in Spain, I learned to fly. And I became a flight instructor, and this coming July 17 will be 50 years I’ve been teaching people to fly.”

In the Air Force, he moved stations 13 times – one of those being Vietnam, where he was an aircraft mechanic.

“14 months I spent in Vietnam, back in ’66 to ’67. And that was something that I’ll never forget – never will.”

He went to Arizona after Vietnam, working on F-100s and F-104s.

“And from there, I went to Ohio and we developed the C-119 and C-130 gunships,” Joye said.

He later went to Spain, where he began flight training. A new guy came in and said he was taking a flight lesson.

“I said, ‘The heck, you say!’”

After retiring from the Air Force as a master sergeant, he started teaching as an automotive mechanic instructor. He later worked as a corporate pilot and flight instructor, which he still does.

Facing the expense of flying, Joye decided to become a flight instructor so he could earn money while continuing to enjoy this new diversion. Fueled by steadfast determination to achieve, he advanced from first-flight neophyte to private pilot to flight instructor within a year.

A natural-born flight instructor, Joye possesses an easy-going, but firm, demeanor. He is known for his unfailing ability to handle any aircraft incident with swift thinking and a level-headed manner.

In the fall of 1995, nominated by former student Raymond S. Graule, Joye was named "Certified Flight Instructor of the Year" by the Federal Aviation Administration. Graule commended his trusted teacher as a man who exhibited a serious approach to flying coupled with bouts of well-timed humor which made learning to fly a very rewarding and enjoyable experience. At that time, Joye held many licenses, spanning from the initial private pilot to airline transport pilot, and ratings including instrument, single-engine, multi-engine and the esteemed flight instructor status

In 2003, Joye was inducted into the South Carolina Aviation Hall of Fame by the South Carolina Aviation Association.

He is also a former manager of the Orangeburg Municipal Airport.

He and his wife Beverly live in the Cope area. He has a two daughters, two sons and two stepsons; 14 grandchildren; and several great-grandchildren.

Aerodynamic Stall / Spin: Piper PA-28-140 Cherokee B, N5542U; fatal accident occurred May 06, 2019 at Foley Municipal Airport (5R4), Baldwin County, Alabama


Jessica Pohlman


Lee Carlton McCullar















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; Birmingham, Alabama
Lycoming Engines; Williamsport, Pennsylvania
Piper Aircraft; Vero Beach, Florida

Investigation Docket - National Transportation Safety Board:


Location: Foley, Alabama
Accident Number: ERA19FA164
Date & Time: May 6, 2019, 12:47 Local
Registration: N5542U
Aircraft: Piper PA28
Aircraft Damage: Destroyed
Defining Event: Aerodynamic stall/spin 
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

The flight instructor and student pilot were conducting simulated engine-out emergency procedures in the airport traffic pattern. About 300-400 ft above ground level after takeoff, witnesses reported that the flight instructor announced on the radio that the engine had quit. Witnesses reported that the airplane then entered a nose-high, steep left turn before pitching down and impacting the ground.

Postaccident examination of the airframe and flight controls revealed no mechanical anomalies that would have precluded normal operation. Examination of the engine revealed that the No. 4 cylinder exhaust valve was stuck in the valve guide due to excessive combustion deposits. It is likely that the stuck exhaust valve resulted in a partial loss of engine power.

A flight instructor who flew the accident airplane the day before the accident flight reported experiencing engine roughness when performing simulated engine-out procedures. Following that flight, a mechanic cleaned the sparkplugs, performed an engine run-up, and returned the airplane to service; however, maintenance records did not show that the engine valves were inspected for sticking at that time. Manufacturer service instructions suggested inspecting for valve sticking at regular intervals or sooner if sticking was suspected. If a valve inspection had been completed in accordance with engine manufacturer guidance the day before the accident following the report of engine roughness, it is likely that the heavy carbon deposits on the exhaust valve would have been detected.

Given that the flight instructor reportedly had students trim the airplane nose-up when landing, it is possible that the airplane was trimmed nose-high at the time of takeoff and the subsequent loss of engine power. Such a trim setting would have led to excessive pitch up, resulting in a rapid loss of airspeed, an exceedance of the airplane's critical angle of attack, and an aerodynamic stall at low altitude.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
A partial loss of engine power due to a stuck exhaust valve and the flight instructor's exceedance of the airplane's critical angle of attack following the loss of power, which resulted in an aerodynamic stall at low altitude.

Findings

Aircraft Recip eng cyl section - Failure
Personnel issues Aircraft control - Instructor/check pilot
Aircraft Angle of attack - Not attained/maintained

Factual Information

History of Flight

Initial climb Loss of engine power (partial)
Initial climb Aerodynamic stall/spin (Defining event)
Uncontrolled descent Collision with terr/obj (non-CFIT)

On May 6, 2019, at 1247 central daylight time, a Piper PA-28-140, N5542U, was destroyed when it impacted terrain shortly after takeoff from Foley Municipal Airport (5R4), Foley, Alabama. The flight instructor was seriously injured, and the student pilot was fatally injured. The airplane was owned and operated by Lightning Aviation as a Title 14 Code of Federal Regulations (CFR) Part 91 instructional flight. Visual meteorological conditions prevailed in the area, and no flight plan was filed for the local flight.

According to a witness, who was a flight paramedic on another instructional flight at 5R4, he saw the accident airplane take off from runway 36 after a touch-and-go landing. He then heard the flight instructor announce on the radio, "My engine just quit." He saw the accident airplane pitch up "like a power-on stall" then "lean to the left to start a spin" about 300-400 ft above ground level (agl). He added that it was only about 3 seconds from the time he saw the airplane in a nose-high pitch attitude to when it was descending toward the ground.

A flight instructor who was entering the traffic pattern at 5R4 reported that the airplane seemed to be making an aggressive left turn as if returning to the airport.

According to another flight instructor who flew the airplane the morning of the accident, the airplane "didn't seem to climb very well," which he attributed to high density altitude. He stated that, at the time of the accident, the accident flight instructor was conducting simulated engine-out emergency procedures in the pattern as touch-and-go landings. The instructor added that he had previously shared a flight student with the accident flight instructor. That student used a "two-swipe" pitch trim method during the landing flare that the accident flight instructor had taught him; just before flaring the airplane for landing, the student rolled the pitch trim wheel twice in a nose-up direction.

A different flight instructor who flew the accident airplane the day before the accident flight reported that he experienced engine roughness when performing simulated engine-out procedures with a student. He stated that on the last simulated engine-out procedure, when he added power at 600 ft agl, the engine started shaking. He leaned the mixture and the engine ran smoothly again. He wrote up a maintenance ticket when he landed and stated that the mechanic cleaned the sparkplugs, performed an engine run-up, and signed off the maintenance write-up. The instructor subsequently flew the airplane and noted no issues.

Flight instructor Information

Certificate: Commercial; Flight instructor; Private
Age: 22, Female
Airplane Rating(s): Single-engine land; 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: Yes
Medical Certification: Class 1 Without waivers/limitations
Last FAA Medical Exam: February 14, 2019
Occupational Pilot: Yes
Last Flight Review or Equivalent: February 27, 2019
Flight Time: (Estimated) 977.5 hours (Total, all aircraft), 507.2 hours (Total, this make and model), 904.5 hours (Pilot In Command, all aircraft), 205.1 hours (Last 90 days, all aircraft), 90 hours (Last 30 days, all aircraft), 7 hours (Last 24 hours, all aircraft)

Student pilot Information

Certificate: Student
Age: 25, Male
Airplane Rating(s): None
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: Lap only
Instrument Rating(s): None 
Second Pilot Present: Yes
Instructor Rating(s): None 
Toxicology Performed: Yes
Medical Certification: Class 3 Without waivers/limitations
Last FAA Medical Exam: May 10, 2017
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time: (Estimated) 15.6 hours (Total, all aircraft), 15.6 hours (Total, this make and model), 0 hours (Last 90 days, all aircraft), 0 hours (Last 30 days, all aircraft), 0 hours (Last 24 hours, all aircraft)

The flight instructor held a commercial pilot certificate with ratings for airplane single- and multi-engine land and instrument airplane. She also held a flight instructor certificate with a rating for airplane single-engine. Her most recent Federal Aviation Administration (FAA) first-class medical certificate was issued February 14, 2019. An examination of the flight instructor's logbook revealed 977.5 total hours of flight experience, of which 507.2 hours were in the accident airplane make and model. Her most recent flight review was completed February 27, 2019, and she had logged about 340 hours of instruction in the previous 90 days.

A review of the student pilot's logbook revealed that he had accumulated about 16 hours of total flight experience in the previous 3 years, all of which were in the accident airplane make and model. The student pilot had not yet flown solo and no flights were logged in the preceding year.

Aircraft and Owner/Operator Information

Aircraft Make: Piper 
Registration: N5542U
Model/Series: PA28 140 
Aircraft Category: Airplane
Year of Manufacture: 1969 
Amateur Built: No
Airworthiness Certificate: Normal; Utility 
Serial Number: 28-26264
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: March 12, 2019 Annual
Certified Max Gross Wt.: 2150 lbs
Time Since Last Inspection: 94 Hrs
Engines: 1 Reciprocating
Airframe Total Time: 6985.78 Hrs at time of accident
Engine Manufacturer: Lycoming
ELT: C91 installed, activated, did not aid in locating accident
Engine Model/Series: O-320-D3G
Registered Owner: 
Rated Power: 140 Horsepower
Operator: 
Operating Certificate(s) Held: Pilot school (141)

According to FAA airworthiness records, the four-seat, low-wing, tricycle gear airplane was manufactured in 1969. It was powered by a Lycoming O-320-D3G, 140-horsepower engine which drove a metal, two-bladed, fixed-pitch Sensenich propeller. According to airplane maintenance logbooks, an annual inspection was completed on March 12, 2019, at a tachometer time of 6,891.92 hours. The tachometer located in the airplane at the time of the accident indicated 6,985.78 hours, which was 93.86 hours since the annual inspection and 1,976.42 hours since the engine's most recent major overhaul.

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: KJKA,17 ft msl
Distance from Accident Site: 8 Nautical Miles
Observation Time: 12:55 Local 
Direction from Accident Site: 201°
Lowest Cloud Condition: Clear
Visibility: 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 11 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 170° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.03 inches Hg
Temperature/Dew Point: 26°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Foley, AL (5R4)
Type of Flight Plan Filed: None
Destination: Foley, AL (5R4)
Type of Clearance: None
Departure Time: 12:47 Local 
Type of Airspace: Class G

The 1255 recorded weather observation at Sonny Callahan Airport, Fairhope, Alabama, about 8 miles west of the accident location, included wind from 270°; at 3 knots, 10 miles visibility, clear skies, temperature 26°C, dew point 17°C, and an altimeter setting of 30.03 inches of mercury.

Airport Information

Airport: Foley Municipal Airport 5R4
Runway Surface Type: Asphalt
Airport Elevation: 74 ft msl 
Runway Surface Condition: Dry
Runway Used: 36 
IFR Approach: None
Runway Length/Width: 3700 ft / 74 ft 
VFR Approach/Landing: Touch and go; Traffic pattern

Wreckage and Impact Information

Crew Injuries: 1 Fatal, 1 Serious 
Aircraft Damage: Destroyed
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude: 30.432777,-87.702224

Examination of the accident site and wreckage revealed several impression marks on the ground along a 243° heading. The airplane came to rest upright on the edge of airport property. All major airplane components were located at the site. The left wing was separated from the fuselage at the wing root and came to rest inverted 18 ft from the main wreckage.

The empennage was crushed and folded inverted along the left side of the passenger cabin. The vertical stabilizer was attached and bent 90° to the right at the attachment points. The rudder remained attached and was bent and impact damaged along its entire length. The outboard 3 ft of the right stabilator was impact crushed and the left side of the stabilator and trim tab was undamaged. The top of the fuselage aft of the front seats was folded back on top of the aft cabin. The forward end of the fuselage, including the instrument panel, forward cabin door, firewall, and engine, were folded down and under the forward cabin floor. The engine remained attached to the mount. The propeller was separated from the crankshaft propeller flange. The left aileron bellcrank, which remained attached to the aileron and balance cables, was located with the fuselage and had been pulled from its mounting and separated from the wing. Control cable continuity was confirmed from the cockpit to each of the control surfaces except the left aileron, which was continuous to the aileron bellcrank.

The left wing, including the attached flap and aileron, was impact fractured and damaged on all surfaces. The fuel tank was breached, and the grass around the wing displayed fuel blighting. The landing gear was fractured off and connected by the brake hose. The right wing, including the attached flap and aileron, was crushed from the wingtip to mid-wing and displaced upward with multiple fractures. The outer 2 ft of the flap was crushed in a negative direction, and the inboard 2 ft of aileron was impact fractured, bent, and crushed. The landing gear remained attached. The fuel filler cap remained installed in the filler opening, and fuel was observed in the fuel tank when the cap was removed.

The left cockpit seat was separated from its seat rails and from the fuselage. The lap belt was buckled. The outboard end of the lap belt remained attached to its mounting bracket, which was separated from the fuselage. The right cockpit seat remained attached to its seat rails. The lap belt was unbuckled. The airplane was not equipped with shoulder harnesses.

Examination of the airframe revealed no preimpact failures of any flight control surface or flight control system components.

The engine and its accessories were examined. The top spark plugs were removed, and visual examination revealed no anomalies. The rocker box covers were removed, and no anomalies were noted with the valve springs and rocker arms. Manual rotation of the engine's crankshaft produced compression on all four cylinders. The left and right magnetos were removed, and sparks were observed on all towers when each magneto was rotated by hand. Examination of the cylinders with a lighted borescope revealed a circular impact mark consistent with an exhaust valve strike on the No. 4 piston. The No. 4 cylinder was removed from the crankcase. The rocker arm, valve keepers, and springs were removed. The exhaust valve could not be removed from the valve guide by hand and was removed utilizing a hammer and a drift. The exhaust valve exhibited combustion deposits on the stem close to the rear of the valve face. Carbon build-up was observed in the valve guide.

The engine-driven fuel pump was removed from the engine and actuated by hand. Bubbles were observed around the gasket when the pump arm was actuated. Four screws on the periphery of the pump were found to be loose.

Examination of the propeller blades revealed that one blade was bent forward about mid-span. The blade exhibited leading edge polishing and spanwise scratches on the forward face. The other blade was bent aft about mid-span with twisting towards low pitch. The outer portion of the blade exhibited leading edge polishing and chordwise scratches.

Additional Information

Valve sticking in Lycoming reciprocating aircraft engines is addressed in Lycoming Service Instruction No. 1425A, dated January 19, 1988, Suggested Maintenance Procedures to Reduce the Possibility of Valve Sticking. The Service Instruction is applicable to all Lycoming direct-drive engines and states in part, that:

Investigations have shown that exhaust valve sticking occurs more frequently during hot ambient conditions. The lead salts that accumulate in the lubricating oil from the use of leaded fuels contribute to the deposit build up in the valve guides. This condition is eliminated each time the oil and filter are changed. Depending on the amount of deposits, sticking between the valve stem and guide can restrict the valve movement, which is often identified by an intermittent engine hesitation or miss.

The Service Instruction further states that, "exposing the engine to sudden cool down, as in a rapid descent with the power reduced, or shutting the engine down before it has sufficiently cooled down can also induce valve sticking." Textron Lycoming recommends 50-hour interval oil change and filter replacement for all engines using full-flow filtration system. Review of the accident airplane
maintenance logs revealed that the engine had accrued 44.48 hours since the last oil change.

Valve sticking in Lycoming reciprocating aircraft engines is further addressed in Lycoming Mandatory Service Bulletin 388C and Lycoming Service Instruction 1485A. Mandatory Service Bulletin 388C, which, according to FAA regulations, is not mandatory for aircraft operated under 14 CFR Part 91, calls for all Lycoming reciprocating aircraft engines to be inspected at 400-hour intervals or earlier if valve sticking is suspected. If the valve and guide do not pass the inspection, then corrective action is to be taken as defined in Service Instruction 1485A. Once the guides are replaced with the newer Hi-Chrome guides, inspection is called for every 1,000 hours, half of the published time between overhauls (TBO), or when valve sticking is suspected, whichever occurs first.

Review of the accident airplane maintenance logs revealed that the No. 4 cylinder had accumulated a total of 591.85 hours since replacement with an Engine Component Inc. (ECI) Titan cylinder, part number TIST-04-1CA. ECI does not offer guidance regarding the frequency of inspection of the HiChrome valve guides in order to detect valve sticking. A valve inspection was not performed after the
flight instructor reported engine roughness the day before the accident flight.

FAA Order 8620.2A, National Policy, Applicability and Enforcement of Manufacturer's Data states in part, "…unless any method, technique, or practice prescribed by an OEM in any of its documents is specifically mandated by a regulatory document, such as Airworthiness Directive (AD), or specific regulatory language such as that in Federal Aviation Regulation Part 43.15(b), those methods, techniques, or practices are not mandatory."

Medical and Pathological Information

Student Pilot
The Deputy Chief Medical Examiner of the Alabama Department of Forensic Sciences, Mobile, Alabama, performed an autopsy of the student pilot. The cause of death was determined to be from blunt force injuries. Toxicology testing yielded negative findings for ethanol and tested-for drugs.

Flight Instructor
The FAA's Bioaeronautical Sciences Research Laboratory, Oklahoma City, Oklahoma, performed toxicology testing on submitted specimens from the flight instructor. The test results yielded negative findings for ethanol and tested-for drugs.

Loss of Control in Flight: Cessna 172N Skyhawk II, N734DX; accident occurred May 06, 2019 at Auburn Municipal Airport (KAUN), Placer County, California

 









Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Sacramento, California

Investigation Docket - National Transportation Safety Board:


Location: Auburn, California 
Accident Number: GAA19CA247
Date & Time: May 6, 2019, 13:10 Local
Registration: N734DX
Aircraft: Cessna 172
Aircraft Damage: Substantial
Defining Event: Loss of control in flight 
Injuries: 1 None
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

The solo student pilot reported that he simulated a power-off emergency landing with a 180º turn to the runway and then trimmed the elevator "fully nose up" and added full flaps. Before touchdown, the airplane drifted right of centerline, and he had "difficulty correcting and maintaining control" of the airplane, so he initiated a go-around. The student added that, subsequently, he "retracted [the] flaps entirely," and the airplane "fell [about 10 ft] to the ground," the nosewheel impacted terrain, and the airplane then nosed over.

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

The student 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 pilot's improper retraction of the flaps during a go-around and his exceedance of the airplane's critical angle of attack, which resulted in an aerodynamic stall. 

Findings

Aircraft Pitch control - Not attained/maintained
Aircraft Configuration - Not attained/maintained
Aircraft Angle of attack - Not attained/maintained
Personnel issues Aircraft control - Student/instructed pilot

Factual Information

History of Flight

Landing Simulated/training event
Landing Loss of control in flight (Defining event)
Landing Aerodynamic stall/spin
Landing Abnormal runway contact
Landing Collision with terr/obj (non-CFIT)
Landing Nose over/nose down

Pilot Information

Certificate: Student 
Age: 32, Male
Airplane Rating(s): None 
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter 
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: August 1, 2016
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time: (Estimated) 106 hours (Total, all aircraft), 103 hours (Total, this make and model), 34 hours (Pilot In Command, all aircraft), 46 hours (Last 90 days, all aircraft), 31 hours (Last 30 days, all aircraft), 2 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Cessna 
Registration: N734DX
Model/Series: 172 N 
Aircraft Category: Airplane
Year of Manufacture: 1977
Amateur Built: No
Airworthiness Certificate: Normal; Restricted (Special) 
Serial Number: 17268784
Landing Gear Type: Tricycle
Seats: 4
Date/Type of Last Inspection: April 29, 2019 Annual
Certified Max Gross Wt.: 2299 lbs
Time Since Last Inspection: 
Engines: 1 Reciprocating
Airframe Total Time: 8252.6 Hrs at time of accident
Engine Manufacturer: Lycoming
ELT:
Engine Model/Series: O-320
Registered Owner: 
Rated Power: 160 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: KAUN,1531 ft msl 
Distance from Accident Site: 0 Nautical Miles
Observation Time: 20:15 Local
Direction from Accident Site: 317°
Lowest Cloud Condition: Clear 
Visibility 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 6 knots / 
Turbulence Type Forecast/Actual: None / None
Wind Direction: 220° 
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.88 inches Hg
Temperature/Dew Point: 15°C / 10°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Auburn, CA (AUN)
Type of Flight Plan Filed: None
Destination: Auburn, CA (AUN) 
Type of Clearance: None
Departure Time: 12:30 Local 
Type of Airspace: Class G

Airport Information

Airport: Auburn Muni AUN
Runway Surface Type: Asphalt
Airport Elevation: 1538 ft msl
Runway Surface Condition: Dry
Runway Used: 25 
IFR Approach: None
Runway Length/Width: 3700 ft / 75 ft 
VFR Approach/Landing: Go around; Simulated forced landing; Traffic pattern

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: 38.954723,-121.081665(est)

Aerodynamic Stall / Spin: Champion 7GCAA Citabria, N7665S; fatal accident occurred May 07, 2019 in Schlater, Leflore County, Mississippi


Gary Mark Bright, Jr.



























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; Jackson, Mississippi
Lycoming Engines; Williamsport, Pennsylvania
American Champion; Watertown, Wisconsin

Investigation Docket - National Transportation Safety Board:


Location: Schlater, Mississippi 
Accident Number: CEN19FA138
Date & Time: May 6, 2019, 19:45 Local
Registration: N7665S
Aircraft: Champion 7GCAA 
Aircraft Damage: Substantial
Defining Event: Aerodynamic stall/spin
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot was departing from a private airstrip with a light tailwind present. A witness at the airstrip saw the airplane lift off the ground, northbound, about 1,500 ft down the runway; the airplane flew another 500 ft before it pitched up. The airplane was about 100 ft above the ground and not climbing when it banked left and then turned right. The airplane nose pitched down and the airplane entered a dive and subsequently impacted terrain.

The airplane came to rest on its nose and its engine was embedded in terrain. Examination of the airframe and engine did not reveal any preimpact anomalies that would have precluded control of the airplane.

Given the available information, it is likely that the pilot failed to maintain the proper airspeed during the initial climb after takeoff, which resulted in the exceedance of the airplane's critical angle of attack and the airplane experiencing an aerodynamic stall at too low of an altitude to recover. Investigators were not able to determine why the airplane was on the ground for 1,500 ft before it rotated and took off.

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 airspeed during the initial climb after takeoff, which resulted in an exceedance of the airplane's critical angle of attack and a stall.

Findings

Personnel issues Aircraft control - Pilot
Environmental issues Tailwind - Contributed to outcome
Aircraft Airspeed - Not attained/maintained
Aircraft Angle of attack - Not attained/maintained

Factual Information

History of Flight

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

On May 7, 2019, about 1945 central daylight time, a Champion 7GCAA airplane, N7665S, impacted terrain during a takeoff from a private airstrip near Schlater, Mississippi. The pilot was fatally injured. The airplane sustained substantial damage. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight. Day visual meteorological conditions prevailed in the area about the time of the accident, and the flight was not operated on a flight plan. The flight was originating from the private airstrip at the time of the accident.

According to a witness, the airplane was departing from the private airstrip to the north when the accident occurred. The airplane lifted off the ground about 1,500 ft down the runway and flew about another 500 ft before it pitched up. The airplane was about 100 ft above the ground when it banked left and turned toward the west and then turned toward to the east. The airplane was not climbing, it had a slow sink, the nose pitched down, and the airplane subsequently impacted terrain in a dive. The witness did not hear any anomalies in the engine sound. According to the witness, there was a light wind from the south at the time of the accident.

Pilot Information

Certificate: Commercial
Age: 27,Male
Airplane Rating(s): Single-engine land
Seat Occupied: Front
Other Aircraft Rating(s): None 
Restraint Used: 4-point
Instrument Rating(s): None 
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: Yes
Medical Certification: Class 2 Without waivers/limitations
Last FAA Medical Exam: March 7, 2019
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time: (Estimated) 250 hours (Total, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Champion
Registration: N7665S
Model/Series: 7GCAA
Aircraft Category: Airplane
Year of Manufacture: 1976
Amateur Built: No
Airworthiness Certificate: Normal 
Serial Number: 331-76
Landing Gear Type: Tailwheel 
Seats: 2
Date/Type of Last Inspection: May 2, 2018 Annual 
Certified Max Gross Wt.: 1650 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 2300.8 Hrs as of last inspection
Engine Manufacturer: Lycoming
ELT: Installed
Engine Model/Series: IO-320-E2A
Registered Owner:
Rated Power: 150 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: KGWO,133 ft msl 
Distance from Accident Site: 16 Nautical Miles
Observation Time: 19:53 Local 
Direction from Accident Site: 119°
Lowest Cloud Condition: Clear
Visibility: 10 miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: / 
Turbulence Type Forecast/Actual:  /
Wind Direction:
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30 inches Hg
Temperature/Dew Point: 23°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Schlater, MS (Pvt) 
Type of Flight Plan Filed: None
Destination: 
Type of Clearance: None
Departure Time: 
Type of Airspace: 

Airport Information

Airport: Private Pvt
Runway Surface Type: Concrete
Airport Elevation: 125 ft msl 
Runway Surface
Condition: Dry
Runway Used: 36
IFR Approach: None
Runway Length/Width: 1700 ft / 18 ft 
VFR Approach/Landing: None

According to measurements taken from aerial images on Google Earth maps, the prepared runway surface was about 1,700 ft long by about 18 ft wide. The runway orientation was about 359°. 

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Substantial
Passenger Injuries:
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 Fatal
Latitude, Longitude: 33.626945,-90.374443

The airplane came to rest on its nose on a heading of about 100° on a grass overrun about 175 ft north of the runway's prepared surface. The engine was embedded in terrain, and the outboard section of one propeller blade was visible. The left aileron cable exhibited a separation with a broom straw appearance, consistent with overload. All other flight control cables were traced back to the cockpit flight controls from their respective flight control surfaces. The front control stick and an attached section of its stick socket separated from its stick socket assembly. Both stick socket separation surfaces exhibited a dull grainy appearance consistent with overload. The ground under both wings' leading edges exhibited depressions consistent with the structure and shape. The fuel tanks contained a liquid consistent with fuel. No blighting was observed on the grass around the wings. The hour meter indicated 681.5 hours, and the tachometer indicated 1,138.1 hours. No preimpact anomalies were found with the airframe that could be associated with a preexisting condition.

The wreckage was recovered to a storage facility. The engine was subsequently removed from its airframe mount and the propeller was removed from its flange. The engine crankshaft was rotated by turning the crankshaft propeller flange, and continuity of the crankshaft to the rear gears and valve train was confirmed. Compression and suction were observed from all four cylinders. The interior of the cylinders was observed using a lighted borescope and no damage was noted other than water and corrosion debris. The fuel injector servo was fractured across its throttle bore and was separated from the engine. The throttle and mixture control cables remained attached to their respective control arms on the servo. The servo was disassembled. No debris was found in the fuel injector servo fuel inlet screen. Liquid consistent with the smell of aviation gasoline drained from the servo during disassembly. The fuel distribution valve was disassembled and no damage to its rubber diaphragm was noted. The fuel injector lines were secure, and the two-piece fuel injector nozzles were unobstructed. The pumping segment of the engine driven fuel pump was separated from its mounting base. The pumping segment was disassembled, and no damage was noted to its rubber diaphragms or internal check valves. Liquid consistent with the smell of aviation gasoline drained from the pump as it was disassembled.

The left magneto was removed, and it produced spark from all its ignition towers in correct sequence when it was rotated using an electric drill. The right magneto was removed, and it produced no spark from its ignition towers when rotated using an electric drill. The right magneto was disassembled, and corrosion was noted on the contact surfaces of the ignition points. The magneto's internal parts did not exhibit any preimpact anomalies. The Nos. 1, 2, and 4 top spark plugs and the No. 4 bottom spark plug exhibited dark gray coloration and normal worn condition. The electrode wells of the No. 3 top and all bottom spark plugs contained corrosion debris. The electrode wells of the Nos. 2 and 3 bottom spark plugs contained oily liquid. The No. 2 bottom spark plug was impact damaged. Oily liquid was observed in the engine. The oil suction screen was not examined. However, there was no debris observed in the oil filter media when its can was cut open. The oil cooler and parts of its associated plumbing exhibited impact damage. The electric fuel pump was operational when electric power was applied.

There were no preimpact mechanical anomalies detected with the engine or the airframe that would have precluded normal operations.

Medical and Pathological Information

The Federal Aviation Administration (FAA) Forensic Sciences Laboratory performed toxicology testing on specimens from the pilot for a variety of substances. None were detected. 

The remains of the pilot were recovered and sent to the Mississippi Crime Lab, to have an autopsy completed. As of the date of this publication no autopsy report was available. An evaluation of the circumstances of the accident, toxicological testing results, and a review of the pilot's medical history as recorded by the FAA was completed by an National Transportation Safety Board medical officer. The review found no evidence of a medical condition or use of a substance by the pilot which would have contributed to this accident.