Sunday, May 09, 2021

Aerodynamic Stall / Spin: Just JA30 SuperSTOL, N825PW; fatal accident occurred May 06, 2019; Landing Area Undershoot; accident occurred July 22, 2018

 Kenneth William VanAssche
April 9th, 1950 – May 6th, 2019


 




Aviation Accident Final Report - National Transportation Safety Board

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

Additional Participating Entity: 

Federal Aviation Administration / Flight Standards District Office; Spokane, Washington

Investigation Docket - National Transportation Safety Board:


Location: Chelan, Washington 
Accident Number: WPR19FA133
Date & Time: May 6, 2019, 06:29 Local 
Registration: N825PW
Aircraft: Just JA30 SUPERSTOL 
Aircraft Damage: Destroyed
Defining Event: Aerodynamic stall/spin
Injuries: 1 Fatal
Flight Conducted Under: Part 91: General aviation - Personal

Analysis

The pilot was conducting a local flight. An airport surveillance camera captured the accident airplane departing from the runway and entering a nose high left turn. Shortly thereafter, the airplane's bank angle decreased, and its left yaw increased, and the airplane began to descend. A few seconds later, the airplane banked to the left, and entered a nose-low attitude just before impact with the ground.

Examination of the engine and the airframe revealed no preaccident anomalies that would have precluded normal operation. It is likely that the pilot exceeded the airplane's critical angle of attack during the initial climb, which resulted in an inadvertent stall and spin at an altitude too low to recover.

Probable Cause and Findings

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

Findings

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

Factual Information

History of Flight

Initial climb Aerodynamic stall/spin (Defining event)
Uncontrolled descent Collision with terr/obj (non-CFIT)
Post-impact Fire/smoke (post-impact)

On May 6, 2019, at 0629 Pacific daylight time, a Just Aircraft LLC JA30 Superstol airplane, N825PW, was destroyed when it was involved in an accident near Chelan, Washington. The pilot sustained fatal injuries. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.

A Lake Chelan Airport (S10), Chelan, Washington, airport surveillance camera captured the accident airplane departing from runway 20. As the airplane started to accelerate, the left main landing gear briefly lifted off the runway surface, then contacted the runway again. Shortly thereafter, the airplane became airborne, and entered a nose-high left turn. About 8 seconds after takeoff, the airplane's bank angle decreased; however, its left yaw increased, and the airplane began to descend. About 3 seconds later, the airplane banked to the left and entered a nose-low attitude just before impact with the ground.

Pilot Information

Certificate: Sport Pilot
Age: 69,Male
Airplane Rating(s): Single-engine land
Seat Occupied: Front
Other Aircraft Rating(s): None 
Restraint Used:
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s): None 
Toxicology Performed: Yes
Medical Certification: Sport pilot 
Last FAA Medical Exam:
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time: (Estimated) 119.5 hours (Total, all aircraft), 44.6 hours (Total, this make and model)

Aircraft and Owner/Operator Information

Aircraft Make: Just 
Registration: N825PW
Model/Series: JA30 SUPERSTOL Undesignated 
Aircraft Category: Airplane
Year of Manufacture: 2014 
Amateur Built: Yes
Airworthiness Certificate: Experimental (Special) 
Serial Number: JA 308-07-13
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: March 15, 2019 Continuous airworthiness
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection: 
Engines: Reciprocating
Airframe Total Time: 156.53 Hrs as of last inspection
Engine Manufacturer: Rotax
ELT:
Engine Model/Series: 914UL
Registered Owner: 
Rated Power: 115 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: KEAT,1229 ft msl 
Distance from Accident Site: 30 Nautical Miles
Observation Time: 
Direction from Accident Site: 201°
Lowest Cloud Condition: 
Visibility: 10 miles
Lowest Ceiling: 
Visibility (RVR):
Wind Speed/Gusts: / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.96 inches Hg 
Temperature/Dew Point: 10.6°C / 5°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Chelan, WA
Type of Flight Plan Filed:
Destination: Chelan, WA
Type of Clearance: None
Departure Time: 
Type of Airspace: 

Airport Information

Airport: Lake Chelan Airport S10
Runway Surface Type: Asphalt
Airport Elevation: 1263 ft msl
Runway Surface Condition: Dry
Runway Used: 20
IFR Approach: None
Runway Length/Width: 3506 ft / 60 ft 
VFR Approach/Landing: None

Wreckage and Impact Information

Crew Injuries: 1 Fatal
Aircraft Damage: Destroyed
Passenger Injuries:
Aircraft Fire: On-ground
Ground Injuries: 
Aircraft Explosion: On-ground
Total Injuries: 1 Fatal
Latitude, Longitude: 47.866489,-119.94173(est)

The accident site was located about 550 ft from the approach end of runway 20 on a heading of 157°. The airplane impacted terrain in a vertical nose-down attitude. Most of the airplane was consumed by the postcrash fire. The left and right wings, horizontal stabilizers, elevators, vertical stabilizer, and rudder remained secure to their respective attach points. Flight control cable continuity was established from the control surfaces to the cockpit area.

Examination of the engine and the airframe revealed no pre-accident anomalies that would have precluded normal operation.

Additional Information

About 10 months earlier, the airplane was substantially damaged when it impacted a dock while the pilot was landing on an airstrip next to a river (NTSB Accident No. GAA18CA443). A friend of the pilot reported that the accident flight was the first flight since the airplane had been repaired.

Medical and Pathological Information

The Chelan County Medical Examiner's Office performed an autopsy of the pilot. The autopsy report stated that the pilot's cause of death was inhalation of products of combustion and thermal injuries.

The Federal Aviation Administration's Forensic Sciences Laboratory conducted toxicology tests on specimens from the pilot. The results were negative for all tests performed. 

Kenneth William VanAssche


Aviation Accident Final Report - National Transportation Safety Board

Landing Area Undershoot: Just JA30 SuperSTOL, N825PW, accident occurred July 22, 2018 in Chelan Falls, Washington

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Spokane, Washington

Investigation Docket - National Transportation Safety Board:





Location: Chelan Falls, WA
Accident Number: GAA18CA443
Date & Time: 07/22/2018, 0730 PDT
Registration: N825PW
Aircraft: Just JA30 SUPERSTOL
Aircraft Damage: Substantial
Defining Event: Landing area undershoot
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis

The pilot reported that as he made the approach over a river to land at his private airstrip, he "came in too low and hit a dock," that was moored to the side of the river. The airplane's propeller struck the dock and the landing gear separated from the airplane which slid about 25ft on the airstrip and came to a stop.

The airplane sustained substantial damage to the engine mounts.

The pilot reported that there were no 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 approach over a river, which resulted in a collision with a dock.

Findings

Personnel issues Aircraft control - Pilot
Aircraft Descent/approach/glide path - Not attained/maintained
Environmental issues (general) - Effect on operation

Factual Information

History of Flight

Landing Landing area undershoot (Defining event)
Landing Part(s) separation from AC
Landing Collision with terr/obj (non-CFIT)

Pilot Information

Certificate: Sport Pilot
Age: 68, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 4-point
Instrument Rating(s): None
Second Pilot Present: No
Instructor Rating(s):None 
Toxicology Performed: No
Medical Certification: Sport Pilot Without Waivers/Limitations
Last FAA Medical Exam:
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:  (Estimated) 119.5 hours (Total, all aircraft), 44.6 hours (Total, this make and model) 

Aircraft and Owner/Operator Information

Aircraft Make: Just
Registration: N825PW 
Model/Series: JA30 SUPERSTOL Undesignated
Aircraft Category: Airplane
Year of Manufacture: 2014
Amateur Built: Yes
Airworthiness Certificate: Experimental
Serial Number: JA 308-07-13
Landing Gear Type: Tailwheel
Seats: 2
Date/Type of Last Inspection: 07/06/2017, Condition
Certified Max Gross Wt.: 1320 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 156.5 Hours at time of accident
Engine Manufacturer: Rotax
ELT: Not installed
Engine Model/Series: 914UL
Registered Owner: On file
Rated Power: 115 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: KEAT, 1229 ft msl
Distance from Accident Site: 25 Nautical Miles
Observation Time: 1455 UTC
Direction from Accident Site: 200°
Lowest Cloud Condition: Clear 
Visibility:  10 Miles
Lowest Ceiling: None 
Visibility (RVR):
Wind Speed/Gusts: 7 knots /
Turbulence Type Forecast/Actual:/ 
Wind Direction:290° 
Turbulence Severity Forecast/Actual: /
Altimeter Setting: 30.23 inches Hg
Temperature/Dew Point: 17°C / 8°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Chelan, WA (S10)
Type of Flight Plan Filed: VFR
Destination: Chelan, WA (S10)
Type of Clearance: None
Departure Time: 0730 PDT
Type of Airspace: Class G

Airport Information

Airport: PVT AIRSTRIP (PVT)
Runway Surface Type: Grass/turf
Airport Elevation: 732 ft
Runway Surface Condition: Dry 
Runway Used: NW
IFR Approach: None 
Runway Length/Width:490 ft / 150 ft 
VFR Approach/Landing: Full Stop 

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: 47.786944, -119.993056 (est)

Ted Smith Aerostar 600, C-FAAZ: Fatal accident occurred May 06, 2021 near LaBelle Municipal Airport (X14), Hendry County, Florida

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

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

Location: La Belle, FL 
Accident Number: ERA21FA212
Date & Time: May 6, 2021, 15:20 Local
Registration: C-FAAZ
Aircraft: Ted Smith Aerostar 600 
Injuries: 1 Fatal, 1 Serious
Flight Conducted Under: Part 91: General aviation - Personal

On May 6, 2021, about 1520 eastern daylight time, a Ted Smith Aerostar 600, Canadian registration CFAAZ, was substantially damaged when it was involved in an accident near La Belle, Florida. The airline transport pilot was fatally injured, and the pilot-rated passenger was seriously injured. The local personal flight was conducted under the provisions of Title 14 Code of Federal Regulations Part 91.

Preliminary radar data revealed that the airplane departed La Belle Municipal Airport (X14) about 1500. The radar track showed the airplane in a cruise profile on a westerly track about 3,500 ft and 170 knots groundspeed until it was about 5 miles east of X14, where it began a decelerating descent. The airplane continued its descent and slowed before the target disappeared about .5 miles east of the accident site, when at an altitude of about 200 ft and a groundspeed of 110 knots.

A witness reported to a Federal Aviation Administration (FAA) aviation safety inspector that she was travelling eastbound in her car when the airplane appeared immediately in front of her at treetop height travelling westbound. The airplane was in a wings-level attitude and she heard no engine sound. It appeared that the propellers were not turning, and the landing gear was down. The witness believed the airplane would land on the road she was travelling on, when it turned slightly right, struck the top of a tree and then struck the ground in a flat, nose-right attitude, before it continued into trees and a memorial garden on the church property where it came to rest. The witness said that she was familiar with airplanes because her brother operated a flight school, and she had “several hours” of flight experience but no pilot certificate.

A doorbell camera that was located about 500 ft east of the accident site captured the airplane as it passed overhead at low altitude. The engine sound was smooth and continuous as it passed into and out of the camera’s view. Seconds later, the sounds of impact were heard.

The pilot-rated passenger reported that he was the proprietor of an aircraft maintenance facility at X14, and that the pilot, who was also the owner of the airplane brought it to the shop for a 100-hour inspection. He said as they began work on the airplane, they found discrepancies that required more work than originally anticipated. The pilot/owner wanted everything corrected and asked that the shop go ahead and perform a “full annual inspection” on the airplane, which they did.

The work was completed almost 1 month prior to the pilot’s arrival to pick up the airplane on May 6, 2021. When asked about the overall condition of the airplane, as well as its handling and performance, he said, “It was a nice airplane. A little on the older side, but a nice airplane.” The passenger said that he flew the airplane a “couple of times” while it was at his shop and that he “turned everything on” and all the systems and components worked as designed.

The passenger said that the pilot reported that he had not flown the airplane “for a long time” and asked if they could go for a flight and he agreed. The passenger said they went for a short flight, returned, serviced the airplane with 130 gallons of fuel, and then departed again. He was asked how the pilot performed on the preflight, engine start, taxi, takeoff, and the flight and he responded, “He seemed thorough… he was good.”

The passenger reported that he had no memory of the accident flight. He further stated that he typically conducted familiarization and test flights east of the La Belle Airport “over by Lake Okeechobee” where the terrain was mostly rural and sparsely populated.

The Government of Canada issued the pilot an airline transport pilot certificate for helicopters with multiple type ratings. He was issued a private pilot certificate for airplanes in April 2017, with ratings for single and multiengine airplanes. The pilot’s most recent medical examination was completed on April 4, 2019.

Examination of the airplane at the accident site revealed the wreckage path was oriented about 270° magnetic and about 230 ft long. The initial impact point was in a tree about 50 ft tall, and pieces of angularly cut wood were found beneath it.

The airplane came to rest upright, with both wings displaying significant impact damage. Each engine was secure in its nacelle and the flaps appeared to be set between 10° and 15°.

The left propeller blades were secure in the hub, and each displayed similar twisting, bending, and chordwise polishing. The blades of the right propeller were secure in the hub and were in the feathered position.

The tail section of the airplane was separated and rested upright adjacent to the fuselage. The windshield posts were cut by rescue personnel and the roof was folded back over the cabin area. Flight control continuity was established from the cockpit area, through several breaks, to the flight control surfaces. The fractures at the breaks all displayed features consistent with overstress. The flap control handle was found in the “neutral” position, about midway between “up” and “down.”

The wing fuel tanks were void of fuel, and a slight odor of fuel was detected. An estimated 35 gallons of fuel was drained from the center fuselage tank, which remained intact. 

The airplane was recovered from the accident site, and examination continued at the recovery facility. The airplane was powered using its own battery, and the fuel selectors were manipulated through each position, and the corresponding fuel valves energized, and their respective actuator arms moved as designed. Both fuel boost pumps worked when energized.

The left engine was rotated by hand at the propeller and continuity was established from the powertrain through the valvetrain to the accessory section. Compression was confirmed using the thumb method. Borescope examination of the cylinders revealed normal wear and deposits. Ignition timing was confirmed, and when the magnetos were removed and energized with a drill, they produced spark at all terminal leads. The engine-driven fuel pump was removed, actuated with a drill, and pumped fluid. Examination of fuel and old screens and filters revealed they were clean and absent of debris.

The right engine was retained for further examination.

Aircraft and Owner/Operator Information

Aircraft Make: Ted Smith 
Registration: C-FAAZ
Model/Series: Aerostar 600
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: KRSW,31 ft msl 
Observation Time: 14:53 Local
Distance from Accident Site: 23 Nautical Miles 
Temperature/Dew Point: 32°C /22°C
Lowest Cloud Condition: Clear 
Wind Speed/Gusts, Direction: 10 knots / 19 knots, 270°
Lowest Ceiling: None
Visibility: 10 miles
Altimeter Setting: 30 inches Hg 
Type of Flight Plan Filed: None
Departure Point: La Belle, FL 
Destination: La Belle, FL

Wreckage and Impact Information

Crew Injuries: 1 Fatal, 1 Serious 
Aircraft Damage: Substantial
Passenger Injuries: N/A 
Aircraft Fire: None
Ground Injuries: N/A 
Aircraft Explosion: None
Total Injuries: 1 Fatal, 1 Serious
Latitude, Longitude: 26.75829,-81.410371 (est)
 
Those who may have information that might be relevant to the National Transportation Safety Board investigation may contact them by email eyewitnessreport@ntsb.gov, and any friends and family who want to contact investigators about the accident should email assistance@ntsb.gov.


Michael Stockton, 67, is being remembered as an amazing man with a passion for flight. He died in a plane crash near LaBelle Municipal Airport on May 6, 2021. 
(Photo courtesy of Chris Stockton)

Jimmy Mullen
Mullen's Aviation LLC


LABELLE, Florida (WSVN) — Newly released surveillance video captured the heart-stopping moment a plane swooped dangerously close to homes in a Southwest Florida community before it hit the ground, killing the pilot and leaving residents shaken.

Footage from the May 6 crash showed the aircraft as it flew right over homes in LaBelle before it crashed nearby. The camera captured audio of the impact seconds later.

Area resident Colton Summerlin said he was at work when the plane went down.

“I didn’t realize until we looked back at the footage that it flew over, right over our house,” he said.

Summerlin said he’s thankful his family was not hurt.

“It could have been our house if it was 30 seconds sooner, you know, and I got a lot of kids,” he said.

Neighbors who viewed the footage said they didn’t realize just how close the plane came to crashing in their community.

“Wow, that’s terrible. Oh, my God,” said Carlos Rivera.

Resident Cassie Lott gasped when she heard audio of the crash.

“So, that was the sound I heard. We heard it from here inside the house,” she said.

According to a report, a woman saw the plane flying low, just above the trees. She said the plane wasn’t making any noise, and it appeared as though the propellers weren’t moving.

On top of that, the woman said, the landing gear was down.

“I’m so sorry for what happened to the person. Someone lost their life,” said Lott. “I mean, I’m thankful it didn’t fall on our homes, but that’s scary.”

Neighbors have been left with an uneasy feeling after watching the video. They described the sound of the crash as chilling,

“That was really close to the ground, what I just saw on there,” said resident Terrie Pearce.

Even though the pilot did not survive, a passenger on board did.

Investigators are working to determine what led to the crash.




OTTAWA -- An Ottawa Valley man who died last week in a plane crash in Florida is being remembered as a spirited and happy man, and a loving father and grandfather.

Mike Stockton, 67, died when the plane he was in, a Piper Aerostar 600, crashed on Thursday afternoon in a field in Labelle, Florida, about 50 km east of Fort Myers. The Hendry County Sheriff's Office said on Facebook that the plane crashed about 40 yards (36.5 m) from a local church. A second person in the plane was injured.

Stockton's son Chris Stockton called his father an amazing man who cared deeply for his friends and family.

"He was my mentor and helped me evolve to me the family man I am today. He will be extremely missed by so many people including his 33-year-old handicapped daughter Ashley Dawn and beloved wife Karen. The type of man he was; he would hold Ashley Dawn overnight before bed until she was fast asleep."

Chris said his father used to fight forest fires as a helicopter pilot and was an air ambulance pilot in Ottawa in the 1990s. He became a pilot in his twenties and had a lifetime passion for flight.

"He was just overall a happy, spirited man," Chris said.

"He devoted all of his time enriching, teaching, guiding, and caring for his children. He was always ready to help anyone and had a zest for life. He welcomed his daughter-in-law, Jessica with such a warm heart. He was an amazing fun Grandpa to his grandsons Jet (5) and Jagger (2.5).

"He will be missed beyond words. We are all devastated but appreciate the love, support, and understanding we have received. Thank you."



Loss of Control on Ground: Piper PA-20 Pacer, N7046K, accident occurred May 06, 2019 at Canandaigua Airport (KIUA), Ontario County, New York










Aviation Accident Final Report - National Transportation Safety Board 

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Rochester, New York

Investigation Docket - National Transportation Safety Board:


Location: Canandaigua, NY
Accident Number: GAA19CA293
Date & Time: 05/06/2019, 0740 EDT
Registration: N7046K
Aircraft: Piper PA 20
Aircraft Damage: Substantial
Defining Event: Loss of control on ground
Injuries: 1 None
Flight Conducted Under: Part 91: General Aviation - Personal 

Analysis

The pilot of the tailwheel-equipped airplane reported that, during landing, the left wing raised and the airplane "violently turned left." The pilot attempted to recover, but the airplane ground looped and nosed over.

The airplane sustained substantial damage to the fuselage, right wing lift strut, and rudder.

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 pilot's failure to maintain directional control during landing, which resulted in a ground loop.

Findings

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

Factual Information

History of Flight

Landing Loss of control on ground (Defining event)
Landing Attempted remediation/recovery
Landing Nose over/nose down

Pilot Information

Certificate: Private
Age: 68, Male
Airplane Rating(s): Single-engine Land
Seat Occupied: Left
Other Aircraft Rating(s): Helicopter
Restraint Used: Unknown
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: 07/24/2017
Occupational Pilot: No
Last Flight Review or Equivalent: 03/11/2018
Flight Time:   (Estimated) 1091 hours (Total, all aircraft), 5 hours (Total, this make and model), 1083 hours (Pilot In Command, all aircraft), 9 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft), 0.8 hours (Last 24 hours, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: Piper
Registration: N7046K
Model/Series: PA 20 Undesignated
Aircraft Category: Airplane
Year of Manufacture: 1950
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 20-154
Landing Gear Type: Tailwheel
Seats: 4
Date/Type of Last Inspection: 05/16/2018, Annual
Certified Max Gross Wt.: 1950 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 2758 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: Installed, not activated
Engine Model/Series: O-290 SERIES
Registered Owner: Stone, Jessica M.
Rated Power:
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: KROC, 555 ft msl
Distance from Accident Site: 20 Nautical Miles
Observation Time: 1154 UTC
Direction from Accident Site: 309°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 18000 ft agl
Visibility (RVR):
Wind Speed/Gusts: 3 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 230°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 29.97 inches Hg
Temperature/Dew Point: 11°C / 7°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Niagara Falls, NY (NY49)
Type of Flight Plan Filed: None
Destination: Canandaigua, NY (IUA)
Type of Clearance: None
Departure Time: 0700 EDT
Type of Airspace: Class G

Airport Information

Airport: CANANDAIGUA (IUA)
Runway Surface Type: Asphalt
Airport Elevation: 813 ft
Runway Surface Condition: Dry
Runway Used: 31
IFR Approach: None
Runway Length/Width: 5500 ft / 100 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: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 1 None
Latitude, Longitude:  42.910000, -77.330000 (est)

Bell 47G-2, N5990: Accident occurred May 06, 2019 at Denton Enterprise Airport (KDTO), Denton County, Texas





Aviation Accident Final Report - National Transportation Safety Board

Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Irving, Texas

Investigation Docket - National Transportation Safety Board:


Location: Denton, Texas
Accident Number: GAA19CA250
Date & Time: May 6, 2019, 10:20 Local
Registration: N5990
Aircraft: Bell 47G 
Aircraft Damage: Substantial
Defining Event: 
Injuries: 2 None
Flight Conducted Under: Part 91: General aviation - Instructional

Analysis

The student pilot reported that he hovered the helicopter to the parking pad and landed with the helicopter's nose facing north. The skid placement on the parking pad was incorrect, and the flight instructor directed the student to reposition the helicopter about 3 ft to the left. The student brought the helicopter to a hover and repositioned it 3 ft to the left.

However, before the student established a descent and landed, the helicopter encountered a tailwind gust. The nose pitched down, the rotor rpm decreased, and the helicopter traveled about 75 ft forward. The skids contacted the ground hard, and the helicopter came to an abrupt stop, upright and facing downslope. The main rotor blades struck the tail rotor drive shaft and the tailboom. The tail rotor gear box and the tail rotor separated from the helicopter.

The helicopter sustained substantial damage to the tail rotor drive system, the tailboom, and the main rotor blades.

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

The airport's METAR reported that, about the time of the accident, the wind was from 180° at 15 knots and that the cloud layer was broken at 800 ft.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this accident to be:
The flight instructor's improper decision to instruct the student pilot to establish a hover and reposition the helicopter with a tailwind, which resulted in the student pilot's loss of pitch control. 

Findings

Personnel issues Decision making/judgment - Instructor/check pilot
Personnel issues Aircraft control - Student/instructed pilot
Aircraft Pitch control - Not attained/maintained
Environmental issues Tailwind - Decision related to condition
Environmental issues Tailwind - Effect on operation

Factual Information

History of Flight

Maneuvering-hover Other weather encounter
Maneuvering-hover Loss of control in flight
Landing Hard landing
Landing Collision with terr/obj (non-CFIT)
Landing Part(s) separation from AC

Pilot Information

Certificate: Student 
Age: 54,Male
Airplane Rating(s): None 
Seat Occupied: Left
Other Aircraft Rating(s): None
Restraint Used: 3-point
Instrument Rating(s): None 
Second Pilot Present: Yes
Instructor Rating(s): None
Toxicology Performed: No
Medical Certification: Class 3 Without waivers/limitations
Last FAA Medical Exam: November 15, 2018
Occupational Pilot: No 
Last Flight Review or Equivalent:
Flight Time: (Estimated) 24 hours (Total, all aircraft), 15 hours (Total, this make and model), 24 hours (Pilot In Command, all aircraft), 15 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft), 1 hours (Last 24 hours, all aircraft)

Flight instructor Information

Certificate: Airline transport; Flight engineer; Flight instructor
Age: 61, Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land
Seat Occupied: Right
Other Aircraft Rating(s): Helicopter
Restraint Used: Lap only
Instrument Rating(s): Airplane; Helicopter
Second Pilot Present: Yes
Instructor Rating(s): Airplane multi-engine; Airplane single-engine; Helicopter;
Instrument airplane; Instrument helicopter
Toxicology Performed: No
Medical Certification: Class 1 With waivers/limitations 
Last FAA Medical Exam: January 30, 2019
Occupational Pilot: Yes 
Last Flight Review or Equivalent: February 7, 2019
Flight Time: (Estimated) 30000 hours (Total, all aircraft), 200 hours (Total, this make and model), 25000 hours (Pilot In Command, all aircraft), 100 hours (Last 90 days, all aircraft), 50 hours (Last 30 days, all aircraft), 10 hours (Last 24 hours, all aircraft)

Aircraft and Owner/Operator Information

Aircraft Make: Bell 
Registration: N5990
Model/Series: 47G 2 
Aircraft Category: Helicopter
Year of Manufacture: 1992
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 2396
Landing Gear Type: Skid 
Seats: 3
Date/Type of Last Inspection: June 7, 2018 Annual 
Certified Max Gross Wt.: 2450 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3360.1 Hrs at time of accident
Engine Manufacturer: Lycoming
ELT: Not installed 
Engine Model/Series: VO-435-A1
Registered Owner:
Rated Power: 270 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: KDTO,642 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 15:28 Local 
Direction from Accident Site: 348°
Lowest Cloud Condition: 
Visibility: 10 miles
Lowest Ceiling: Broken / 8000 ft AGL
Visibility (RVR):
Wind Speed/Gusts: 15 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 180° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 29.95 inches Hg 
Temperature/Dew Point: 25°C / 17°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: DENTON, TX (DTO)
Type of Flight Plan Filed: None
Destination: DENTON, TX (DTO) 
Type of Clearance: VFR
Departure Time: 09:00 Local 
Type of Airspace: Class D

Airport Information

Airport: Denton Enterprise DTO
Runway Surface Type: Asphalt
Airport Elevation: 642 ft msl
Runway Surface Condition: Dry
Runway Used: 
IFR Approach: None
Runway Length/Width:
VFR Approach/Landing: None

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: 33.20222,-97.198059(est)

Fuel Contamination: Cessna C550 Citation, N744AT; incident occurred May 09, 2019






Aviation Incident Final Report - National Transportation Safety Board

The National Transportation Safety Board did not travel to the scene of this incident.
 
Additional Participating Entity:
Federal Aviation Administration / Flight Standards District Office; Burlington, Massachusetts

Investigation Docket - National Transportation Safety Board:


Location: Savannah, Georgia 
Incident Number: ERA19IA178
Date & Time: May 9, 2019, 12:28 Local 
Registration: N744AT
Aircraft: Cessna 550 
Aircraft Damage: None
Defining Event: Fuel contamination 
Injuries: 7 None
Flight Conducted Under: Part 135: Air taxi & commuter - Non-scheduled - Air Medical (Discretionary)

Analysis

The crew of the air medical flight reported that, while in cruise flight at 35,000 ft mean sea level, the left engine began losing power. The crew requested a lower altitude from air traffic control, shut down and secured the left engine, and diverted. While descending, the right engine lost all power, and the crew performed an uneventful forced landing to the diversion airport.

Several days after the incident, the lineman who worked at the fixed-base operator (FBO) where the airplane was most recently fueled realized that he had inadvertently combined the contents of an unmarked, partially empty container of fuel system icing inhibitor (FSII) with a partially-empty container of diesel exhaust fluid (DEF), assuming that both containers contained FSII. The container of DEF was co-located with the container of FSII, which was contrary to the FBO's policy of isolating DEF off-airfield. The lineman then serviced the fuel truck FSII reservoir with the DEF/FSII combination. The following day, the incident airplane was fueled with Jet A fuel from the truck, and FSII additive from the truck was mixed at the time of fueling. Postincident testing revealed the presence of urea, one of the primary components of DEF, in the incident airplane's fuel system samples.

When combined with hydrocarbon jet fuels, urea forms a solid precipitate, or clathrate, that is known to interfere with fuel filtering and fuel system operation. The presence of DEF in the incident airplane's fuel system resulted in a blockage, which led to the total loss of engine power.

Probable Cause and Findings

The National Transportation Safety Board determines the probable cause(s) of this incident to be:
The lineman's inadvertent introduction of diesel exhaust fluid (DEF) to the fuel truck fuel system icing inhibitor reservoir, which resulted in fuel contamination and a total loss of engine power. Contributing to the accident was the fixed-base operator's failure to ensure that DEF was stored off-airfield in accordance with their own policy.

Findings

Personnel issues Incorrect action selection - Airport personnel
Environmental issues Ground vehicle - Contributed to outcome
Personnel issues Incorrect action performance - Airport personnel
Aircraft (general) - Fluid type
Aircraft (general) - Incorrect service/maintenance
Personnel issues (general) - Airport personnel

Factual Information

On May 9, 2019, at 1228 eastern daylight time, a Cessna C550, N744AT, experienced a total loss of engine power inflight and landed in Savannah, Georgia, without further incident. The two airline transport pilots, two medical crew, and three passengers onboard were not injured. The flight was operated as a Title 14 Code of Federal Regulations Part 135 air medical flight.

The airplane was based at Punta Gorda Airport (PGD), Punta Gorda, Florida. According to fueling records from PGD, on the morning of the incident, the airplane was fueled with 480 gallons of Jet A fuel with a fuel system icing inhibitor (FSII) additive mixed at the time of fueling. The flight crew completed the 47-nautical-mile flight from PGD to Naples Municipal Airport (APF), Naples, Florida, without anomaly.

According to the pilots, about 1 hour 20 minutes into the subsequent flight, from APF to Niagara Falls International Airport (IAG), Niagara Falls, New York, while cruising at 35,000 ft mean sea level (msl), the pilot-in-command (PIC) adjusted the left engine N1 speed to about 103%. Moments after adjusting power, the N1 speed decreased. This occurred "a few times" before the left engine began to "spool down very slowly." After unsuccessfully attempting to restore engine power, the crew requested a lower altitude from air traffic control and began a descent with the left engine at idle power. The PIC then noticed that the left engine displayed no oil pressure, and he subsequently shut it down.

Several minutes passed as the airplane descended with the right engine at 65% fan speed, and while the crew prepared to perform a single-engine approach to Savannah/Hilton Head International Airport (SAV), Savannah, Georgia, about 8,000 ft msl, the right engine became unresponsive and then began "spooling down." The captain declared an emergency and the crew performed a straight-in approach to runway 19, where they landed the airplane without incident; the airplane was subsequently towed to the ramp.

The second-in-command noted that the left fuel filter bypass light did not illuminate, but the right fuel filter bypass light did illuminate.

A lineman who worked for the fixed based operator (FBO) at PGD stated that, the evening before the incident, he noticed that the FSII was low on a fuel truck and he intended to refill it. He went to a shed where the FSII was located and noted that the unmarked FSII container was partially filled, and another bottle next to it that was also partially filled. He combined the two containers and then refilled the fuel truck FSII reservoir. Several days after the incident, the lineman realized that he had inadvertently combined the contents of a 5-gallon FSII container and a 2.5-gallon diesel exhaust fluid (DEF) container instead of two partially empty containers of FSII. He could not recall if the DEF container was marked.

Fuel samples, fuel system filters, and fuel screens from the incident airplane were obtained and sent for laboratory testing. Analysis of the fuel indicated the presence of urea; DEF is a solution comprised of about 33% urea and 67% water. Although urea is soluble in both water and FSII, when added to hydrocarbon jet fuels, it forms a solid precipitate (known as a "clathrate") that is known to interfere with fuel filtering and fuel system operation.

Review of the lineman's training records indicated that he completed National Air Transportation Association (NATA) Fuel Service Supervisor training in July 2018, Professional Line Service training in September 2018, and Line Fuel Service training in September 2018. His training records did not specifically include the DEF Contamination Prevention training released by the NATA in December 2017; however, the lineman did state that he had received DEF training and cross-contamination training in June 2018.

The FBO policies in place to mitigate the hazard of DEF contamination before the incident included isolating FSII to the self-serve shed, isolating DEF off-airfield in the vehicle maintenance shop, conducting mandatory training on DEF contamination, and reviewing cross contamination with staff.  After the incident, the FBO made multiple changes to their policies, including retraining line personnel, limiting DEF servicing to vehicle maintenance personnel, removing all unmarked containers from storage areas, and creating a monthly inspection program to review all storage facilities for properly stored and labeled inventory.

On July 24, 2019, the NTSB issued Safety Alert SA-079 warning providers of jet fuel to take measures to prevent contamination of jet fuel by diesel exhaust fluid.

History of Flight

Prior to flight Fuel contamination
Enroute-cruise Fuel contamination (Defining event)
Enroute-cruise Loss of engine power (total)
Approach Loss of engine power (total)

Pilot Information

Certificate: Airline transport; Commercial; Flight instructor
Age: 41, Male
Airplane Rating(s): Single-engine land; Multi-engine land
Seat Occupied: Left
Other Aircraft Rating(s): None 
Restraint Used: Unknown
Instrument Rating(s): Airplane 
Second Pilot Present: Yes
Instructor Rating(s): Airplane single-engine; Instrument airplane
Toxicology Performed: No
Medical Certification: Class 1 Without waivers/limitations
Last FAA Medical Exam: May 1, 2019
Occupational Pilot: Yes 
Last Flight Review or Equivalent:
Flight Time:

Pilot Information

Certificate: Airline transport; Commercial; Flight instructor
Age: 66, Male
Airplane Rating(s): Single-engine land; Single-engine sea; Multi-engine land
Seat Occupied: Right
Other Aircraft Rating(s): Glider; Gyroplane; Helicopter 
Restraint Used: Unknown
Instrument Rating(s): Airplane; Helicopter
Second Pilot Present: Yes
Instructor Rating(s): Airplane multi-engine; Airplane single-engine; Glider; Gyroplane; Helicopter; Instrument airplane; Instrument helicopter
Toxicology Performed: No
Medical Certification: Class 1 With waivers/limitations
Last FAA Medical Exam: September 1, 2018
Occupational Pilot: Yes 
Last Flight Review or Equivalent:
Flight Time:

Aircraft and Owner/Operator Information

Aircraft Make: Cessna
Registration: N744AT
Model/Series: 550 No Series
Aircraft Category: Airplane
Year of Manufacture: 1983 
Amateur Built: No
Airworthiness Certificate: Transport
Serial Number: 550-0017
Landing Gear Type: Retractable - Tricycle 
Seats:
Date/Type of Last Inspection: 
Certified Max Gross Wt.: 15100 lbs
Time Since Last Inspection: 
Engines: 2 Turbo jet
Airframe Total Time: 
Engine Manufacturer: Pratt & Whitney
ELT: Installed, not activated 
Engine Model/Series: JT15D-4
Registered Owner: 
Rated Power: 2500 Lbs thrust
Operator: 
Operating Certificate(s) Held: On-demand air taxi (135)

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual (VMC)
Condition of Light: Day
Observation Facility, Elevation: SAV,51 ft msl
Distance from Accident Site: 0 Nautical Miles
Observation Time: 16:53 Local
Direction from Accident Site: 276°
Lowest Cloud Condition: Few / 2700 ft AGL
Visibility: 10 miles
Lowest Ceiling: Broken / 3200 ft 
AGL Visibility (RVR):
Wind Speed/Gusts: 12 knots / 
Turbulence Type Forecast/Actual:  /
Wind Direction: 120° 
Turbulence Severity Forecast/Actual:  /
Altimeter Setting: 30.1 inches Hg 
Temperature/Dew Point: 26°C / 19°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Naples, FL (APF)
Type of Flight Plan Filed: IFR
Destination: Niagara Falls, NY (IAG) 
Type of Clearance: IFR
Departure Time: 11:00 Local 
Type of Airspace:

Airport Information

Airport: Savannah/Hilton Head Intl SAV 
Runway Surface Type: Concrete
Airport Elevation: 50 ft msl 
Runway Surface Condition: Dry
Runway Used: 19 
IFR Approach: Visual 
Runway Length/Width: 7002 ft / 150 ft
VFR Approach/Landing: Forced landing; Full stop; Straight-in

Wreckage and Impact Information

Crew Injuries: 4 None
Aircraft Damage: None
Passenger Injuries: 3 None 
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 7 None 
Latitude, Longitude: 32.129165,-81.200836(est)

Hard Landing: Piper PA-28-180, N7855W, accident occurred May 09, 2019 at Wilgrove Air Park (8A6), Charlotte, Mecklenburg County, North Carolina





Aviation Accident Final Report - National Transportation Safety Board 

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

Investigation Docket - National Transportation Safety Board:


Location: Charlotte, NC
Accident Number: GAA19CA280
Date & Time: 05/09/2019, 1300 EDT
Registration: N7855W
Aircraft: PIPER PA28
Aircraft Damage: Substantial
Defining Event: Hard landing
Injuries: 2 None
Flight Conducted Under: Part 91: General Aviation - Instructional 

Analysis

The student pilot reported that, during landing on a 40-ft-wide runway, a wind gust pushed the airplane left of the centerline. While correcting back to centerline, the flight instructor told the student that the airplane was slow, so the student added power. While on short final, the instructor told the student to initiate a go-around and to "go full power." While initiating a climb, the student heard the stall warning horn, and the instructor told him to "get the nose down." As the student lowered the nose, he felt a hard "bump" as the airplane touched down on the runway. The airplane veered left off the runway, struck vegetation, and spun around.

The airplane sustained substantial damage to the left wing.

The instructor 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 student pilot's improper attempted go-around and the flight instructor's delayed remedial action, which resulted in an aerodynamic stall followed by a hard landing, runway excursion, and impact with vegetation.

Findings

Personnel issues Aircraft control - Student/instructed pilot
Personnel issues Delayed action - Instructor/check pilot
Environmental issues Tree(s) - Effect on operation
Aircraft Angle of attack - Not attained/maintained

Factual Information

History of Flight

Approach-VFR pattern final Other weather encounter
Approach-VFR pattern final Attempted remediation/recovery
Landing Hard landing (Defining event)
Landing Loss of control on ground
Landing Runway excursion
Landing Collision with terr/obj (non-CFIT)

Flight Instructor Information

Certificate: Flight Instructor; Commercial
Age: 72, Male
Airplane Rating(s): Multi-engine Land; Single-engine Land
Seat Occupied: Right
Other Aircraft Rating(s): Glider
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: 10/02/2017
Occupational Pilot: Yes
Last Flight Review or Equivalent: 02/08/2018
Flight Time:  (Estimated) 2202 hours (Total, all aircraft), 1600 hours (Total, this make and model), 32.6 hours (Last 90 days, all aircraft), 9 hours (Last 30 days, all aircraft)

Student Pilot Information

Certificate: Student
Age: 68, 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: No
Medical Certification: Class 3 With Waivers/Limitations
Last FAA Medical Exam: 08/18/2017
Occupational Pilot: No
Last Flight Review or Equivalent:
Flight Time:   (Estimated) 124.6 hours (Total, all aircraft), 90 hours (Total, this make and model), 11 hours (Pilot In Command, all aircraft), 13 hours (Last 90 days, all aircraft), 5 hours (Last 30 days, all aircraft) 

Aircraft and Owner/Operator Information

Aircraft Make: PIPER
Registration: N7855W
Model/Series: PA28 180
Aircraft Category: Airplane
Year of Manufacture: 1964
Amateur Built: No
Airworthiness Certificate: Normal
Serial Number: 28-1875
Landing Gear Type: Tricycle
Seats:4 
Date/Type of Last Inspection: 05/08/2019, 100 Hour
Certified Max Gross Wt.: 2400 lbs
Time Since Last Inspection:
Engines: 1 Reciprocating
Airframe Total Time: 3302 Hours as of last inspection
Engine Manufacturer: Lycoming
ELT: C91  installed, not activated
Engine Model/Series: O-360-A3A
Registered Owner: Metrology Services Inc
Rated Power: 180 hp
Operator: Alpha One Air Service, LLC
Operating Certificate(s) Held: None

Meteorological Information and Flight Plan

Conditions at Accident Site: Visual Conditions
Condition of Light: Day
Observation Facility, Elevation: KJQF, 705 ft msl
Distance from Accident Site: 11 Nautical Miles
Observation Time: 1550 UTC
Direction from Accident Site: 350°
Lowest Cloud Condition:
Visibility:  10 Miles
Lowest Ceiling: Broken / 3100 ft agl
Visibility (RVR): 
Wind Speed/Gusts: 9 knots /
Turbulence Type Forecast/Actual: None / None
Wind Direction: 190°
Turbulence Severity Forecast/Actual: N/A / N/A
Altimeter Setting: 30.15 inches Hg
Temperature/Dew Point: 26°C / 16°C
Precipitation and Obscuration: No Obscuration; No Precipitation
Departure Point: Monroe, NC (EQY)
Type of Flight Plan Filed: None
Destination: Charlotte, NC (8A6)
Type of Clearance: None
Departure Time: 1245 EDT
Type of Airspace: Class G 

Airport Information

Airport: WILGROVE AIR PARK (8A6)
Runway Surface Type: Asphalt
Airport Elevation: 799 ft
Runway Surface Condition: Dry
Runway Used: 17
IFR Approach: None
Runway Length/Width: 2835 ft / 40 ft
VFR Approach/Landing: Full Stop; Go Around; Traffic Pattern

Wreckage and Impact Information

Crew Injuries: 2 None
Aircraft Damage: Substantial
Passenger Injuries: N/A
Aircraft Fire: None
Ground Injuries: N/A
Aircraft Explosion: None
Total Injuries: 2 None
Latitude, Longitude: 35.213056, -80.668056 (est)